GREAT LAKES INTERVIEW PROFILE, 5-7-12
Total time: 1.5 hours
Written test: 20-30 minutes
HR/technical: About 1 hour
Crowne Plaza Hotel, DIA
Stayed overnight for a 0930 interview the following day. Headed down about 10-15 minutes early, handed my paperwork to the HR guy seated at a table outside the conference room, and started the written exam. I was also given a copy of the training agreement to look over after I had completed the written, as well as a pamphlet on benefits and perks of a first officer job. Essentially every question on the written had been mentioned on previous gouges, I believe it's probably all the same test. 10 questions on general regs and AIM, then 10 questions about a specific approach plate (included with questions). Questions were (as best as I can remember):
1. Maximum indicated airspeed under 10,000MSL?
2. VFR cloud clearance/visibility minimums above 10,000MSL?
3. Requirements to descend below DA/MDA on approach?
4. What are components of ILS?
5. Given a visual depiction of the localizer service volume, what are the angular widths at 10 miles and 18 miles?
6. What is the width of the localizer course at the runway threshold?
7. Warm, moist, unstable, air. What weather conditions could be associated with this?
8. Contact approach is initiated by whom?
9. What is service volume of compass locator NDB?
10. You start picking up ice where even brief encounters are potentially hazardous and require either de-ice/anti-ice equipment or a diversion. What type of ice?
The second half consisted of looking at a LOC approach into North Platte Regional Airport (LBF) and answering about 10 questions:
1. Which initial approach fixes do not require a procedure turn?
2. How to identify the FAF (compass locator) without ADF.
3. You are cleared for the approach via the VOR. Where will you go from there (follow feeder route), and how will you proceed?
4. What circling minimums will you use if flying the approach at 130 knots?
5. How will you determine the missed approach point (times are listed)?
6. What's the distance from the FAF to the runway threshold?
7. What is the minimum visibility for the approach?
8. The airplane prior to you reports visibility at 1/4 mile. Is that statute or nautical? Also, approach mins are 1/2 mile. Can you continue?
9. How far away could you expect reception from the LBF VOR at 16,500MSL?
Can't remember the last one, but it was pretty simple. If you're comfortable with the above information, it should be no problem.
I was called in shortly after to do the HR/technical portion with one of the assistant chief pilots. He offered to get me some water, then sat down with me one-on-one to start the interview. He made the atmosphere very comfortable and informal. Some of the initial questions:
- How did you get interested in flying/Great Lakes, and what is your background?
- Where do you see yourself going at Lakes, and career-wise in general?
- Teach some about the errors of the magnetic compass.
- Pick a system on the most recent twin you've flown and teach about it a little (I chose avionics).
- Ever had an emergency/close call in an airplane?
- Are you familiar with some of the junior domiciles? Any preference?
- He had me look at and sign a form stating I had read the training agreement documentation previously.
- Random HR questions (felony, DUI, etc.)
We then took out the approach plate and airport diagram into Telluride, CO and discussed it a little.
- Descending out of NE at FL240, cleared down to 12,000MSL to cross VOR. When will we start descent? Doing 300 knots, descent rate up to you. I chose 2000 FPM.
- Upon arrival at VOR, where will you go/how will you do so (there was a feeder route)?
- What is "established" on the localizer?
- Finger fly the approach with step downs from there and talk about altitudes, distances, etc.
- How do you calculate your own VDP for the approach? I had no clue. Take minimums in AGL and divide by 300, this will give you the distance in miles from the MAP.
- If we circle for a different runway and go into the clouds, how will we go missed off the circle approach, and where will we go?
- How will we enter the hold off the missed approach?
- What is the max holding speed?
- What are the lengths of the holding pattern legs time-wise?
- We get wx, shoot the approach again, and land the opposite direction. Based on airport diagram, what is important to keep in mind for that runway?
- On the approach, if we determine we need to set the airplane down by a certain point for safety reasons, the captain is flying, and he continues to float down the runway, what will you do? Take the controls? Talk to someone afterwards?
- Upon taxiing out for departure, wx changes and goes to 1/4 mile. Can we depart according to the chart? What does "adequate visual reference" mean?
- What are the symbols at the end of each side of the runway labeled EMAS?
That was pretty much it. We spent the rest of the time discussing questions I had:
- Ground school is conducted in Cheyenne, Wyoming. Sim for the 1900 is in Greeley, CO or somewhere else close to Denver. Hotels are paid for during training.
- After sim, you go fly the real airplane in the middle of the night while it's parked and not being flown, training in Nebraska mainly, I think.
- The checkride is in the actual airplane, after which comes actual employment and IOE.
- The Beech 1900 is equipped with EFIS, wx radar, TAWS, and TCAS.
- You get 10 days off per month, 3 of which are "untouchable" by crew scheduling.
- Typical trip length is 2-5 days.
- Upgrade time is essentially upon reaching 1500 hours, and they have many upgrade slots currently available. Probably about 1-1.5 years with the time I had.
- They are still in process of negotiating a new contract, which he hoped would be going through in several months, hopefully giving better pay and better working conditions.
I interviewed on Monday morning and got the call from Erin, the chief pilot, that Thursday offering me a June 4 ground school class date for the 1900 in Cheyenne, WY.
Good luck! This was way more comfortable than I thought it would be, and much, much easier too. CFII was the easiest checkride I ever took, and this was WAY easier. After all, the whole process (including the written) only lasted about 1.5 hours. |
