Interviewed 11/06/99 1350TT 250M-NOV. 30 Class date Interviewers John Dresser
Mike Gray

General meeting discussing COEX. Took an IQ test (NOT aviation related).
Rumor has it that you need to get 20 right to get the 2nd interview. 1st
interview was with Capt. Dresser but it varied for others. Typical stuff,
why do you want to work for COEX, what do you think about PFT, I told him
honestly that I worked very hard to get to this position and I don't feel
that I should have to pay. His responses were always confrontaional,
probably to get a rise out of you. Keep smiling and don't get upset. Most
of my Questions were situational. Capt wants to depart with a known
descrep. on the a/c what do you do. Cleared for immediate t/o 727 on 2
mile final, before v1 you notice that the capt is not wearing his/her
seatbelt, what do you do. People have gotten hired with both ansers, you
better have a rational reason why you chose it. That is what they are
looking for. Stick to your anser, don't change it! They will try to get
you to change your mind, stand strong. The only jobs on the app that they
asked me about was being a math tutor in College and Vol. work for kids.
Not any of the flight instructing jobs or 135 job. I was asked to stay for
a sencond interview after lunch. I you don't stay, you didn't get hired
unless they offered you a job on the spot. 2nd interview was a bit more
tech. related. Brief the app. inside the marker the wind shifts and you
must now circle how low can you go. On the downwind you pop into the
clouds what do you do? which way do you turn? That was about it, lots of
BS'ing about school and goals. Good Luck
If you get the job expect 3 months on reserve unless they put you in the
jet then don't expect to ever get off as more sr. people slip infront of
you. As of sept 99, no more prop of any kind only 20/month jet. expect a
nov class date if you get hired for the props! I have been with the
company for 8 months and will hold capt on the 1900 the next bid if i
choose. most hold out for the ATR (18 months).

Already folks.... here we go.... I interviewed and was hired on with COEX somewhere between March and May 1999.... ( anyone can read this stuff, so I'll leave it at that )....

About me : ERAU grad, MEII, some corporate experience King Air, Falcon 50, Lear 35... VERY, VERY LOW FLIGHT TIME,
far lower than I think anyone would think. I personally have a problem with this industries harp on hours... experience is what's
more important.... Ok... First off, remember the interview begins at the airport... dress right... shirt and tie... smile, and be kind....
and most importantly look around at the operation. Interview was held at the Holiday Inn North, Houston Texas. Get there the
night before... hotel has a decent restaurant.. and even if they didn't, your pretty much trapped there. The hotel reminds me of an
ERAU dorm (Mckay for those who know, it even smells the same...). First tip, talk to the van driver that takes you to the hotel
from the airport.... everyone always talks to the other interviewees to size up the competition, that's just natural... but the van
driver usually know what's up... who's doing the interviews, what the success rates has been, even some of the questions....
Why? because it's a long ride to the airport, and people talk. I found this out from my experience in the corporate world... the
quite ones always have the most information, and the drivers usually don't talk unless talked too. Moving on... the Interview will
be conducted by 3 to 4 people... I didn't see the female HR rep that people talk about in other posts here... I did see 3 captains
and the head of hiring, John Dresser... some says he's mellowed in the past year, I know he used to be a chief pilot... and as you
will find out, he's not the "makes you feel at ease" type for sure. The interview begins in a small conference room, get there
early.... What to bring...

- all your log books
- 10 year work history bosses name, address, phone number, etc.
- all of your past address and when you were at them
- drivers license
- passport
- FCC radio operators license (you get it for $50, temps are free from http://www.fcc.gov it's called a restricted radiotelephone
operators license
- resumes (of course)
- drivers record
- lots of letters of recommendation - I know these are a pain in the ass, but they seem to like them, and they DO NOT have to
be from COEX people
references, addresses and phone number
- copies of your diplomas
- copies of transcripts

One thing I did that seems to score alot of points, is get a report portfolio... you get'em in Office Depot, Staples, etc... it's like a
small plastic binder for corporate presentations... mind had a movable spiral binding... and plastic pages to put copies into... I put
copies of everything listed about, expect for the log books.... all layed out nice with the resume in front.. and then make sure the
cover your buy has a plastic front to slide in a title page... with Continental Express, your name, the date, and the location of the
interview + time... all of this work... if you do it, will really show that you want to work for them... I think that's what they look
for...

oh...

- Bring, a calculator, your FAR/AIM

Ok.. moving on, first thing they do is hand out the applications ... these SUCK... it's like the Tale of Two Cities, make SURE you
have your flight time broken down by aircraft manufacture for single engine and aircraft type for multi-engine... no, I am not
kidding... and yes, it did take people hours to fill out the application.

The psycho test is next.. can't study... it's something like 100 questions, and it's basically part SAT, part IQ test.... I suck at math,
so I stuck to the verbal section... I don't even think they really grade it before the interviews.

First interview... they pull you into a hotel room, it's one on one with one of the captains.... I got asked the basics.... nothing too
tough... highlights included....
Why did I want to work for COEX ? ( talked about the hubs building projects, and the fleet expansion)....
How's the maintenance at my current jobs ? ( said it was good, .... left out the part that yes, it was very good, WHEN it actually
got done)
What do you expect the job is going to be like ? ( said I thought it was going to be very tough, long days, hard schedule)
Technical questions.. .got asked what MOCA was , what the speed at and below class B were.... as a side note, I heard from
other people that the technical questions seems to center around all of the IFR acroynms.... MOCA, MEA, MORA, MRA.... and
others seemed to be favorites... also alternate w/x mins... 91.175 was a bigger... .a neat trick one they gave was.... can you
decent down to 100 if you see the approach lights on a non-precession approach... ( of course you can , but the way they word it
was tricky)
Where do you see yourself in five years (SAY CAPTAIN..... DO NOT SAY RJ CAPTAIN, most captains are still prop
captains at COEX)... Oh, they also asked you if you've ever failed a check ride... most people have, tell the truth, when they ask
why... just tell them the truth... I failed my initial CFI ride because the idiot examiner didn't know how to do a lazy eight, but when
asked about it, I just said my lazy eight's weren't up to his standards..... and that's all you have to say... I think if you said no, you
never failed a ride they would tear into you, but that's just a guess.

Ok, second interview...... this one was also done in hotel room, this time in the afternoon..... with two captains, the first one that
interviewed you and another one.... They employed a very predictable tactic, they police interrogation tactic.... the first one that
interview you, is the "good guy" and the new guy is the bad guy... you have to understand, that the second interview will be hell,
they will get you pissed off, there entire goal is to make you crack up... and lose it... they want to mess with your mind.... Why ?
I have no clue, they just want to do it... probilly because they think this separates the kids from the captains... who know...
Alright.... they will give you scenarios... mine was specific to my low flight time, they jumped all over me, when I told them I was
going to upgrade at 1500 hours.... they tried to convince me I wasn't ready.. The important thing to remember is to smile, keep it
light hearted, think before you answer.... just your gut feelings and your experience but place a positive spin on everything, and
stick with your answers.... they will try to change them..... just stick with it. If you do a good job, they will send out outside the
room to talk about you, then bring you back in and they will ask you what you were thinking outside... right about then they started
to get to me..... but I kept my cool. They will also ask you over and over again if you have any questions.... finally you just have to
say no.... then they looked at each other and hired me.

Well, that's all I can remember...

Here are some more tips to dispel some rumors, and give you an edge from the inside...

- my new hire class had about 40 people in it.. they ranged from 20 year airforce vets to crop dusters.. there is no pattern, age, or
flight times the want to see... I think it's totally based on the interview....
- knowing people at COEX is not as big a help as it seems... I knew no one
- training takes a LONG time.... and you don't get paid until you pass your sim ride, so save up, hotel costs are not picked up by
the company until you pass the sim ride
- hubs are CLE, HOU, EWR... in my class no one got sent to HOU....
- yea, you can commute, but it's hell... and you have to get a crash pad
- stay sharp on instruments, but not the obscure stuff... a few captains told me that in the past 6 months they have not shot a single
non-precision approach, forget about NDB's.
- yes, they are taking delivery of jets... 2 month I believe, but they are not retiring turboprops... they using the jets for expansion
not replacement. (the only ones I have heard of them parking in the desert are some old Brazillas)
- learn about the company from the web site AND the crew message boards, it really does help, in the interview and the job
- Yes, Houston does suck
- Yes, the official line is all turboprop are for sale, to be replace by regional jets

That's about it... if anyone needs any help at all... email me, it may take a while to respond, but I will get back to you..

good luck !!!!!, don't give me, rejection is normal, and thinks happen quicker than you think......

darklightx@hotmail.com

Aprox. 10 or us were present 8:00 AM in the Rosewood room of the Holiday Inn North. One fellow had an unusual wrinkly-fabric suit the
rest looked like pilots(dark suits, wingtips, etc.) A couple minutes
late in comes Capt. John Dresser flanked with two captains posing as HR
dudes.
We were asked to sign in, then one Cpt. gave his COEX spiel
a/c,pay,uniforms etc. we had a cheat sheet in the folder in front of us
with the same info. on it. Next we signed documents so company security
could check up on us, stating we realized we wouldn't get a CAL
seniority #, and began work on the COEX application. Contrary to what
you may have seen on the web sites, COEX has it's own app.. Typing up a
CAL app is a waste of time.
We were administered a 12 min., 50 question IQ type test titled
"Wonderlic" (really!) I advise working on those pesky geometry like
problems-arrange these shapes /segments to form X. Given 42 yards of
fabric, how many shirts can one make if each shirt requires 2 1/3 feet
of fabric? Which phrases are most alike??
After that we began filling out the app. while one-by-one folks were
called to interivew. I met with Capt. Dresser and henchman ?. They ask
a few vauge HR questions. "How did you get into flying", In your mind,
what are the top three regional airlines?", "What woould you like
least/most about COEX"?
Next Capt. Dresser pounded away at me for a good five minutes as to
why I didn't apply earlier in my career. He sorta reminded me of the
Nazi guys in old WWII flicks. They asked if I had any questons and
asked why should we hire you if we could hire only 1 person today.
Afterwards, we that weren't invited to the second interview check
notes and discovered 1. We were all above PFT (Pay-For-Training) mins.
2. None of us were asked a SINGLE a/c, systems, FAR, AIM, or
"situational" question. 3. We were all current and flying turbine a/c
(me 2500TT, 650ME King Air) 4. Of the unsuccessful PFT's all were
interviewed "normally". Draw your own conclusions.
Note: The Waco VOR14 approach had previously been a hot topic of
discussion in second interviews. The buzz was that more recently,
Akron-Canton approaches had been a favorite. Best of luck guys

I interviewed in early May with Continental Express.

I was called the week before and offered a choice of dates to interview (I
got the call the day after I faxed in my resume). I chose the Friday date.

I was flown in by Continental the day before the interview and was told to
stay at The Holiday Inn Houston North--the same hotel where the interview was
held.

The next morning all of us gathered in a conference room and was given
company info. by Capt. John Dresser. Then we took a 12 minute SAT/apptitude
type test with 50 questions (you won't finish). Try for quantity and
accuracy.

Then, we started on the application. They will ask for 10 year work history,
10 year residences, references (other than family and previous supervisors
from work history) and a break down of flight time per aircraft.

During this period, Scott Larson and John Dresser each interviewed applicants
one-on-one. Some people got technical questions (instrument stuff) and
others got scenario type questions (i.e. drunk captain, nav lights
inoperative, etc.). These lasted anywhere from 15 to 30 minutes. If they
were interested, you were asked to come back for the afternoon session.

We gathered after lunch (four of seven made it). Then we again were called
in for further questions with both pilots. This round consisted of more of
the same types of questions as the morning session. Three of us made it past
this phase and were offered a class date in June.

Overall it was a good experience.

Interviewed on 6 Apr 99 - not asked back for afternoon session. My experience: 1800 total, 220 ME, all but 200 is PIC, all of the time is
turbojet, military, F-16s, flight examiner, instructor.

Same interview day format as previously reported. Company overview by John
Dresser - lots changed. No health benefits for 6 full months (more like
seven when calculated out), 18 month equipment freeze on your initial
training (with exceptions), expect 6-7 months on reserve. Danny (don’t know
his last name) reviewed the application and initiated the test. After the
test, we started filling out the app, and they started calling in
candidates. Carry your AIM/FAR with you in your briefcase. After my
interview, I told the other candidates all the questions I was asked (no
Co-ex folks stay in your testing/gathering room). A couple would have been
nice to look up for follow on folks.

My interview was with Danny and Andrea. I didn’t ask last names or
backgrounds, but Dany said they were both pilots. Mr. Dresser entered
shortly after the interview started and read my app the entire time. No
questions from him. My impression was that Andrea was new to the interview
process as a pilot or maybe an HR person, because she didn’t know how to
read my flight records. She asked few questions; most were from Danny.

Questions:
Is this your first interview? Have you heard from anyone else? (yes, Am
Eagle and Piedmont both gave rejection letters from my app or resume - no
interviews, first one)
Why did they reject you? (Company policy not to disclose, but I guessed it
was not enough ME time - they both publish 300 min. ME and I didn’t meet
their min.)
What do you think about ME requirements? (At this point I answered
truthfully, but tried to sugar coat it a little….I personally don’t agree
with it. My experience involves quite demanding mission - as an
example-single seat, single engine fighter, flying at 500’, 500kts, at night
in the mountains as part of a 30 ship strike package with adversaries
looking to engage us. True, I only have one engine, but if you add another
engine and take away the rest of what I’m used to, you can teach me in
academics and make sure I perform to standards in the sim training, and I
don’t anticipate having any problems with the extra engine…It’s all about
task management, task loading, prioritization and having adequate training,
knowledge, experience, and judgement….) Note: if you want to work for these
folks, don’t even think about answering like mine. Instead give them the
standard - Airlines only fly ME airplanes so it only makes since for them to
ask for ME time as a measure of your flying experience and ability to
perform in their environment. I realize I don’t meet the typical
requirement for ME time, so I’m working to make myself more marketable
by….and so on…
Danny’s follow on question was (with the probably justified and apparent
disgust…) How is flying that mission like carrying passengers? (I didn’t
say it was like carrying passengers. I have no experience in that area, but
I’m excited to learn. You asked my thoughts on ME time requirements.)
Since you can see the route my interview took, I won’t go over the rest of
my answers just give you the questions…
What do you expect from the company?
What would you think about being based in Bangor?
Why haven’t you heard from the Major Airlines?
What equipment do you want to fly?
Would you rather be an FO on RJ or Captain on BE 1900? (When you first sit
down for the interview, they ask if you have any questions. I recommend you
ask about their experience and background so you can make sure you don’t
offend them. If this guy is a PFT type and you bad mouth PFT, you’re done.
If he flew the equip you’re on and you BS him about a system question, you’
re done. It’s a good, easy opener question and will help you out later
during the interview and how you phrase your responses…)
Where are you gonna be in 5 years?
What is MRA? Does it give obstacle clearance?
What is MEA? Obstacle clearance? Mountainous terrain? Does MEA guarantee
Radio comm (not Navaid reception, but radio communication was the question.
I told them I knew it gave navaid reception to maintain the route, but never
heard of radio comm mentioned along with MEA?)
When is alternate needed?
What WX qualifies for alternate?
You’re diverting to alternate, now what wx do you need to land at alternate?
Nordo on IFR flight plan in VFR weather? How soon to land?
MDA on non-precission. What do you need to continue below? You see
approach lights, what can you do?
When you say you’re available immediately on your resume, what does that
mean? (DUH!)

My overall impression of the process was about what you would expect. On
arrival the night prior to the interview, you can meet up with most of the
other candidates. We shared gouge and techniques and had dinner at the
hotel restaurant. It can make for a relaxing evening prior to the interview
so you’re not all stressed out .