Horizon set up the interview and flew me out for the interview. When I arrived was interviewed by the chief pilot and assistant chief pilot. After waiting a while I was told I wasn't selected because I don't average over 60 hours a month and my MEL time wasn't in the last 6 months. Be fore warned if you are at a job where you aren't flying a lot they don't really want to look at you. I wasn't even given a chance to show my technical knowledge or flying ability.

General: Stayed at the Country Inn Suites; right next to the airport and only a 10 minute ride over to the Ops Center. 8:00 show, but most everybody got on the 7:15 shuttle from the hotel to Ops (shuttle was full, with some left-over people at the hotel; they have a 7:45 too.) Be careful on the shuttle, we had one of the interviewers on the shuttle with us. One of the HR people stared gathering/reviewing our paperwork at 7:45 or so (there were 5 of us). Be ready for a long day with lots of waiting (but it's for a good reason...) Start Aug 10th on the CRJ! Technical Interview GEG-COE route with simplified dispatch, weather pack, notams, low enroute, departure/arrival plates. How do you pick up your clearance if the tower is closed? Do we need a take-off alternate? How do you know if we need one? Do we need a destination alternate? How do you know if we need one? GEG is the filed alternate, is this legal? How do you come up with derived minimums for alternate airports for 121 operators? It's night with GEG departure radar OTS, how are you going to transition to the enroute environment. What approach will you use in GEG (ILS OTS)? Which runway will you use (straight in or circling approach)? Some symbology questions on both the approach plates and the low enroute chart. Visability to RVR convertion? 121 rest requirements? 121 flight time limitations (day, week, month, & year)? Read TAF's, METAR's. Descent planning..you at FLXYZ with a ground speed of ABC and instructed to cross LMN VOR at and maintain E thousand feet. When will you start you descent and at what rate? Why might you start your descent early? Delay? What is a squall line and how is it formed? When was Horizon formed? By whom? Who is the President/CEO? How many a/c? What are the pilot bases? What a/c are based where? What is ALK stock trading at? Why is Horizon different from other regional airlines? HR Interview Review your 10 year work history; dates of hire and leaving, & for what reason? Why Horizon? Where do you see yourself in 10 years? TMAAT when you had to sacrifice quality in a time crunch? TMAAT you showed follow though? TMAAT you had a disagreement at work? How did you resolve it? Why should customers chose Horizon? Why should Horizon hire you? Anything else I should know about you? Any questions? Chief Pilot Interview Logbook, license, & medical review. How did you get into flying? Tell me about you current/past companies? Why did you leave if they were such nice places to work? Why Horizon? What gets you stressed out in the cockpit? How do you deal with it? Who's the safest pilot you've flown with? What makes him safe? Do you know about Horizion's training contract? Explained it. Any questions for us? At this point they excused two of the applicants; the rest of us were drug tested and then sent out to Hillsboro for the sim (lunch on the way in the van.) Frasca 142 Eval GEG-COE Take-off GEG rwy 21 ODP to join V123 report established, climb and maintain 9000. Got current wx/notams from departure, "what approach would you like at COE?" Asked for full procedure VOR-A circle to land 23. Cleared present position direct COE VOR, cleared for full procedure VOR-A approach. Shot approach to a missed and hold as published (never saw anything.) "QX350, report entering hold and state intentions." Asked for current weather again (still pretty bad, but a little better.) Asked about the status of the ILS (still OTS.) Requested VOR-A approach again. Cleared present position direct to LEENY for the full procedure VOR-A approach. Shot it and landed cancelled IFR w/Boise FSS. Done!!

9/05, 1/06 and 3/06 gouge is all very accurate. Got the call 1 week prior for an 8am show. They flew me to and from for the interview. Collected paperwork that was sent. Make sure all you have all certificates photocopied twice and the, NDR request notarized, etc. After waiting about 30 minutes I was met by Kim and she brought me in to talk with Terry and herself. Looked over the certificates and logbook. In addition to other gouge asked questions like: 1. How did you get into flying? 2. Tell us about a stressful time in the cockpit and how you handled it. 3. Tell us of a time when you have confronted someone because they have broken a safety or security regulation. 4. What defines a safe pilot? 5. What was the biggest hurdle in you aviation career? Then met with Kari from HR who led me to her office. Asked me about my background and the basic HR questions, nothing hard just trying to get to know you stuff. After HR and fingerprints, was lead back to the holding tank for the technical side. I was given the Pasco to Pendleton route. Had about 3-5 min to look over the route, WX, NOTAMS and right into the questions: 1. Read the METAR/TAF for both airports to me. 2. What does TEMPO mean? 3. What does FM mean? 4. Why do they use TEMPO and not just a new observation? 5. When do you need a departure alternate and do we need one? 6. How far can a takeoff alternate be and what are the parameters? 7. When do you need destination alternate and do we need one? 8. Given the WX at Pasco, which runway will you use? 9. What are the tower operating hours for Pasco? Where did you find that? 10. Say tower is closed, how would you get you clearance? What freq for Chinook? 11. If Chinook was not up, what then? What freq for Seattle Center? 12. If Seattle Center was not up, when what? What freq for the FSS? Do your radio call to the FSS for me. 13. What does this mean (pointing to the displaced threshold on 21R)? 14. When can you use it? 15. What is the rwy length available takeoff and landing for 21R? 16. What DP would you fly out of here? 17. Given the WX at PDT, which approach will you fly? Why? Can you do the ARC? 18. When would you start the penetration to the airport? 19. Brief the approach as if you where briefing it to your crew. 20. What are the mins for the approach you are flying? 21. Where is the missed approach point? 22. Pointing to a number on V298, what is it? (MEA) Define MEA? 23. Pointing to another number on V298, what is it? (MOCA) Define MOCA? 24. Pointing to another number on the chart- OROCA, what is that? 25. What is your definition of light and moderate rime icing? 26. Does the FAA have any say about icing? 27. What is advection fog? 28. What is upslope fog? 29. What is the number of hours a part 121 pilot can work in 7 consecutive days? 30. Know all the crew duty rules, was asked all those questions. 31. Say you where going 480 TAS, how many miles per minute are you going? How did you get that answer? 32. Say you where at FL410 and 420 TAS, and told to descend via the CHINS5 and cross RADDY at 10000, when would you descend? What does descend via the CHINS5 mean? What descend rate would you use? 33. When was Horizon founded and by who? 34. When did the Alaska Air Group acquire Horizon? 35. Name the bases and aircraft at each base. Seamed like a good company and good people. They are looking for pilots, 12-15 a month right now. Flew the Fracsa 142 the day prior Hillsboro. HIGHLY recommend it if you have never experienced it. I didn't get a chance to sim for the last part of the interview. I was called into Terry's office and told that I would not proceed since I didn't know the civilian flying information too well and that the company didn't have time to waste on me while I learned it. He suggested I reapply in 6 months after I do some studying of Jeppensen and part 121! So word to all you straight mil pilots, know Jeppensen real well and part 121 like the back of your hand. I studied the gouge and knew how to read the stuff, but was slow at finding the info and didn't know the Jeppensen low chart all too well (isn't that reason the reason there is a legend!). Oh well maybe next time! Good luck to everyone that gets an interview!

The day started early taking a 7:30 Shuttle from the Hotel with 5 other applicants. It is only a 5 -10 minute ride ofer to the Ops Center and we were greeted by members of the staff. We all arrived with the paperwork complete...make sure you allot plenty of time to complete it as the short application takes a bit longer than you would expect. Also note that there is a portion (request for driving records I think) that needs to be notorized. The initial paperwork went fairly quickly and the folks helping us through the process we very friendly and helpful. Next we we taken back to a conference room to wait the various parts of the interview. In order to expidite the interview process, one applicant would be taken out for a technical interview while another was doing HR and a third the chief pilot interview. The information posted on the types of questions asked as exactly as you find elsewhere on the site. The people at Horizon were all very friendly and genuinely tried to put your mind at ease. It was a very pleasent experience to interview (well, as pleasent as any interview can be). Around luch, we were taken to Hillsboro Aviation to fly the sim, I believe it is a Frasca 142. The sim is very busy because the length of the trip is so short. I would highly recommend calling Hillsboro to set up a practice session because the sim is VERY sensitive. Also, set up evrything on the ground...radios, inboud or outbound courses comm radios, etc because the sim will be all over the place while you are adjusting things in the air. The route will be the same as the one on your technical interview. We finished the sim rather late so we were told to call the following day to find out about the results. Overall, the interview was straigh forward. The people at Horizon were very friendly and did their best to put us at ease. Try to relax and be yourself when you go for the interview as they wouldn't have invited you if they didn't want to try to hire you. I am very pleased to have been offered a job and every employee I met seemed genuinely happy which confirmed my desire to work there.

There were just a few things that were different than the current gouge. During the technical, there were a few weather theory questions like what are the different types of fog and how are they formed? Is a cold front considered a stable air mass? What happens with a cold front passage? Also, what are some characteristics of a forward or aft CG, how does it affect fuel consumption? What are the categories on the approach plate based on, how much distance protection do you have for circling? Does the MEA or MOCA guarantee radar coverage? What's the difference between the different color depictions for the airports on the enroute chart? For the 121 regs, it was pretty basic- nothing about a 2nd alternate or derived values. As for the sim: Pasco to Pendleton, DP to join the airway, published DME arc to the VOR approach with wx at mins did not break out, published missed approach, 2 turns in the hold, while inbound on the hold given "cleared the VOR approach after passing the VOR and report procedure turn inbound"-that's something a little different, then the full VOR approach to a full stop. The turbulence level increases throughout the flight, so watch out. No company history questions, just the CEO and how many aircraft does Horizon have? Also, how did you get involved in aviation? Everything was just like the previous gouges.