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Great Lakes Airlines Pilot Interview Profiles

Date Interviewed: April 2012
Summary of Qualifications: 460TT, 65ME, CFI
Were you offered the job? Yes
Pilot Interview Profile:
After applying online, I received an email about a week later inviting me to interview in Denver in four days. Other gouges have said they do not pay for travel to the interview, however my email contained instructions for obtaining free travel on Great Lakes to the interview. I didn't do this, but I know that others interviewing did fly for free on Lakes to the interview. The interview process was fairly straightforward and the gouges here are really accurate. I arrived at the interview location at 8:30 am, and handed them my logbook and other paperwork. The test was comprised of about 20 questions (half short answer and the other half about a Jeppesen approach plate). Almost every question on the test was here on the gouges except for one asking about what you can do on a displaced threshold (in both directions). I sat down with a pilot and HR person and received standard HR questions along with questions about an approach plate and an airport diagram. I got a few questions that have been discussed in the gouges. For example, I was given the scenario where I am flying straight for the middle of a DME arc with IAFs way off from center. Can't ask for vectors. I Said that I would ask ATC permission to pick up the arc in the middle. Besides approach procedure questions I got a few CRM questions like what to do if the captain is flaring forever and refuses to go around. There was no sim and the process went by really quick, I was out the door by 10:00 am. They asked me which aircraft I would like to fly (Beech 1900 or EMB 120). I did get a few questions wrong. I got a few math question and got them all wrong. I didn't know any of the formula questions like when to descend if I am so many miles out from the IAF and flying at so many knots. At the end of the interview, I was told that I would get a call in 1-2 weeks if yes, email if no. I got a call 6 days later inviting me for a class in three weeks on the Beech 1900 (the aircraft I chose during the interview). This was my first airline interview and I was a really nervous. I didn't have a lot of time to prep due to the short notice and I've seen people say they had a bad interview process and that the interviewers were rude. I found exactly the opposite. The people conducting the interviews were friendly and professional. They seemed to appreciate honesty and when I didn't know an answer they were professional and just moved on to the next question. The whole process was pretty enjoyable. My only advice would be to make sure you know your Jepp plates, and probably the best thing I did to prepare was to read Chapter two in Everything Explained for the Professional Pilot by Richie Lengel. I think that just about every IFR procedure question I received is explained in that book's chapter
Date Interviewed: February 2012
Summary of Qualifications: CFI/CFII/MEI 590TT 50Multi
Were you offered the job? Don't Know
Pilot Interview Profile:
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!
Date Interviewed: January 2012
Summary of Qualifications: 1300TT, ATP written
Were you offered the job? Don't Know
Pilot Interview Profile:
Most like others. Very friendly. We went over the contract. 15 month employment or you pay back $7500. plus interest.

Written test is essay, not multip[le choice.
1. How many times a TAF issued per day?
2. Speed under CLASS B
3. Terrain clearance from airport on circle to land altitude
4. Temp inversion. What kind if weather to expect?
5. Takeoff terrain clearance at end of runway and how high before you can turn fron runway heading?
6. Airplane ahead of you reports 1/4 mile vis. can you continue you IFR approach?
7. You fly into an uncontrolled field, how do you cancel flight plan on ground. (Radio)


Other question similar to other gouge. Another 10 questions using approach plate.

Type of VOR and reception distance, NO PT which ones, reception of ILS distance.

Interview was relaxed and friendly. Nice guys.
Date Interviewed: January 2012
Summary of Qualifications: CFII/MEI/AGI/IGI - 1050 TT, 850 PIC, 650 Multi, 380 Dual Given, ATP written complete
Were you offered the job? Yes
Pilot Interview Profile:
Interviewed at the Crowne Plaza at DIA. Walked in, submitted my paperwork and met Heidi. Chatted for a minute and then sat down for the 20 question written.

1. What must you see to descend from the MDA/DA?

I memorized 91.175 for the answer

2. Components of the ILS system

I said localizer, glideslope, compass locator/NDB, marker beacons, approach light system, etc.

3. What type of weather would you expect with warm, moist, rising air?

I said these are characteristics of unstable air. I would expect turbulence, precipitation and cumulus/cumuliform clouds. I would also expect developing thunderstorms.

4. What is the service volume of a compass locator?

25 watts, 15 nm

5. What is the maximum airspeed below 10,000 msl?

250 kias

6. On a circling approach what is the radius for a class C aircraft?

1.7 miles

7. Who is contact approach initiated by? Pilot of ATC?

Pilot

8. MOCA guaranteed reception within...?

22nm

9. Width of localizer at the threshold?

700 feet

10. You encounter ice that is hazardous to flight, what kind of ice is it?

Clear or glaze ice. Hard, heavy, and tenacious. Forms after initial impact and gradually spreads of aircraft surface forming a thin sheet of ice. It is particularly difficult to remove with de-icing equipment and can be hard to recognize.

No guarantee that these are the right answers, but it's what I said on the test. Next was the approach plate and it was pretty much all common sense. Make sure you know the service volume for VORs and the maximum reception distance for localizers! ( Localizer: 18 nm from antenna site and 1,000ft above antenna site or highest terrain on approach path. Max reception altitude for the approach localizer is 4,500ft)

For the Tech and HR portion they asked:

Questions about approach plates and MSA. Just review Jepp charts and look into getting the Jepp chart DVD, that's what I did!

Why Great Lakes?

Describe a time when you let yourself down or didn't meet your own expectations?

If you could change an FAR, which one would you change and why?

Do you feel comfortable shooting an NDB approach down to mimimums?

Are you comfortable with HSI and RMI navigation?

What is your favorite thing about flight instruction/ least favorite thing?

What is a policy that your disagree with at your previous job?

What aircraft would you want?

Have you ever broken an FAR?

What's the most reckless thing you've done in an airplane?

Then I was able to ask some questions. I asked why should I want to work here? What's the average week of a Great Lakes pilot look like? What's the upgrade time? etc.

After that I stood up, shook my interviewers hand and left the room. I walked out wished the gentlmen at the table taking the written luck, shook Heidi's hand and drove home.

They tell you they'll be in touch in two weeks and if you get a call you get a class. Otherwise, it'll be an e-mail. I interviewed on January 6th and received a call on January 12th for class on February 6th! Good Luck to all!

TIPS:

Be yourself, don't make up answers or panic. Breathe, take your time answering the questions, it isn't a race. Be honest about your past. If they ask you to do anything involving math - write it down, don't trust your head, I wouldn't do that in an airplane. Have fun!
Date Interviewed: December 2011
Summary of Qualifications: 960 tt, 100 multi, CFI
Were you offered the job? Yes
Pilot Interview Profile:
My experience was very similar to previous posts. First there is a 20 question written test. The first 10 questions are FAR 91/AIM and the last 10 asked about an IAP at KLBF in North Platte, NE.

What is the max airspeed below 10,000 msl?

Cloud clearance and visibility above 10,000' msl in class E airspace?

What do you need in order to descend below the MDA or DA on an instrument approach?

Service volume for a compass locator

Contact approach initiated by ATC or pilot?

On a circling approach, what is the protected area radius for a category C aircraft?

A MOCA guarantees a navigation signal within how many miles of the facility?

on the approach plate:

Identify the IAFs

When would you NOT do a procedure turn?

You are cleared to the ABC VOR, how would you fly the approach?

What minimums would you use for an aircraft with a Vref of 130 KIAS?

How far out from the ABC VOR can you expect reliable signal coverage?

I interviewed with both a line captain and an HR rep. The captain asked some technical questions about a few approach plates:

Do you need DME to fly this approach?

How much clearance does the MSA give you?

Where is the IAF (it was an ILS that required radar and no IAF was depicted in the plan view)

HR questions:

Tell us about yourself.

Why Great Lakes?

What do you have to offer Great Lakes?

Have you ever broken an FAR?

What do you do if the captain you fly with has a really annoying habit?

What do you do if the captain does not want to be at the airport at showtime?

My advice: review part 91 and AIM and instrument approach procedures. Make sure you know how to read the Jepp charts well, particularly the approach plates.
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