My interview was at the Crowne Plaza in Denver. When you show up, they take your log book and pre-employment papers and look them over while you take a quiz, make sure all of your times are up to date and you are current in everything even 3 landing in the twin!!! The quiz is pretty simple and lines up with most of all the other posts, HOWEVER there were a few questions on my quiz that I did not see were posted on the gouge for anyone else, some of the questions I had included:
1. How long after your clearance void time will CAP start S&R
2. If approaching your clearance limit and you have not received an EFC, how long before you reach your limit must you start to slow down to your holding speed and what is that speed? FYI I believe both the 1900 and 120 are category C aircraft, he mentioned 130 on the approach speed but never specified the plane.
3. Approaching Class C airport at what point do you need to be below 200 KIAS?
4. Service volume for a Terminal VOR?
5. Max speed below 10K
6. I believe I had a width of the localizer at the threshold can't remember.
7. Holding speed at 10K
8. Visibility is reported at 1/2SM (minimum to be able to do the approach), airplane that just landed reports the visibility at 1/4SM, can you still continue on the approach?
and then a few others FAR questions. Then there were 10 on an instrument approach plate, some included:
1. Identify the IAFs?
2. Which IAFs do you not have to do a procedure turn?
3. Cleared to the VOR, how would you execute the approach and what are the minimum altitudes that you can descend to?
4. What is the MDA for an airplane with a Vref of 130KIAS?
5. What is the minimum visibility required to be able to do the approach?
and some others.
Overall the quiz was not too bad, study IFR stuff in part 91, chapter 1 in the AIM and airport approach lighting, and approach plates (they use Jepp)
The HR/Tech interview was done by the same person, the Asst. chief. He asked me:
!. Why Great Lakes?
2. Tell me about yourself.
3. Scariest time in an airplane?
4. Asked some questions on an approach which was the trickiest
You are heading directly for the middle of an arc on a VOR 12 approach circle to 36, you are not allowed to ask for radar vectors to anywhere, however you can ask any questions you want to "ATC". How are you going to execute the approach and then circle to another rwy? Oh and to top it off, their planes don't have GPS or RNAV so can't go direct to the IAF at the beginning of the arc.
- You can ask to intercept the arc where you are and continue on the arc inbound, or fly all the way to the VOR (which is the missed approach VOR) fly outbound, do the PT, then fly back inbound. But he was wanting to see that I would ask ATC if I was allowed to intercept the arc via my direct heading. I didn't get this one without a little help.
- But once I figured it out he asked about minimum altitudes I could go to, my MAP, how I would circle to rwy 36 and any obstacles I need to worry about and if not why (circling radius boundary), then where is a circling radius based off of (the beginning of the rwy), asked about how I would set up to land on 36 and then while I am looking at the rwy to keep my visual I go into a cloud and then from that point how I would execute the missed approach, asked about the ALS for rwy 36, wx mins. etc.
Overall was not too bad and he told me that I did really well on the quiz and the interview and that I should be hearing from them within a week or so. So based off of that I am assuming I will get the job, but we will see. I studied these gouges, and 91 and the AIM and it did me well.
Some random info on what he told me about the company. Right now they are looking primarily for 1900 pilots and the 1900 bases are WY, AZ, NM, and CO, the 120 bases are CO and ND. CO being the most senior so don't count on that out of the gate. About a year and 3 mths upgrade time. Their planes like I said have no GPS, RNAV, OR AUTOPILOT in the 1900 and autopilot is hardly used in the 120 so all handflying into, he said, a lot of non-towered airports! They do have a contract that requires a minimum time that you have to work with them which is 15 months or $7500. He also told me that their training is very difficult and guys wash out either because they are immature and aren't diligent or are unable to enter a new atmosphere of CRM everything and accomplish all the various tasks and checklists required of them (he suggested that I try to shoot instrument approaches in the simulator while reading a newspaper), 6-8 weeks of unpaid training (4 weeks of ground, 1 week of sim, 1 week actually in the plane), they are unionized and they are in the midst of changing their contract but that has been in the process for the past year so who knows when it'll change or be completed, and a few other things.
Overall was not bad, take a breath, relax, and do well.
Good Luck! |
