Bec Interview scenario Flashcards
Tell us about your career to date?
Lifeguard for Council pools and Walt Disney World
Cheese factory shift worker packaging cheese
Apple Inc sales and iPad and iPhone set up instructional classes
Griffith University Bachelor of Aviation and Graduate Diploma of Flight Management Flight training at Basair at Archerfield airport Brisbane
QFPP
June 2019 First officer Dash 8 Q200 and Q300 for almost 5 years
Q400 differences training and Command Upgrade
3 sims completed, start line training in 3.5 weeks time after a few more sims
Why Qantas?
Safety
Reliability
Sustainability
Dream
QLink
Why QANTAS?
-I love the job I have already waking for the group
- Dream to fly the 747
- Sustainabily → CBR
- Proud to represent them and what or who they are
- Safety, good cultre (SMS), just culture
Had to convince someone for a better outcome for company or customer?
Situation: Fog in GFF, delayed departure, held for 30 mins slow improvement, had to return to Sydney to refuel. Wedding band needed to be in Griffith. We were made aware of a group of passengers that were actually a wedding band who were performing that afternoon.
Task: Return to Sydney to refuel or other options? Possibly CBR
Action: I got the weather for Canberra to see if the fog had also cleared there and suggested to the captain that we divert to CBR refuel and then return to GFF hopefully once the fog has cleared. We chatted to company over the radios and made the diversion happen.
Results: We were a few hours late getting to Griffith but the band thanked us on the way off the aircraft. It was a much faster option than returning all the way to Sydney.
Negative feedback and what you did?
Situation: Flight with a training captain on a line check and was conducting an IVA into Sydney and an approach into Sydney.
Task: to be configured and stable by 500ft with landing checklist done
Action: I was a bit too fast on approach and needed to wait a little longer than usual to configure on approach, we got it all done and stable but it felt very rushed and if there was any interruptions from air traffic control or any thing else to distract from the configuration and checklist I would have most likely needed to conduct a go around as I wouldn’t be stable.
In the debrief the checker queried me about it and I said I don’t usually configure so late but I usually configure at 5nm which is about 1600ft.
Results: I asked the checker if he had any good rules to maintain good SA and make sure you configure at a good spot on the approach with plenty of time to ensure you can get it all done. He said he uses 2000ft for a visual approach and 3000ft for an IAP.
Which is 400ft higher or 1.3nm earlier than I was configuring and I have implemented that ever since to give myself a little extra time for any radio calls or distractions.
Used technology to solve a problem that had multiple outcomes?
Situation/ Task: At a CTAF and about to start up and shortly after taxi out. It’s hard to understand call signs and know aircraft types at outports. We also don’t receive traffic information from ATC about VFR aircraft.
Action: I open up flight radar before we start up and often you can see other aircraft in the area to get call signs and types.
Results: increases situational awareness and makes it a lot easier to know who is around when you do your initial radio call, what their call sign is and type of aircraft.
Tell us about a time when you had to adapt to a significant change at work?
Situation/ Task: Changing from the Q200/300 to the Q400 and doing my command upgrade.
Actions: I have been putting in long days to try and familiarise myself with the Q400. Cockpit poster on my wall at home, chair flying, lots of jump seats, lots of study and extra sim prep. Also for the command stuff specifically I started reading and making flashcards for the AFM, OM1 and other important and useful documents. I started doing this as soon as I got the required hours for the command and have been slowly chipping away at trying to think from a captains prescriptive and increase my knowledge.
Results: so far so good and I’m enjoying it all!
Tell us about a time you had to step up?
Harry divert to CBR
Enroute back from Bendigo to Sydney at night, Sydney airport said that Cat 1 ILS approach wouldn’t get visual and ATC advised us that company said to divert to CBR and wait till Sydney improved. We were almost at TOPD for CBR so we needed to work out divert fuel, contact CBR, advise FAs and pax, approach prep and briefing for CBR
Put your foot down?
Situation/ Task: Hoping for a quick departure out of Moree at night. Slight tail wind.
Action: complete aero data for intersection departure that requires no runway backtrack with a few knots tailwind and it we were quite heavy. The data planned for Flap 15 when our usual is flap 5. I wasn’t comfortable with this as it’s an added threat after a long day at night, more chance to potentially over speed the flaps and seems a bit unnecessary just to save a short back track so I suggested to the captain we change to full length and do the backtrack to minimise the threats. I presented my points of the time saving being minimal and the safety factor being increased.
Results: after some back and forth discussion the captain did agree that it was probably quite unnecessary to do this departure and decided we should calculate for the full length with the short backtrack which resulted in a flap 5 which is our standard departure. It was a good result.
Deal with conflict at work?
Situation/ Task: Altimeter had off flag shortly after departure from Armidale to Sydney. The Captain handed over controls to me and got quite tunnel vision.
Action: I used the RAISE method to bring his focus back to the bigger picture. Initially I relayed that we had two working altimeters and it was CAVOK. I repeated myself a few times and phrased things differently but was not achieving much. I then spoke in a slightly more assertive or firm voice and spoke very directly and said you need to leave your altimeter concerns and focus on being a PM so that we don’t miss anything for the rest of the flight as it was time to do some approach prep and the Altimeter issue had been discussed for a lengthy amount of time already. He was not quite in agreement and wasn’t very impressed initially with my thoughts to not return to Armidale and not divert en route as I didn’t believe it was the best thing for the company and passengers given the situation.
Results: As the flight progressed they captain became more focused on the pilot monitoring role and got the ATIS, briefed and then commenced descent into Sydney, taxiied in and there was no further issues besides writing up the defect and talking to maintenance. The captain and I had no further differences of opinion and were both happy with the outcome.
Difficulty working with a team member and what did you do?
Situation/ Task: FA turning up to work, not wanting to be there, not focused or engaged when giving the ISTOP brief, needed encouragement to do the bare minimum.
Action: I went down the back, when she was by herself and had a chat to her to see if she was fit to fly, she said she was having some personal issues. Result: After getting some things off her chest she seemed to have a change in attitude and became a lot more focused and was a lot more friendly to the rest of the crew and then the pre board pax.
When have you had to coach or teach someone something?
Situation/ Task: Domestic 1A parking Bay Area and captain from Melb
Action: in the pre flight planning phase give the captain a rundown of the procedures, what to expect and what will happen. We took it slow and I assured the captain of each step before we did it and what was next. Did the same thing for arrival too and it went well, no issues at all.
Results: Once in the aircraft I let them know what we do first and what’s next, keeping them informed and getting the job done.
When have you had to tell someone they are performing poorly?
Blaze captain
Have you ever been unjustly treated?
Situation/Task: walk around first flight of the day notice and oil leak from the number 1 engine.
Action: engineer has just showed up to do a ramp service check so I went and spoke to him and showed him the oil leak and queried my concerns that it was too much of an oil leak because the 300s do have some minor overflows that can leak out quite often which are of no concern but I believed this was a little too much. He agreed that it was too much and said they’d actually been monitoring this particular aircraft for an oil leak.
I went inside and told the captain and before I was done explaining that I had already talked to an engineer he waved me off and said these planes always have oil leaks it’ll be fine. He didn’t go and have a look at it either. But as soon as he said that the engineer walked onboard and said the aircraft was grounded till they got it sorted.
Results: the captain went and had a look at the leak and then apologised to me for not checking out and we then changed to another aircraft.
You had difficulty learning and what did you do about it?
Situation/ Task: learning a lot of radio class and different calls I wasn’t use to and didn’t know. I also hadn’t flown for a while so I had forgotten a lot of the basics.
Action: I wrote down notes on jump seats and during my initial line training and made a guide for all the different phases of flight and then I practiced them in chair flights for different aerodromes. And I practiced scanning the instruments for the information I would need before I did the radio call. I also practiced the radio calls in my head before I hit transmit.
Results: I worked really hard to make sure I was getting the calls right and accurate and kept on my own case in the early days. And I become a lot more confident which is half the battle and proficient quite quickly.
A process or procedure to solve a problem?
Situation/ Task: Seatbelt sign being missed heard about it many times and was always concerned it might happen to us.
Action: noticed a few captains doing a tactile touch of the switch
Results: I started incorporating it in my command upgrade training to ensure I hopefully never mistake the switch for being on when it isn’t
