The interview was held at the Ambassador Hotel in Aurora, CO not far from the airport. If you show up early, they'll start the interview early. They still administer the quiz. The first 10 questions are basic stuff from the AIM and the second set of questions are about a Jepp ILS approach plate.(Just like the previous gouges). I assume I passed the quiz because I was interviewed. I was interviewed by a lady from HR and a line captain. They took turns asking various technical and HR type questions.
Tell me about yourself.
When and how would you take the controls from your captain?
Have you had any accidents or incidents?
What policy would you change at your current flying job?
How did you prepare for this interview?
What hazardous attitudes do you have?
Where do you see yourself in 5 years?
What's your ultimate goal?
If you were flying and your flight wasn't able to continue to the destination, how would you inform your passengers?
The captain had me identify various items on the Jepp approach chart.
If we're cleared for this approach in a non-radar environment, which IAF would you use keeping in mind we're a scheduled 121 carrier?
If we offer you a class, how would you get familiar with Jepp charts before your class?(because they don't have time to teach you)
What would you do if you lost your medical?
Tell me about the heater and landing gear on the most recent twin you've flown.
Do you have any DUIs, felonies, convictions etc..?
Overall the interview was pleasant. There were no surprises. They asked if I preferred the 1900 or the EMB-120. I was also shown a copy of the 15 month/$7500 training contract. Basically after training, you have to work for them for 15 months or you have to pay them back for the cost of your training.
Bring a pen to write with to the interview and make sure your paperwork is perfect.
Date Interviewed: January 2011
Summary of Qualifications:
ATP 1780TT 102ME
Were you offered the job?
Don't Know
Pilot Interview Profile:
It was my first interview and I was definitely nervous. The past gouges are spot on, but here is in more detail about what the quiz is like that you have to get 80% on.
1. What is the maximum allowed airspeed underlying Class B airspace?
2. What are VFR cloud clearance requirements in Class E airspace above 10,000 feet?
3. How often are TAFS updated throughout a 24 hour day?
4. Explain one of the four concepts that makes the number 1 or left engine on a twin the critical engine.
5. What are 3 things that, as you taxi out, can tell you that you are approaching an active runway
6. What is the service volume or range on a compass bearing north NDB?
7. Who can issue a Contact Approach? You have either Pilot, ATC or both - Its pilot
8. A question about how many feet wide is the localizer course when you are at the runway threshold? - I believe 750. I know I got that wrong
9. What is the standard temperature lapse rate? 2 degrees Celcius for every 1,000ft.
I can't remember the last one.
Now the last 10 questions were definitely easy. They give you an approach plate for an ILS and just ask you basic questions like
-What are the initial approach fixes?
-What is the final approach fix called?
-You cross the IAF at 5,000 and are cleared for the approach what altitude and heading are you going to fly?
Pretty basic stuff. Its not that hard. Just look carefully at the app plate you will be fine.
I was pretty nervous about the front page of the quiz. I knew the last 10 about the Approach spot on, but I couldn't remember a lot of crap such as the localizer course width or NDB service volume. I was hoping that I did well enough to get an interview and I must have since I was called in.
First off the lady I had was not overly excited or friendly. She seemed rather annoyed for one reason or another. Perhaps it was because she was going to be doing interviews all day. I don't know, but having that kind of an attitude when its my first interview was certainly unsettling and not helping me chill out.
Started off with
-Tell me about yourself
-I see you instruct, what do you like and not like about instructing?
-I see you don't have lots of actual. We fly in that kind of weather. If we were to offer you a job how or what would you do to prepare yourself and make sure you can handle it and not flunk out?
She then threw me for a loop and asked me questions about the Seminole which was the last twin I flew.
- How many gallons can the Seminole hold? Useable and Total
- Explain how the heater works in the Seminole
- What is the maximum take off weight?
This totally caught me by surprise and I was nervous and answered the fuel wrong by about 10 gallons. I could explain the heater fairly well though, but I didn't know the TO weight.
Honestly thats about all I can remember about the HR portion. There was a surprisingly low number of questions. I have some ideas as to why, but ill leave that for later.
Next came tech. She opened up a JEPP enroute. I am not sure if it was low route or high.
She would point to various VORS and ask what type they were. IE Local, low or high altitude. Then asked what the service volumes were for those. I think I messed up and now that I look back I believe it was a low route chart so the L was for a local or terminal VOR and I mistook it for a low altitude. I am pretty sure I was of on my service volumes then.
Then she would ask questions about an instrument approach. She points out that we are 20 miles southeast and cleared for the approach. How am I going to enter it? She stressed that I have to keep in mind our time of arrival since we are an airline. Two IAF were DME arcs. I picked the one closest to me, but I am sure I should have just gone straight in towards the FAF instead. I only think the arc was for traffic coming from the North/NorthWest only.
All in all it is hard to tell how I did. They never tell you if you answered something wrong which is so nerve wracking. They will ask you answer and they move on no matter what.
After everything was done she let me ask her questions. I asked.
- What is the projected growth and goals of Great Lakes in 3-5 years?
- How long can one expect to sit reserve?
- How long does it take generally to upgrade?
She did her best answering them, but again just had this sense of annoyance surrounding her. I can't figure out why. My only thought is I missed one more than allowed on the quiz and got below the 80%. I have heard mixed things that if you don't get 80 your not getting an interview, but I wonder if there was an exception to that rule or for whatever reason I interviewed despite being below that.
Not going to be surprised if I am not offered a class date. It was my first interview and this was certainly not one of my top choices. I will be okay with learning what mistakes not to make the next time when its with someone I really want to get on with.
They do not prescreen and will send you home if your driving record, flight times or anything else does not look like what they want. I was called to an interview, spent nearly $1000.00 getting to Colorado and was told I would not be interview because I was not multi-engine current. Prior to the interview I was asked my flight time for the previous 30, 60 and 180 day.She said I met the flight time. She never asked me about multi engine currency. Had she, I would have told her I have not flown a twin in over 6 months. If it was required I would have spent 30 minutes and got current. I been call to two other interviewed and have confirmed they do not require multi-engine currency just instrument currency. I fly over 300 hours per year and I am instrument current. What a waste of time and money.
The past gouges are right on as for how the interviews are conducted.
Goodluck!
Date Interviewed: August 2010
Summary of Qualifications:
Air Traffic Controller (FAA). TT 1500; MEL 50; CFI; MEI; O turbine
Were you offered the job?
Yes
Pilot Interview Profile:
I arrived 30 min early for the interview. I turned in the required documents. Took a 2-page written test covering FARs and approach plate interpretation.
After completing the test, I waited for approx. 15 minutes before being called in for the interview. Two people conducted the interview, an assistant chief pilot and an HR representative. Both went out of their way to create a relaxed atmosphere. After a standard beginning ("Tell us about yourself"), they asked a mixture of technical and HR questions, just as previous interviewees have noted.
The technicals were simply interpretation and explanation of a few symbols on enroute charts.
HR questions included: How would you respond to an upset pax in flight? What would you do if the Captain (pilot flying) continued below MDA without the necessary visual references? How would you solve the problem of a captain with an irritating mannerism?
At the conclusion I was asked what questions I had.
Date Interviewed: July 2010
Summary of Qualifications:
4500tt 2100multi 1500PIC (Prior Millitary)
Were you offered the job?
Don't Know
Pilot Interview Profile:
Interview was held at The Red Lion in Denver. All the HR questions from previous gouges are correct but there was a curveball thrown. We were given a written exam which you have to score 80 or higher to proceed. Questions were fill in the blank and included: -Holding speeds/altitudes -light gun signals -Notams -airspeed restrictions Class B,C,D -VOR service volumes -components of ILS system -Right of way procedures -Apprch fixes -climb gradient for ODP -What must you ALWAYS notify ATC of -Know the ILS system inside and out. Localizer Full deflection distances.
After the test you wait for HR and a line captain for the sitdown. Again, two interviews took place at once which was very annoying. The questions asked were pretty basic and quick. A few of the tech questions I had missed (not being familiar with Jepp charts) Those were "Hot Sections" which in the AF don't exist. I tried looking it up in the Jepp legend and in FAR/AIM but nothing is listed under this term. I txt a buddy after the interview and was told it means a high volume taxi area or intersection which you must use extreme caution. There were a few other terms I wasn't familiar with and they just moved onto other questions which I nailed. At the end they asked which aircraft I'd like to be on, EMB 120/BE1900. I chose the 1900 for ease of commuting. The EMB 120 base is Willingston ND, and only Great Lakes flies there. Overall, good experience. The pay isnt the best as you know but its a great platform to move onto the majors.
