| Tech Eval:
Decided to check it out, despite the PFT thing, I was curious about Comair. I
called Comair (1-800-U-CAN-FLY) . The Comair Aviation Academy (one of several
companies including Comair Airlines that is owned by Comair Holdings, Inc.)
does the screening process and tech eval. The Comair Airline does the
interview. A few days after my initial call, I got a very good package from
Comair, explaining benefits, pay, ailine routes, per diem, etc. There was
also the application from Comair Academy to fill out. I was impressed by the
pay, (almost the best in the regionals for 4yr captains). I was three months
out from separating from the military and had sent resumes out, so I decided I
would go ahead and do the evaluation to practice for the interview process,
and also to check out Comair for myself. I called to set up a tech eval. Too
easy, they scheduled me for Monday, January 18, 1999 in CVG. A few days later
I got a fed-ex package with some more info on the eval, travel tips, hotel
numbers, an application, and travel passes to CVG. They were open for ten
days before the eval, and I found out later why. I flew from RDU direct to
CVG, no problem. Flying the RJ as a passenger was nice, the FO was very
young, seemed new, the CPT very old and seemed like an IOE intsructor type.
They were on time and smoothe. Comair's facility at CVG is impressive, 53
gates in their own little concourse, just kitty-corner to Delta. It reminded
me of a bus-station. It was very busy, lots of passengers...business is good.
I rented a car, drove to the other side of Cincinatti and found the recommeded
hotel. They allow you to do a "practice tech eval" the day before, which I
did (for about 100$). IT was well worth it. The sim was a Frasca twin. I'm
sure you all know the one. The profile ended up being similar to what we flew
the next day. The next day, showed up at 8am, and met another guy, Navy type.
Both of us were in the standard interview suits. We chatted, and waited. A
pilot type, (he never introduced himself) told us to come on in and do the
simulator. The Navy guy went first. My ride was uneventfull, although I
though I did lousy. Takeoff, vector to an airway, fly the airway, vector to
an ILS, MAP, hold an an intersection, and that was about it. It was some
place in FL, sorry I forget, but it really was pretty bland and normal. No
emergencies. We then did the written. A third guy joined us, not in a suit,
but with a goatee and a jacket with his company logo on it. Apparently he was
there to do the written again. Comair told me if you don't do well, you can
do the whole thing again. I guess that is what he was doing there. The three
of us went to a back room and were given the written. 45 questions, mostly
right out of the IFR written test, five ME type. Before it started, the
instructor dude warned us about the ME questions. He actually went over them
with us, showing us which ones were tricky. They were worded strange, so it
was nice he showed us. After the test, we were given some IQ type tests by an
HR female type while the third goatee guy went to the sim to "attempt to
increase his score somewhat". After the IQ tests we each paid our $350 bucks
or so and left. Apparently the female told the Navy guy that we both passed
the tests.
The Interview:
I waited a week, and received no word, so I called my HR rep in FL who
was handling my file. Everyone is assigned someone. I was assigned Judy
Volence. She said that I had done very well, and that I would definately get
an interview. I waited some more (another week or so) and called again, she
said that I had gotten a 98% on the sim (or a 9.8, whatever) and an 83% on the
written. She said although the written was low, it didn't matter because my
sim was high. Ok. I asked when my interview was...but still not date. I
called again and talked to Tamara and she said she would look at my file and
three hours later she called me back and invited me to an interview. I had
another interview scheduled at this time (with my first choice), so I had to
reschedule it, which was not a problem. Another Fed-Ex package arrived in the
mail with another application (this one from Comair Airlines) I flew to CVG
then to Birmingham, AL, then on to MCO. Met the Navy guy again, and another
corporate pilot, part time instructor type. That night I called home and
found out that my first choice had offered me a job. After some deliberation,
I decided to go ahead and do the interview since I was already down there.
The interview was supposed to start at 1pm, and we arrived at 12:40. There
were two others in the room already. One was an ex-pilot at a regional (for
reasons I don't know) the other a current 135 pilot for a fairly well-known
operator in the Pacific NW. We signed in and began filling out the paperwork
that was on the tables. My copy of my application was useful, for they wanted
the same info in terms of flight time that we had put on the Comair Academy
application (the first one). We then waited as more arrived. There was a
total of seven of us. The other three were also "corporate". Although the
interview was supposed to start at 1pm, at 1:20, a guy who introduced himself
as Clyde Berry (EMB120 instructor) began telling us about the company. He
talked about the plans to hire 200 pilot in 1999. He said they had over 1000
pilots and that they had lost only 60 during the past year (thats a 6%
attrition rate for you liberal arts majors). He said they are planning on
moving all the 120s to FL, and that most guys would still end up being domiled
in CVG. He said to expect a reserve of 1-6 months, 3 being the norm. GS was
in CVG, and sim could be in either Ft Lauderdale or CVG or "wherever they
could get one". He said that you didn't get a seniority number till the day
you completed your checkride. AT that time you started getting $200 a week
till your IOE was complete (which takes 4 days or 20 hrs). I wondered about
the weekly pay for four days of work, I still don't understand it. After IOE
you would get $16.18 per flight hour. RJ the pay goes higher. Everyone
starts in the EMB120, with upgrades easy to come by after. He talked about
reserve, beepers, ready reserve, and the preferential bidding system. He
talked about the new contract being worked on, annual pay increases and
probation. He said to expect a 4 yr upgrad for the RJ, and 2-3 years for the
EMB120 (my sources say less). He said they are hiring for growth, not
attrition. He told us not to go posting the interview info on the internet
because "they checked". He then left and Trish Eckert-King (HR type, but I
think may have flown at one time) came in and talked about benefits, medical
package, dental, bases, and read the paperwork that we had in front of us
aloud. She said the next class was March 1, and it was already full. Someone
asked when the next class would be, and she siad that there was none scheduled
at this time. Rumour says 28 April. They then called each applicant in one
at a time to interview them. There was no real logic to the order of
interviews, and some people who had to fly out ended up being interviewed at
the end of the day, and guys who drove from an hour away interview first.
Made no sense, and we talked about it among ourselves while we waited. The
same two interviewed us. You give them your logbooks, application, and any
letters of recommendation you have (I had six, most guys had at least two or
so). The HR rep was first. What are your strong points? What flying job was
your favorite? Who was your favorite student? Who was your least favorite?
Describe your last job. Describe a tough situation you have been in your
life. Describe a tough situation in the cockpit. What areas do you need to
work on in your flying? She was writing furiously while you answered the
questions. Clyde was looking through logbooks while this was going on. Then
he started: What kind of engines are in your airplane? What is the HP? What
is this mean (MEA on chart)? What does this mean (MOCA)? How long would it
take you to get from here to here going 120kts (from FAF to MAP)? Can I do
this instead of the depicted outbound track (penetration type turn)? and the
last question was: "How is your driving record?" That was it.
Getting Home:
This turned out to be the most challenging part of the whole Comair
experience. Three of us hustled back to MCO to try to catch the flight to
CVG. The plane was overbooked and of course we didn't get on with our Comair
passes (stanby only). We ended up staying another night in Orlando. The next
morning we arrived at MCO over an hour early to get listed on standby for the
6AM flight (it was already overbooked). Although we were first to get listed,
five other standbys went ahead of us when they opened it up (all were Comair
employees who have priority over other standbys). The next flight out was at
830am to BHM but it was also overbooked. We already knew about the afternoon
flight. Two of us bought tickets on USAirways out of there, paying about 375$
a piece to get home. One of us actually got home on Comair, but via the
Bahamas. I wish I had gone that way, it would have been cheaper.
After getting home I called them and told them about my decision to go to the
other airline. I thanked them for everything, and they thanked me, and I
mailed them a thank you letter the next day. I think that Comair is very
strong, makes a lot of money and flies good equipment. The small amount of
pilots leaving show they pay well. The initial six months seems very rough to
me financially, and one would have to really be ready financially for all the
unexpected costs (moving, housing, food, PFT: 11K, and whatever else might
come along). For me, Comair would have set me back to square one financially
even before I could begin, but I was very curious about the interview process
and the company. I wanted to see it for myself, and am glad I did. I didn't
want them to waste their time researching my backround though. I feel I paid
them for the tech eval, so we both made off OK in the end.
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