The previous gouges are accurate. Its a great interview process, everyone is very polite and professional. It's a relaxed environment, or as relaxed as an interview can be but be prepared for a long day. There were 6 candidates in my class which started at aprox. 7:30am and I finished the sim around 7pm. Everything I was asked was on one of the previous gouges but they do mix it up. If you have Jepp plates bring them with you because you can look over the profile you will be flying while you wait. As stated in some of the previous gouges you will know what profile you are going to fly as soon as the first person gets back from the technical interview. Good luck to everyone.

The previously submitted gauge is right on. I attended the technical interview first. In the interview you sit at a table (in my case with Susan and J.P.) with a dispatch release, Jepp plates for the departure and arrival airports, and a Low-Enroute chart. My flight profile was from Wenatchee (EAT) to Moses Lake (MWH) which can be found on the Lo 1-2 chart. When I entered the room I was given about 10 minutes to look everything over. I was not familiar with a dispatch relase but it is very easy to figure out. The top has the flight plan (EAT...V120...EPH...MWH) with the ETE (0:34), altitude (9000) and fuel burn. Below that is the weather for the departure (METAR and TAF with numerous TEMPO conditions). Below that are the NOTAMs for the departure field. Then there is a line and the same data is reapeated for the arrival field. On the second page is some extraneous data like AIRMETS and Convective SIGMETS that are not really important. After the 10 minutes Susan started asking some questions. They start right off by asking you to read the METAR and TAF for Wenatchee and then they ask you if you can takeoff from that field. There is a TEMPO condition during the proposed depature time with weather below any applicable approach mins so you can take off but you need a departure alternate. Then they asked if I would need a destination alternate (yes, because there is a TEMPO condition for the ETA where the weather is below 2000 and 3). Asked if it was legal to file Wenatchee as a destination alternate (the answer is yes if the weather is at or above that published for filing as an alternate). Then I was asked to describe how I would fly the entire route. At this point do not forget to read the NOTAMs. Runway 7-25 was closed at Wenatchee so I took off on 22 and flew the published departure procedure to intercept V-120. From there I flew to Ephrata (IAF for MWH VOR) to preform the procedure turn for runway 22. There is also an IAF on the EPH 14 DME arc and Susan asked if I could do that and if so could I join the arc anywhere or just at the published IAF (you can join it anywhere). I then read through the entire approach procedure. I asked if they wanted me to calculate a VDP and they both cringed, seems like thay don't care for them. Backed up a little and was asked what class airspace Wenatchee (Class E) and Moses Lake (Class D when tower is opened). Then asked the hours of Moses Lake tower (I still don't know where to find that information). Asked what the brown 5500 under V120 was and what it provides (MEA, provides obstacle clearance and radion navaid reception along the entire route). I was then asked some descent planning questions. If my TAS was 360 and I am at 20,000 ft and given pilots discretion to 11,000 what does that mean? It means that the pilot can determine when to start the descent down to the required altitude. Then was asked the same scenario but now there is a crossing restriction 18 miles away, what descent rate would be reuired to make the crossing retriction? (At least 3000 ft/min). I was then asked the weight of jet fuel (6.8lib/gal). Given a scenarion that one of the fuel gauges is inop and I need to load 1000 lbs of fuel, how many galllons is that? (Approx 150 gal). Then was asked a few company questions like what was the stock price of Alaska Air Group, what airplanes do they fly (Q400, Q200, and CRJ-700), and why do you want to fly for Horizon. I was then asked questions about Part 121 crew rest issues. My scenario was that I had 24 hours of rest and then flew for 5 hours and was on duty for 9 and half having finished at 0030 that morning. The question was when was I able to fly again (I am sorry but I really have no idea what the correct answer is). That was pretty much it. Some major points are DO NOT forget to read the NOTAMs on the dispatch release because they contain important information (runway 7-25 was closed at Wenatchee and the ILS was OTS at Moses Lake). If there is a METAR, TAF, or NOTAM abbreviation that you don't know you can use the dispatcher as a resource. As a side note to any straight military guys out there. Memorizing the Part 91,97, and 121 regulations is not sufficient. I would highly recommend you find a current airline guy at your unit and pick his brains about 121 crew rest, and 121 weather minima and alternate regulations. You really have to know how to incorporate those regulations into your decision making process. The HR and chief pilot interviews were very non-theathening and actually quite nice. They were basically and bunch of tell about a time...questions. I was told that my 121 knowledge was not quite up to what was necessary and that I would not be going to the sim. Everyone was very nice and really seemed interested in seeing all of us succeed, so I wish all the best of luck and will hopefully see you in 6 months.

5 of 6 showed for the day. We all took the 7:15 shuttle from the Country Inn. First interview didn't start up until 8:30. No ice-breaker. And the waiting area is out in the hallway, near the stairs. very much in the open. 2 of us made it to the sim. Finished sim around 5:15. TECH (Nigel): Route was KGEG (Spokane).GEG.Karps.COE.KCOE (Coeur D'Alene), 9,000'. All as if Radar/towers were OTS. GEG winds favored R21, COE favored 23. ILS OTS at COE. How will you depart GEG? MEA, MOCA (Jepp plate), obstacle clearance? What approach at COE (picked VOR-A, circle to R23. How will you execute approach without Radar? (flight plan takes you from feeder fix to VOR to IAF) If you were to enter holding due to the Missed, what type of entry? Holding speeds/timing/altitudes? Length/width of runways? What freq to contact SEA on? (found on enrte chart) Purpose of RCO? WX: Read me the METAR for GEG and the TAF for COE. Tempo group? Read the weather synopsis on page 2 (LOTS of abbreviations that were new to me. This was nothing I'd seen on previous gouge.. Basically it described locations in regard to states and the movement of a major front.) Weather required for departure? Alternates-every question you can come up with. What is required to descend below DH/MDA? Describe cold front. Trough. Tell me 2 kinds of fog. What type of icing would you expect in cumulous clouds? DESCENT: At FL350, need to descend to 10,000', speed is 360. When will you descend? What descent rate? (Be sure to account for slow down to comply with 10K' restriction.) Also, I had to corner him about the winds. It ended up being a no-wind situation; therefore, my GS was 360 also. Any factors that would change your planned descent point? COMPANY: Founder, president, hubs/aircraft, what special technologies do our planes have? What makes Horizon different as far as customers are concerned? FLT PLANNING: How do you get your clrnc if airport is closed? How do you determine closed times? Where is the MAP for approach? How will you transition to enroute structure in GEG-COE example? Fuel requirements per Part 121. AERO: Effect of fwd/aft CG on takeoff distance/fuel conservation in flight. What factors will affect takeoff distance? REGS: Max hours in yr/cal mo/7consec days? BTW, here's the table from the Horizon OPSSPECS in regard to rest: Sched Flt Time / Normal / Reduced / Compensatory Rest Less than 8.0 / 9 / 8 / 10 8 to 8.9 / 10 / 8 / 11 9 or more / 11 / 9 / 12 CHF PILOTS (Todd & Andrew): What got you interested in aviation? When did you start flying? What excites you about Horizon? Why Pacific NW? As a guy flying for Horizon how could you better customer service? TMAAT you didn't agree with a new policy? Most stressful time you've had flying? TMAAT you had to call out another pilot for breaking a reg? Is there a time you could have better planned a flight-how did you cope, what could you have done better? Questions for us? HR (JoAnne): 10 year history? What got you interested in flying? TMAAT you put a positive light on your company? Most stressful event while flying? Why should customers choose Horizon/what's different about Horizon? 10-yr goal? What did you do when you witnessed someone operating equipment in a hazardous manner? What draws you to Horizon? Questions for me? SIM (Erin): [Go to ATC in Seattle for sim prep. It's the difference between being offered the job or not.] Takeoff rwy 21 at GEG, fly ODP to 9K, V120 to KARPS, then direct COE, outbound on the PT for VOR-A. A fix-to-fix to the COE/233/10 and a short final would have been accepted. I simplified by flying my filed plan. Missed to Hold at LEENY (teardrop entry, 2 turns). I talked about a return to GEG, then asked for wx update and asked if ILS was still OTS. Winds had died a little and ILS was in service. Note that while holding at LEENY you're not in a good position to commence the ILS 5. The guy before me got cleared to turn inbound from holding onto the ILS. I got vectors. Broke out around 450' and landed. Reported landing with SEA.

What a waste of my F'n time. After an hour and a half of waiting, I finally got called in to HR. Seemed to go fine, asked to recite job history, asked about when a new policy/procedure was added to a company how I recacted. Then led out to the holdong pen. HR took in another interviewee, which came back quickly. That person was asked to leave, then another interviewee was taken back to HR and came back even quicker. That person walked right out the doors. Bot had been to the technical interview. Shotrly there after, HR came out and wanted to talk to me, I was told that the Chief Pilot decided that he was not interested in hiring me at this time. (I didn't even get to interview with him or to do the technical part.) I was advised to go aquire some more part 121 or 135 experience, maybe with Ameriflight or some company like it, and to get some experience in the local area(PNW). Even though I have over 300 hours of Single pilot corporate experience in a Med. Twin flying in the PNW. I really don't understand what they are looking for. After all, they had my Resume prior to calling me in for the interview. I am disapointed that they would waste my time like that. Oh, well. As most of us know, usually you get the flying jobs from somebody walking in you Resume and saying "Hire this person".

First off let me say that my experience might be different then that of someone being interviewed "off the street." My interview took place at the college I graduated, since Horizon has a hiring agreement with my University. The interview began at 7:15am so the seven interviewees were there about 7am. The first item was sitting down with HR and collecting paperwork and verifying documents and certificates. Next was an orientation by the Chief Pilot and the others on the interview panel. Along with the chief pilot there were two HR reps as well as three line pilots. We got a pep talk, watched a video and everyone introduced themselves and mentioned their favorite movie. The interview process consisted of a total of 3 interviews and a sim evaluation. I began with the chief pilot interview. This was probably the most laid back. Very conversational..How did you get into flying, so looking at your resume you did an internship with company XYZ, how was that? Of course you had the questions. Any tickets on your driving record. I had two, but they did not ask any details. Have you ever received a warning letter from the FAA, ever failed a checkride, ever been charged with a Misdemeanor. He looked over my logbook and asked a couple of questions that were related to my previous jobs. Again, very laid back and it probably differs from candidate to candidate. Next came the Tech interview. This was done with a line pilot. After taking to the other interviewees they had different questions so it is not a "canned" interview. Here is what you need to know. Types of fog and how there're formed Squall line Decent planning Enroute charts, approach plates Dept. alternates Arrival Alternant Crew rest regs. Describe light and moderate ice Weight of jet fuel Company questions as noted in the previous gouges. Next came the HR interview. Know all you education and job history. Month and year each thing started and ended and why you left. And then a lot of questions like tell me about a situation when. Have you ever worked with someone you did not like. When have you gone above what was required of you. When did you utilize someone from another department to help you accomplish a task. And of course, why do you want to work for Horizon. Next was the sim. Flight from Roseburg to Northbend. They give you five minutes to look at everything and set up the airplane. Fly the D.P and then do the ILS full procedure. Never broke out so did the missed and entered the hold. Then was told the ILS is now out of service. I asked for updated weather and it had improved for the VOR. Shot the VOR approach full procedure to a full stop. They then ask you how you think you did. By now it was about 4pm so we were spent. They then spent two hours to decide who they wanted to hire. They called us in one by one. They first ask you how you think you did. Then they tell you if you got it or not. I was one of the lucky ones. They do not tell you how you did and give you little feedback if any if you do not get the job. As everyone says, be yourself, smile and relax. Not everything went great with my interview, so I feel they really look at the big picture. So if one interview didn't go as well as you had hoped, keep your chin up and don't give up. GOOD LUCK!!