Midwest Express Sim Evaluation Notes

This is a quick recap of how Midwest Express (M.E.) conducted my Sim Eval recently. I’ll describe the logistics of it (billeting, transportation, etc), the simulator prebrief, evaluation profile, simulator notes and other recommendations.

Logistics: You must procure your own transportation to the sim site, but M.E. will pick up the lodging costs. Currently, and for the near future, these evaluations will take place at the Pan Am Flight Academy adjacent to the Cincinnati Airport. Lodging is at the Hilton, with the lobby being used as the assembly and drop-off point for the ride to the sim. At the specified time, an M.E. rep will come by in a van to pick up the group of applicants waiting in the lobby. Dress is “business casual” (most applicants were in a sports coat, slacks and a tie).

Simulator Prebrief: Upon arrival at the sim facility, you will be introduced to a couple of pilots from M.E.: an evaluator and a captain who will be in the sim with you during the evaluation. They take a few minutes to introduce the DC-9 instruments that are important during the cross check, provide the local weather observation, departure clearance and two key power settings (70% N1 works good to hold most speeds once you’re stable at them, such as 210 kts for airwork and whatever the final approach speed is; 50-55% or so works well for enroute descents).

Evaluation Information: The whole profile is flown from the right seat with a qualified M.E. pilot in the left seat. The left seat pilot will handle all the radio calls, copy the holding clearance, perform all the configuration changes, and answer any aircraft specific questions you have. The evaluator pilot will be sitting behind you, annotating your score on a spreadsheet. You will be graded on all the tasks you perform. The way it was explained to us, even if you tube one task (e.g.. the holing entry) its only the cumulative score that determines whether you pass or not. Remember, we all make mistakes and it doesn’t seem as though a single mistake can take you out of the game, but a pattern of performance is what they are looking for. Keep in mind that by now, the Company is interested in having you fly for them. The Sim Check is just their way of making sure that you have a working instrument crosscheck and the decision-making ability that will fit into their training program. The evaluator pilot will be the first tell you that nothing would please him more than to pass every single applicant.

Evaluation Profile: After the ergonomic adjustments to your seat and rudder pedals, you will be expected to brief the departure (do it exactly like you do it when you fly at your normal job), then perform a takeoff and climb at 15 degrees nose up until 1500 ft, then capture 210 kts for the remainder of the climb. You will be given some airwork (climbing and descending turns) to get used to the DC-9 sim. Then, you will be told to intercept a bearing into an NDB and track it. At this time, the evaluator will make up a holding pattern and clear you into holding. If you correctly brief the entry into the hold, and the subsequent holding pattern, you most likely will not fly the pattern itself (military guys: remember the 200-knot speed limit at 6000 ft and below). Then, you will receive radar vectors (use this time to brief the approach) to an ILS final and fly the ILS raw data to decision height. The evaluation terminates at decision height. If you can land from your approach and do so – great! If you’re uncomfortable at decision height and elect to go around – great, too! The point is, there’s no scorable events below decision height except judgment (so when in doubt, say that you’re “going around” and expect the other pilot to take over and land).

Following the sim ride and prior to leaving, they will ask you about your accident/incident/violation/checkride bust history and send you on your way. Expect one week until notification of how you did.

Other Information: Many of the applicants in my group (myself included) invested an hour or two into a sim prep. It doesn’t necessarily have to be a DC-9 sim (these are hard to find), but should be an airline category jet so that you can get the feel for a large aircraft (especially for the commuter guys). Don’t worry about airspeeds, power settings, standard call outs, or briefing formats. Brief things the way you normally do and ask for what you need. Midwest Express appears to be an excellent company with a great future.

All my contact with Midwest employees were positive! Everyone was very enthusiastic and friendly, including the ticketing agents.... this should tell you several things.

I was flown on standby basis and my hotel room was paid for. I was told to report to the terminal and, upon my arrival (10 minutes prior to "reporting time"), I met two other pilot applicants. One turned out to be a “no show.” We were led down into ops into a where we received our briefing about the day’s events: a written exam, logbook review and three separate interviews.

The written examination. The test booklet contained several questions and you’re given an answer sheet with randomly selected questions to complete. Topics included: wx, wx, WX; METAR/TAF/winds aloft interpretation; basic ATP systems questions (servo tabs); deicing requirements/holdovers; wake turbulence separation/avoidance; lost commo procedures; proper ATC radio procedures; airport movement procedures; minimum altitudes for precision approaches (sidebar lighting); runway/taxiway markings/lighting; oh, and did I mention wx, wx WX!

The logbook. As a military pilot I had not maintained a logbook until Jul of this month, so there wasn't really anything to review other than ensuring all hours matched EXACTLY. My military records are pretty thick (16 years worth) and I'd spent days ensuring everything was just right. They did not ask any questions about my logbook and their review only took five minutes.

The HR questions. This is where they try to get to know who you are. Remember no one is perfect, but don't spill your guts either. I had reviewed my logbook and career experiences to recapture stories I could relate. Pick several stories and practice telling the story.... beginning (set up the scene they can see clearly), body (what happened), and ending (how it ended, what you could've done differently, and what did you learn).

1) What do you enjoy about your current job? 2) What do you enjoy least about your current job? 3) What provides you the greatest satisfaction with your current job? 4) When did you accomplish something significant yet did not receive recognition for it? 5) Why Midwest Airlines? 6) Describe a time you had to “bend” (not a rule mind you). 7) Tell us about a time you had to prod along someone whose performance was substandard. 8) What is your most significant contribution to your current company? 9) What are your weak areas?

You get the idea. I wasn’t asked any technical questions, nor put into a typical scenerio and asked how I would handle it. Very positive and upbeat questions.

We finished about three hours after starting. I was called the next day with an offer to attend the simulator testing scheduled for December. Once I return from that I will update.

I was hired and started Class with Midwest Express on Oct 5. What a great bunch of folks to deal with. The process is very time consuming and it consisted of a phone interview, an interview, a sim-ride and then the physical. The prevailing philosophy behind this company's success is that the people they hire, have to live up to the motto, "The best Care in the Air".

The phone interview was reassurance that 1. That you were still interested in Midwest Express and Why. and then 2. What are you doing to make yourself more competive. I was a regional check airman.

I was invited back for the interview and I met with Steve S., a flight manager, Bob L. from training and then someone from Human Resources. Just an opportunity for you to express yourself. Feedback from both positive and negative situations. Lasted about 45 minutes with each person.

Then on to the sim. Standard procedures. Straight and Level. Climbing and descending turns, a hold and then an Ils to a full stop. I didn't even make the landing, but I did receive some help from FSI in ATlanta. Well worth the trip to them.

Then the physical, and taking care of myself as all regional airline pilots do, we don't have time to get out of shape. I was put in the next class.

Now I am enjoying the benefits of being hired by what I feel is the best National Airline. Excellent maintainance and equipment and we should have an announcement soon on our new airplanes to replace the aging DC-9 fleet. Encouraging also is the fact that ALPA is working on our behalf. Looking forward to the future.