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Skywest Airlines Pilot Interview Profiles

Date Interviewed: March 2019
Summary of Qualifications: 1970 Hours in Marine Ch-46's and T-34 trainers. MilComp for Commercial, Single Engine, Help and Instrument Certificates. Out of flying over 10 years.
Were you offered the job? Don't Know
Pilot Interview Profile:
I'll mention only what was different in my experience than previously posted. Some great gouge in the past 5-10 posts.  I recommend reviewing and having answers well prepared and practiced. Bold Method is a great source but use a few sources for each subject. Denver interviews are at Flight Safety a few miles from airport.



I hadn't received my FCC Radiotelephone operators license prior to the interview but brought the receipt of application and payment as someone mentioned in earlier gouge. 



- HR - What about you, your last flying job. Specific to me as an office pogue returning to flying: What in your last job has prepared you for flying with SkyWest?



- Cockpit Resource Management/crew coordination exercise with another candidate:

    On final to ILS approach to SFO, 0+53 Fuel Remaining  3 alternate airfields drawn out with flight time to each. One candidate at controls, the other on radios. 

     Use correct terminology and if your 'co-pilot' doesn't, correct him.  We made 2 approaches and experienced wind shear at 500 feet on both.  I told Copilot 'Report Missed Approach. Wind Shear 500 feet' Co-pilot only called 'Going Around' both times. 'We' were dinged after drill for not telling Approach Control why we executed Missed Approach. As non flying pilot handling radios, don;t wait for Pilot at Controls to tell you to make radio call. ***No matter what the situation, report to approach control the reason you are executing missed approach or why you are declaring an emergency. They will then give special handling and options as well as report to other aircraft the existence, for example, of wind sheer near airport. 

    After requesting vectors to alternate, we were told 'Expect ILS Runway 30 at (Alternate) . Co-pilot read back 'Cleared for ILS 30'.  I immediately caught it and told him  'No, 'Expect ILS', we are not Cleared'. 

   We actually didn't discuss options. I may have felt urgency due to low fuel and bad weather and I took more control because I lost confidence in CoPilot quickly. I told him to ask for weather at alternates, then to request vectors to final approach course.  Not a lot of joint discussion because in my opinion, not a lot needed. 



Scratching my head reading the March 2019 entry where the cockpit drill consisted only of a dog running loose in the cabin during taxi. We didn't get 10 minutes to 'talk about anything we wanted to before' the drill including how to make sure we communicated with each other, approach, the flight attendants etc. Be prepared to be pulled directly into it.  I recommend talking with the other candidates about the cockpit drill while you are waiting together before the day kicks off. SkyWest is looking for teamwork. I meant to talk about it while waiting but one guy kept talking about himself the whole time. (It wasn't me)



- Individual interview regarding

a) approach procedures: where is FAF on an ILS approach (where glideslope crosses lowest published altitude) , read a TAF and determine alternate requirements, when do you need an alternate. I got it right and the interviewer added the Company Check Ride answer is 'You ALWAYS need an Alternate UNLESS forecast weather at destination 1 hour before and after ETA is better than 2000 feet ceiling and 3 miles visibility.   Always Unless 1, 2 AND 3.

b) explain how a turbine works - Be able to trace an air molecule from intake through exhaust. 

c) Aerodynamics - We discussed Mach Tuck without using the term. I described the center of pressure moving aft on the wing and horizontal stabilizer causing the nose to pitch forward. Elevators are ineffective in pulling out of dive.  He then asked what the dive was called ( with airplane model in dive) - that is the Mach Tuck. I thought mach tuck was the initial uncommanded pitch.  



If I didn't know something, like 2 TAF codes I'd never seen, I just told him so. Do your best, take your time answering.  When he handed me the TAF to determine if I needed an alternate, it looked like 3 blurred lines of letter-numbers at first. I slowly read it from left to right and interpreted as I went. I studied actual TAF's daily and looked up codes I didn't recognize.  Find TAF's for airports in extreme cold, extreme heat or extreme weather locations. You'll learn more. Also find a gouge sheet with codes.



I still need Multi Engine and ATP. If you're in Pilot Pathway or Rotor Transition, use Coast Flight for Multi and ATP for the ATP. You may wait for a class date but you will get through in 5 weeks of daily training. Interviewer said that 2500 hour multi engine guys out of flying for years have serious trouble in training so get back into flying before training even if you meet all flight time requirements. 

Great Company, 2 great interviewers.  We got to talk to a few guys in ERJ training while we were on breaks. They said we would hear within 2 days but I am waiting a few weeks later.  I'm told No News is Good News because they send rejection emails immediately and the offer process requires background checks, work history reviews etc.
Date Interviewed: March 2019
Summary of Qualifications: Commercial Certificate, CFI, CFII R-ATP
Were you offered the job? Yes
Pilot Interview Profile:
My interview was scheduled for 1:00PM in SLC and there was only one other applicant there at the same time with me so all together the interview process only lasted about 3 hours. When I first arrived, they brought us to a conference room where I showed them my logbooks, pilot certificates, medical, FCC radio license, etc. I had all my required minimums so there weren't any problems or any other times they told me I needed to obtain.

The first part of the interview was the CRM portion:

The interviewer gave me and the other applicant about 10 minutes to talk about anything that we wanted to in order to prepare for this. We talked about who would be the pilot flying and who would be the pilot monitoring. We just covered that we needed to be good at communication. Not only with each other but also, flight attendants, passengers and dispatch.

The interviewer came back in the room and gave us the scenario of we were parked at the gate ready for push back in LAX and our destination was San Diego. We called for push and then contacted ground for taxi. After that we called ready for takeoff once we were holding short of 24L (The interviewer drew a small airport diagram as neither I or the other applicant were familiar with LAX).

After we got cleared for takeoff, the flight attendant called us and said that there was a service dog running around the cockpit and they could not contain it. We told tower that we needed to taxi off the runway and after that we were sitting at a taxi way and he gave us as long as we needed to figure out the situation.

We called the flight attendant back once we were off the runway and asked if the situation had been resolved. The flight attendant said "yes, the dog is back at their owners feet now." The interviewer did a good job of not seeming super confident that the dog would stay there. We taxied back to the runway and called for takeoff again. We let the passengers and dispatch know what was going on and why we taxied off of a runway.

Second part of the interview was the HR portion:

I only had one person conducting this part. The questions she asked were-

- Have you ever had a DUI?
- Tell me about any check ride failures
- Have you ever been terminated or fired as a pilot?
- Why Skywest?
- When have you been scared in the cockpit?
- When have you had a difficult student?
- Have you had a favorite student?
- What is one thing you would change about the employer you currently work for?
- What is one of your weaknesses in aviation?

Last part of the interview was the technical interview:

Asked the following questions:

- When do you need an alternate?
- How often are TAFs issued?
- How long are TAFs valid for?
- Asked about critical engine
- Factors that determine critical engine (PAST)
- What is a volt?
- What is an amp?
- What type of batteries are they and how do they discharge?
- Asked about maximum holding speeds
- What is the maximum speed in a procedure turn?
- Had me brief the ILS approach into KJAC
- Asked what the FAF was
- Asked if we saw the beginning portion of the ALS what altitude could we descend to
- Asked how I would determine flight visibility required by the approach
- Asked what the highest obstacle on the approach plate was
- Asked for when the plate expired (Jeppeson approach plates do not publish this directly on the plate)

Was called less than 24 hours later with a job offer.
Date Interviewed: January 2019
Summary of Qualifications: Military Pilot, 1800 TT, ATP-AMEL
Were you offered the job? Yes
Pilot Interview Profile:
Interviewed at the Denver Training Center. Got the same email as previously mentioned. Stayed at the Home2Hilton (had Hilton reward points).

Interviewed by a FO and a captain. Both were very friendly and positive. They were happy to answer all questions we had about the company. After a 30 minute presentation on the company, we went into the CRM scenario. The CRM scenario consisted of wind shear alert on short final. We elected to try the approach a second time and then diverted (needed to declare min fuel). They said we did a good job communicating and coming to a solution together.

Then we moved to the one-on-one HR questions:
Why SkyWest?
TMAAT you had conflict.
Most rewarding aviation experience.
Biggest challenge you expect to face transitioning commercial flying.

Then we did the technical questions:
AC versus DC
Inverter versus rectifier
WX prog chart: cold, warm, occluded (wx associated)
TS avoidance
Microburst on approach (indications)
JEPP SID, STAR, IAP
Critical mach number
Single engine service ceiling
Bleed air use
Read METAR/TAF. Do you need an alternate
Rules for continuing approaching if wx drops below mins (pre/post FAF)
Pilot and aircraft documents to be carried on board

Overall, a very good experience. The gouge posted on here was helpful. I also read the literature recommended in the email that was sent. Good luck!
Date Interviewed: January 2019
Summary of Qualifications: Military pilot retiring with 4100TT in MET aircraft, 2900 PIC, two year break in flying, no blemishes in flight record
Were you offered the job? Yes
Pilot Interview Profile:
Broadly speaking, my interview was very much like every other interview write-up I’ve read. I’m giving you my insights below for your benefit.

After submitting my application to SkyWest, I called the manager of the Pilot Pathways Program to learn more about it and determine if I should do anything to apply to it. During my phone conversation, he reviewed my application and offered me interview options (at SkyWest's home office, at a regional job fair or via electronic means). I accepted an opportunity to attend the job fair in ATL which is near my home and interviewed there.

Three captains, one FO and two HR reps were at the event to share the company background with us and to accomplish the interviews. I think six of us interviewed during the morning session. Another group came in for a session beginning at 1300. We started at 0900 with the company presentation, which lasted 1.5 hours. During the presentation, HR reviewed all of the documentation we were required to bring. We then split up into one-on-one groups to do the HR and technical portions, each one lasting about 30-45 minutes. These portions of the interview are run via a question database in company iPads, from which the interviewer has some latitude to tailor the questions. In the HR portion, the interviewer said "let me get the required questions out of the way first" and asked basic questions like "can you work in a reserve status"--none of these were a surprise nor should they be to any prospective FO. The remaining questions were all in the format of TMAATW or about your personal skills, traits, attributes, etc. None were cosmic and I sense the HR rep is simply trying to get to know you. The pilots conducted the technical portion and my interviewer said there were seven sections from which he had to ask questions (he didn't list them, but you can get a clue from the email details they sent to me as shown below). All of the questions were big picture pilot questions. None of the questions really got deep into part 121 and the interviewer specified that I should study up on 121 to be prepared for ground school with the company. One key note: In virtually every question, this interviewer tried to get me to apply the knowledge area or to see how committed I was to the information I gave him. In many cases the tone of his voice and look on his face was intended to give me the impression I was wrong about my statement (even thought I knew I was right). This type of questioning was a bit unsettling to me because it causes doubt. My recommendation, should you see this type of approach, is to be humble and confident--simply stick to your answers or explain why. For example: What WX causes you to file an alternate? (you give the 1-2-3 rule) What if the weather is 5SM 19OVC? (you answer) Are you sure about that? Also, there was no CRM/emergency type portion of the interview, as I have seen in the vast majority of the other interview write-ups. Also, I was not asked to draw anything.

I was asked about the following: Decode this METAR/TAF. What are the risks associated with TS? How do you avoid them? What operates off of bleed air in a turbojet aircraft? What is mach tuck and coffin corner? What weather requires you to file an alternate? Knowledge of Jepps symbology on an approach plate. How would you fly this approach? Nothing more complex than that.

After the HR and tech portions, we had a debrief with one of the company representatives which seemed to be an opportunity to allow you to ask them questions. They were quite comprehensive in their answers and seemed to value this portion. Thereafter, we were released and told we would hear back in a few days. After not hearing from them in the expected time, I called in to SkyWest. It was apparent they were behind in notifications and gave me a verbal over the phone that I was hired. I’ve subsequently received emails with additional information.

This was the email I received from the company to prepare for the interview. I followed their guide, read the interview prep info on this site (both the question bank and the summaries) and willflyforfood.com.

“We are pleased to invite you to a pilot interview with SkyWest Airlines.

Please bring the following items to your interview:

• Your logbooks with endorsements and pertinent information
• A current resume
• All documents regarding any incident/accident(s) (including any documentation from the FAA)

Please bring originals of the following documents:

• Current first-class medical
• Driver's license
• Social Security card
• Airman Certificates
• Passport
• FCC Restricted Radiotelephone Operator License
• DD-214 for military personnel (if applicable) and RATP pilot certificate from the military (if applicable)
• Any "Right to Work" documents, e.g. visa or permanent resident alien card (if applicable)
• RATP certificate from FAA approved institution (if applicable)

NOTE: Effective March 1, 2009, all applicants are required to have an updated pilot's license with an English Proficiency Endorsement (ICAO requirement)

SkyWest provides all charts and materials essential for the interview.

The interview process is multi-faceted and composed of the following:

1. The Interview/Trip/CRM Scenario phase of the interview will include but is not limited to the following: HR questions, Jeppesen knowledge, FARs, weather, aircraft systems, turbine theory, CRM, etc. The basis of this phase will be your opportunity to demonstrate your ability to perform in a 121 airline environment.

2. Technical Evaluation Subject Areas:
• FAR and AIM, including Part 121 rules, approach procedures, commercial operations
• Weather
• Jeppesen approach plate knowledge and procedures. Click here for study material.
• Jeppesen low altitude enroute chart knowledge and symbology
• Jet aerodynamics and high speed flight characteristics
• Basic commercial aircraft systems, including electrical, hydraulic, pneumatic and pressurization
• Jet engine fundamentals, theory, design and operation

It is also recommended that you study the following materials prior to your interview:

• Your current and most flown aircraft operations manual(s)
• FAR / AIM
• "Everything Explained for the Professional Pilot" by Ritchie Engel
• "The Illustrated Guide to Aerodynamics" by H.C. "Skip" Smith
• "Advanced Aircraft Systems" by David Lombardo
Date Interviewed: January 2019
Summary of Qualifications: 1900TT/500XC/100night/120instrument/500turbine/25MEL
Were you offered the job? Don't Know
Pilot Interview Profile:
HR Interview was primarily a discussion of my career to date and future goals. They asked me about any emergencies I've had to deal with, what I like and dislike about past flying jobs and what I've learned from my time in the aviation industry

Tech Interview was exactly what was in the gouge. If you aren't currently in the 121 world I would suggest you brush up on:


1.High speed aerodynamics (Swept wing, dutch roll, yaw damp, critical mach, mach tuck)
2. Turbine theory (jet engine starting, N1,N2, hot start and hung start)
3. Electrical systems (DC vs AC)
4.Jepp Plates, SIDs and STARS. I had never seen a jepp STAR before going into interview and it caused me some confusion
5.IFR stuff like when do you need an alternate, when can you go below MDA, what are alternate requirements. Keep in mind a lot of these rules are different for 121.
6. Holding speeds. Just memorize them. Was also asked about speed limit below bravo shelf (200KIAS)

The interviewers were very friendly and put all the candidates at ease. If they are interviewing you it is because they want to hire you!
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