Just got back from St. Louis and the TSA interview. The previous gouges
were just about dead-on, but let me just add a couple things:
DO schedule an appointment on a day that gives you enough time to study a
little before you go. Just having experience is no guarantee of passing.
The one guy in our group that didn't get past the written had previous
time flying jet airliners, but had been out of flying for a while and
hadn't studied up before he came. Hit Part 121 , weather theory, and
*especially* Jep plates. There aren't any trick questions, but you have
to know your way around one. I used the Gleim ATP book to study, and did
some prep with my chief instructor (thanks, Kevin!) before I went and I
was pretty well-prepared.
DO arrive a day early (in other words, in the afternoon or evening two
days before your interview). This will give you a day to relax, study and
do the Outer Marker sim prep. Let me be as clear as possible in this:
UNLESS YOU HAVE A TON OF TIME IN THE FRASCA 142, YOU DO NOT HAVE A CHANCE
OF PASSING THE TSA SIM RIDE UNLESS YOU DO THE OUTER MARKER PREP.
It's as simple as that. Unless you come down prepared to spend the money
on the prep, don't bother coming at all, because you won't pass the sim
or get the job. Call the Outer Marker before you leave (1-888-SIM-WORK)
and set up a time. And no, I don't own stock in them.
DO have dinner at the excellent Indian restaurant on the 11th floor of
the HoJo's. Avoid Skooner's, the place on the ground floor. The burger I
had there tasted like a hockey puck on a bun.
DO relax the night before. Getting wound up won't help, and staying up
late cramming the night before will just make you tired.
DO show up a little early for your interview. The application is *very*
lengthy and in-depth. Among other things not previously listed, bring
school addresses and phone numbers (including high school and even
grammar school) and three personal references (non-related). If you do
happen to forget anything, don't fudge. If you ask Tammy nice, she'll
probably let you fax it in within a week.
The written test was still 50-question multiple choice. They say they've
changed it around a little since the gouge that listed all the questions
appeared, and though there were some different questions in the written I
got, a lot of the ones listed here were still in it too. I printed out
the questions from the gouge here, found the answers, and made up a study
sheet before I left. It served me well.
The sim was more or less exactly what I got from the Outer Marker. The
only difference were that I got a Kansas City plate at the Outer Marker
and a Memphis plate in the sim, and that the real sim is even a little
easier than the prep. BTW, Trans States leases sim space at the Outer
Marker, so the sim you sit in for the interview is exactly the same
machine you sat in for your prep.
The personal interview was pretty much what others have said it was. A
TSA captain sat in on my interview and observed the pilot that gave me
the interview, so that kept it a little on the formal/businesslike side.
I didn't get too many personal questions. The only thing I can reiterate
is that you should study your Jep. plates and enroute charts and know
what to do in a lost comm. situation.
The whole thing was over before noon. I had lunch at the Indian place (an
excellent buffet) and was on an airplane back to Boston by 1PM.
I'll know if I got hired within a couple weeks, and am really optomistic.
Date Interviewed: October 1999
Summary of Qualifications:
NA
Were you offered the job?
Don't Know
Pilot Interview Profile:
The gouge on TSA was right on. 1 day scenario involving the test, sim, and
interview. The questions were dead on also. If you study the Jeppeson appr
plates, some metro, and instrument stuff, you'll be briefed up. Do the Outer
Marker sim prep and you can't go wrong. In fact, I flew the exact same
approach in the interview as I flew in the prep. Interview was very fast.
Said because I was military he was'nt even going to bother with my logbooks.
No technical questions at all. Just why did I want to work for them, have I
had any other interviews, what did I see my biggest problem would be
transitioning from the military to civilian world, would I consider it
beneath my skill level to fly for the commuters, how would I utilize CRM to
handle another crewmember who was difficult. About 6 or 7 questions in all.
Total interview time was 15 minutes. The day started at 9 and ended at
11:45. Went great and everyone was friendly. They are hiring into the
right seat of their RJ's. They pay during training($17.50hrx60hr month).
Any way, everyone there seemed very friendly and positive. Hope to hear
from them in about 1 week.
I arrived at the Trans States Training Center located adjacent to the Howard Johnson Hotel at 0830. I found my way to room 540 on the 5th floor as previously directed, and signed in. I was the first to arrive, and began to fill out the LENGTHLY application. I would suggest you allow some extra time to fill this out, and come prepared. IE> go back and reconstruct your employment history for the last 10 years prior to coming for your interview. Include dates of employment, addresses, current phone numbers, and supervisors.
The other applicants began to arrive and we chatted until about 0945 before any of the Flight Managers arrived. A J41 Captain named Marty greeted us and gave us a readers digest version of the company. We were allowed to ask as many questions as we liked, and he was VERY honest about the status of the company. Marty was very pleasant and put all of us at ease. After the briefing session, we were issued the 50 question written test. Marty told us we were required to score at least 80%. Out of seven applicants, six passed the test. The one person who failed was called out of the room immediately after grading was completed and we never saw him again. The following are as many of the questions as I could remember:
When are wingtip vortices the strongest?
After encountering windshear, what should you expect to see after an increase in A/S?
What can be assumed if you encounter ice pellets at your altitude on an IFR flight?
What significant change will occur upon frontal passage?
What is the most significant difference between two different airmasses?
What conditions occur during a temperature inversion?
What is the standard temperature at 10,000 MSL?
What should you do after receiving a windshear alert?
What should you do after passing through a windshear condition?
What is the average width of a thunderstorm?
What is the sign that a T-storm is dissipating?
When do you go missed approach on an ILS?
When can you descend below the DH on an ILS?
What information is included in an abbreviated clearance?
How would you treat/correct hyperventilation?
What is the visibility equivalent of 1600 RVR?
True or False? Only a pilot can request a contact approach.
Define Vs1?
What does RA FZ mean in a SA report?
What does it mean to be at minimum fuel status?
What is the maximum airspeed one can fly in Class B airspace?
At what altitude should a large turbine aircraft descend to in Class D airspace?
At what altitude is DME required?
What is the maximum holding speed? (Answer is "depends on altitude")
When can you deviate from a FAR?
When cleared for an approach, what altitude should you maintain?
When do you execute a missed approach on an ILS?
What is the definition of MVA?
When you set your altimeter local altimeter setting on an airport, what does it indicate?
What is flight visibility?
When is Pressure altitude and Density altitude the same?
How will high-density altitude effect your aircraft?
What aircraft do SIGMETS apply to?
Who is responsible for the proper preflight of an aircraft?
Why do we pressurize the cabin?
How is cabin pressurization controlled? (Regulating the flow of air out of the cabin)
What purpose does the prop governor serve?
What is lift?
Know how to define the transition arrows from an IAF to the FAF or IF.
Know how to define the MAP on an approach plate.
Know what a race track pattern depicted on an approach plate indicates.
For the most part, St. Louis or Kansas City approach plates are what is used for the test,
Sim, and personal interview. You might want to review them all and become
Familiar with any special notes ect..
We were then issued an approach plate, ILS 9 at Kansas City Int., and given a Sim time. The Sim isn't necessarily difficult, but the Frasca 142 is very squirly about the Lateral Axis. This made holding your altitude and heading very difficult. If you want to pass the Sim, do the Sim prep at the Outer Marker located in the TSA Training Center on the 3rd floor. They are officially a separate company, but run you through nearly the exact profile of the interview. IT'S WORTH THE $135!!!!
You are told that the Sim is essentially a light twin engine aircraft and you aren't responsible for Comms or checklists. Although I would recommend you call out the appropriate check lists whereupon your instructor will reply "XXX checklist complete." The profile consists of a normal IFR departure (watch for less than T/O mins on ATIS). You will be issued a clearance on the ground for a round robin practice approach flight to the destination airport on your approach plate. After the cruise checklist, you will be instructed to do one or two steep power turns 360 degrees each. Watch your airspeed and keep it at 160. Then you will get a holding clearance, usually at an NDB. You will be asked what type of entry; take your time and answer after giving much thought. After one turn in the hold, you'll be given an approach clearance for the ILS. Be prepared for little prep time. Ensure you get the ATIS and brief the approach. You will do the FULL ILS approach. Just fly the profile given to you by the Outer Marker folks, and you'll do fine.
After the Sim, you may receive some feedback as to your performance, but don't expect a thumbs up or down. You will be instructed to return to the 5th floor to await the personal interview.
There may be one or two interviewers in the oral portion. I had one Flight Manager who is a TSA Captain now working in Recruiting. He asked to see my certificates and licenses. Then he asked me the following questions:
"What would you be bring to TSA if you were hired here?"
" Why have you chosen TSA?"
" Have you interviewed at any other airline?"
" Have you had any accidents or incidents during your flying career?"
" Have you had any enforcement actions on your pilot's license?"
" Where do you wish to be based if you are hired by us?"
" What is most of my twin time in?"
- "What kind of engines are on it?"
- "What is the rated horse power?"
- "What is the total amount of fuel aboard the A/C?"
- "What is the max gross weight?"
Then he asked me many questions on the Jeppesen Approach Plates.
- What does the MSA give you?
- What is the highest obstacle on the plate?
- What does a race track pattern depicted as the PT indicate? Can you perform any other type of coarse reversal?
- What is your MAP on the full ILS?
- ATIS indicates sky obscured with ½ mile visibility.can you shoot the approach.I was told to assume we were flying part 91.
- If I arrived at the DA on the ILS and did not see the runway environment or approach lights, would I attempt to descend?
- A few more, but I don't remember..
Then I was told to return to room 540 where I was given a few Pilot Records Improvement Act papers to fill out and sign.
They said they are hiring right into the EMB 145 and the minimum upgrade time has now dropped as low as 18 months. They have plans to expand their Delta service to include 18 new 145s out of BOS. This will also be their new crew base and are looking to fill 50 pilot positions in BOS between now and 2000.
This pretty much covers everything. The entire process is done in one day instead of two days as in the past. I finished the entire process by 1300. The best advice I can give is to study your AIM, review WX theory and services, and do the Sim prep at the Outer Marker the day before.
Date Interviewed: May 1999
Summary of Qualifications:
NA
Were you offered the job?
Don't Know
Pilot Interview Profile:
I sent my resume in may and got my reply promptly to schedule the interview. I didn't call them immediately due to my scheduling so I waited till July to
schedule the interview for end of july. The interview schedule change to one
day interview not two days was previously done. I had call a few friends that
has passed the interview and now working at Trans States Airlines. They all
suggested me to go to outermarker for my flight sims prep.
I suggest to call the Howard Jhonson early enough the same day you schedule
the interview because the hotel always full. Another alternative will be the
Holiday Inn North which across the street from the Howard Jhonson but the
price little bit more expensive.
Arrive there in the afternoon and took shuttle to the hotel and I schedule
the sim prep at 3:00 P.M at the outer marker. The price for the sim prep is
$135.00 this include the sim and the two hrs with the instructor. When I
arrived at the outer marker I met another pilot from florida. We were brief
by a pilot from TWA and we were given a Indianapolis approach plate. They
gave us the profile to be flown similar to the one that is given for the next
day. We took turn at the sim to get used to the frasca 142, When the
instructor feel that you perform to their satisfaction then he gave you the
final profile to fly less than 15 minutes . In the profile mostly concern
about holding at NDB and ILS approach and make sure watch your altitude
because frasca 142 is very sensitve.
The next day I arrived early for the interview but all the candidate seems to
be there before me. They gave us a paper to fill up and waited for the
Captain to arrive to brief us what we are going to do that day. He spent
about 45 minutes to go over all the necessary talk about the company and
what to expect. There is three part of the process , one is to pass your
writen test by the score of 80 %, I suggest to study from ATP written test
and the Jeppesen approach plate and read your weather book. St Elmo Fire
answer is all of the above, questions about front, weather system, V1,
airspeed in various airspace, Dme requirement. about 5 questions from
jeppesen approach plate.
Once you pass the written exam you move on to either the sim ride on the
interview. If you want to go for the sim check turn your test early if you
want to go last then turn your test last. I chose the last one so my
interview first then my sim ride. Unfortunately we do not know what score we
have , either you passed or you fail. My sim partner did not pass the writen
test and he was called to another room and I guess he was sent home.
I was called for my interview to the next room and there were two captain
interview me, but one was observing the interview process. The pilot
interview last about half an hour mostly about the jeppesen plate, so I
suggest to study the jeppesen plate. He also have read the Metar and Taf.
Some questions about what would you do if the captain smell like an alcohol
in his breath ( suggestion answer confront the captain maybe persuading him
not to fly the schedule, if not taken then suggest to talk to the chief).
After the interview I went to the sim ride which is the same where the sim
prep place. I was given St louis iLs approach plate and my sim ride lasted
only ten minutes to the captain time constraint. He asked me to take off then
ask me to do some turn then shoot the iLs approach and finish. Some other
people was given a holding at NDB and also some people was given the VOR
holding.
Well that was the end of my journey to the interview, I was told to wait two
weeks for the letter to let me know if I pass the interview. If you are
interested to become airlines pilot this place is worth to sent your resume,
they need pilot and the interivew seems to be straight forward.
Date Interviewed: January 1999
Summary of Qualifications:
NA
Were you offered the job?
Don't Know
Pilot Interview Profile:
I got a call from Trans States Airline within two weeks of faxing my resume.
My interview was scheduled for the next month. I think they interview two
full weeks every month.
The interview took two days. The first day began with an in depth application
(bring school and employer addresses and phone numbers with you). Then we
were welcomed by a line pilot who discussed the company for about one hour.
Then we were given a 50 question multiple choice test. Study the ATP written
and you should do well. You must get at least an 80% on the test to move on.
We lost 5 out of about 15 applicants on the written test.
Next comes the simulator evaluation. I paid $135 for the prep course at the
Outer Marker the day before the interview. It is money well spent! The prep
uses the same sim that TSA uses on the interviews. A TSA Captain conducted
my prep (Tom C.) and he gave me a lot of tips on the simulator and interview
in general. The prep pairs you up with another applicant. You spend 1/2 hour
discussing the process, and two hours in the sim. One hour you will fly and
the other you observe. You will each run through the TSA profile twice. Both
myself and my sim partner passed the simulator evaluation. The sim evaluation
is very straight forward. Steep turns, NDB holding and an ILS. No failures
at all.
Once you pass the written and the sim, you are scheduled a personal interview
for the next day. My personal was with a line Captain who seemed most
concerned with my ability to complete their training and to fit in with the
other pilots. He was very laid back and made the interview stress free.
After about 1/2 hour of talking, I was told that I should hear something
within three weeks. Ten days later I received a letter asking me to call and
set up a class date.
After much gnashing of teeth, I boarded TWA flight 2 from HNL to STL for my interview with Trans States Airlines. When I departed HNL it was a balmy 82 degrees, upon arrival at STL it was a balmy 19 degrees. What a welcome that was!
I found the shuttle to the hotel (remodeled Howard Johnson's (I would not be receiving on of the better-remodeled rooms I was told)) and the check in went smoothly. After flying all night, I found the congenital breakfast a welcomed sight. Typical pilots breakfast, with donuts, coffee, and cereal. It appeared to look more like a breakfast for some of the younger generation that lived / worked at the hotel. I found my room, and crashed for a couple of hours.
Up and off to Outer Marker for the sim prep. Did I really sleep 6 hours? Anyway, I met Chaz a FO with TSA. He told us (2 in my prep class) that he would put us through the sim prep portion. Chaz was a pleasant fellow who understood our apprehensions. He tried his best to calm our fears. The Frasca 142 is all you have heard of and more. Go do a prep course, if you expect to keep the thing upright, and go somewhere.
Profile was standard stuff. Takeoff, climb, standard rate turns, steep turns, NDB hold, and ILS. We did not have the exact profile that TSA used on the sim ride, but what else could one do. After 2 sessions and the obligatory $135.00 charged to my card, I was off to more studying.
Day 1 of interview at TSA. Started off the same fine pilot's breakfast. Arrive at TSA offices at 0850. Picked up app. and approach plate (they did not use that one). Started fill out app., and in walked a Line Captain. He told us the standard stuff. You submit a dream sheet of the aircraft and pilot base you want. They award these by age of people in the class, and of course, needs of the airline. ATR's, J31 / 41 in STL, J31 in CA, and J41's in NY. You do get paid while in training, the rate was for 60 hours, at current contract rate. And they need pilots. In fact they have some guys stuck in the right seat, because if the company upgrades them to the left seat they have no one to replace them in the right seat.
1st a written exam, those who pass, will go on to the sim. I was told that TSA looses about 50% of the candidates during the interview process. This day would be no exception. It would be appreciated if we would finish filling out the application before we left the room. The coordinator (Ms. Tammy Connley) couldn't leave for the day until the applications were completed.
The written was administered to the 8 of us. Most of the questions were on weather. Fronts, weather systems, and on Jep. Charts. MDA's, FAF, altitude restrictions etc. True to their word 4 of us failed 2 of us by 1 question. As they said there is nothing they can do.
They came in and gave a new approach plate, and scheduled sim ride times. I was told by the remaining 4 guys (yes, there were only men in my group) that the sim ride was similar to the prep. The main difference was the NDB hold was an actual hold. How many of you have done that in the past 6 months?
At 4:00 p.m. the personal interview times were listed on a door outside TSA offices. All 4 who went to the sim were given a personal interview.
One problem crept up at dinner. 5 of us were sitting around telling of the day's events and we were joined by a FO with TSA. One of the guys in our group knew him. The FO said the company was great, but the training department was lacking. The training department did not have enough personnel to handle everyone at TSA. The initial folks took a back seat to the upgrade or recurrent guys. This meant that you could be in training for as little as 1 to max of 6 months before your checkride. You get a (1) training flight every now and again, but of course your skills have fallen way off. Most had problems with the NDB approach on one engine, while keeping the fuel balanced. They give you two chances on the ride, if you bust you go home! One fellow was on his was to STL airport because he spent 3 months in STL (you pay for the hotel, while you're in training) training, and waiting, and busted his rides, due to lack of recency in the airplane. Food for thought.
At 1215 I boarded TWA flight 1 form STL to HNL. When I left STL it was a balmy 38 degrees, when I landed back home at HNL it was a balmy 78 degrees.
All in all I was thankful for the experience. I expect the others who were in my group were offered positions.
TSA appears to be a straightforward company, who likes to fly, and needs pilots.
There is a web sight HYPERLINK http://www.flytsa.com www.flytsa.com . There are some good people on there that can offer additional insight.
As for me I just keep plugging away, papering the airways, faxways, and mailways. One day I'll even figure out what else makes St.Elmo's fire.
Date Interviewed: August 1998
Summary of Qualifications:
NA
Were you offered the job?
Don't Know
Pilot Interview Profile:
Faxed a resume and eventually received a letter that said to call to schedule an interview. They do it M-Th out of two weeks of the month. The interview is a two day affair.
Called Tammy Connelly to schedule the interview. She gave me a record locator number. Standby pass was $50 on TWA or NWA.
Arrived in STL a day early to run through the prep at the OuterMarker. They say they are not affiliated with the airline, but it is in the same
building at the Howard Johnson as the TSA offices and run by TSA pilots. The sim (Frasca 142) is the same one used in the interview. I
thought it was very helpful since I had not flown a sim in a while and never a Frasca. They give you a very similar profile to that used in the
interview. The approach plate was different, but everything else was pretty much the same. The prep was $135.
Day 1. At 0845 went to the 5th floor ( I think), signed in and took an application. There were about 7 other guys in the room. One of the
interview captains came in and told us all about the company. Following this he handed out the written tests. It contained 50 multiple-choice
questions. They were mostly ATP written type questions but some were home-grown questions. Some of the types of questions I remember
include: Wake turbulence, St. Elmo's Fire (all of the above), Pressurization (cabin outflow), 4 or 5 questions from an approach plate, turbine
engine stages (inlet,compressor,burner can,turbine,exhaust), a few weather questions - dissipating stage of a thunderstorm (heard it was
formation of anvil?), substitute for the OM.
Required score to move on is an 80%. They grade the test as soon as you turn it in. If succesful they give you an approach plate with a time
to be at the sim along with the power settings. (Again, same as the prep). If you want to do the sim later in the day, turn in your test last.
Showed up for sim at the OM around 1230. Had to wait a little while as they were a little behind. My evaluator (another captain) was waiting
also. He was very nice and laid back. Once we got in the sim, it was just like the prep. Got a clearance, took off and did a steep turn once I was
leveled off and reconfigured. They give you plenty of time to get ready. Following the turn was given a vector for a VOR hold. I think it was a
teardrop entry. (Make sure and get an EFC time). They also use NDB's for the holds as well, but not today. After a turn in the hold the
evaluator moved the aircraft (in space) in order to speed things up for the approach. He gave me a vector for the IND ILS Rwy 5L. Shot the
approach to about 100ft above DA and then was told I was done. He said I did fine, but gave me the standard brief that said if I was sucessful,
my name would be posted on the 5th floor after 1700 with a time for my personal interview the next day.
Day 2 -Found my that afternoon and showed up the next morning for my interview. They were running a little behind again, so I waited in
Tammy's office. The captain from the day before that did the intro. eventually came in and took me to another room. He was looking at my
application while we walked there. Once we got settled, the questions began: Why do you want to work here, tell me about the airplanes
you've been flying, etc. Only a few types like that, no situation question or tough HR type questions. Then he pulled out some Jepps and
asked some questions from a STAR and and approach plate. I really took my time (maybe to long) looking over the plates because I figured
there was some little note that I would miss. I figured they were going to be trick questions, but I think they were pretty straightforward. One
was what does the -V- symbol mean (VDP). After those questions, he asked me if I had any for him. I asked about the contract negotiations I
heard were coming on October. All in all it was a very quick interview. I think they were trying to get back on schedule.
I was told that I would hear something within two weeks. Ten days later I got a letter. I figured it was a rejection letter, but it turned out to be
an offer letter and said to call Tammy for a class date. Great!
