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.

oct 06/05 gouge is very accurate. Get the call ,8am show, paperwork collected, make sure all certs are photocopied, ndr request notarized etc...technical part very straight forward, line flight scenario, release and charts review, know weather requirements, 121 regs, departure procedures, alt reqs, company history, vor limits, chart symbology, this is the profile you will fly, so study it all thoroughly. Next interview with terry and spike or lamaar, straigh forward, be yourself, be descriptive, practice answers about experiences on the line, before you get in there. Times you have had encounters with irate customers...emergencies, etc. Why horizon, can you make the class date...very mellow. Next drug testing and fingerprinting, easy enough, then joanne h.r. q's, empl history, work experiences and reasons for leaving etc. Straight forward....relaxed interview. Great company, good people, didnt get a chance to sim, must've had good competition...didnt get any feedback either. Good luck to you!!!

Excellent group of people at Horizon Air - I enjoyed every single person I met during the interview process. Arrived at 7:50 AM for 8 AM interview. Began by giving Jody Schwarz all paperwork, copies of certificates, etc. I was then led to a waiting room where I met the other two interviewees (one had a 135 cargo backround, one had a CFI background). After waiting about 10 - 15 minutes I was met by Mike (nice guy) from HR who led me to his office where he started off by asking me about my aviation background (What schools I attended, who I had flown for, reason why I left each job I had held in the past, etc) Nothing hard, just "get to know you" stuff. The key here is to (you guessed it) be yourself and be honest about everything. After the general stuff, he then asked specific questions - here they are: 1. Tell me about a time you went above and beyond the requirements of your job for the sake of customer service. 2. Tell me about a time when you found a way to make your company more efficient in some aspect. 3. Tell me about a time when you had to sacrifice quality to meet a time deadline. That was it for the HR portion. Very quickly went through the fingerprint/drug test stuff and then back to the waiting room. Next came the meeting with Chief Pilot LaMar and also Terry (both nice guys). Easy stuff, nothing technical. The next part of the interview was the technical portion with Jon (nice guy). Horizon Air used to simply give you 50 questions out of the ATP book, NO LONGER. They now give you a hypothetical cross country (I was given Walla Walla to Pendleton). They give you the route, alternate airports, weather and notams, and all approach/enroute charts. After giving me a few minutes to look it all over (make sure you look at EVERYTHING), he then asked me questions like: 1. With weather being what it is at Walla Walla, do we need a departure alternate? 2. With weather being what it is at Pendleton, do we need a destination alternate? 3. What are standard alternate wx minimums and where would you look to find the alternate minimums for Walla Walla? 4. How would you get your clearance out of Walla Walla if tower is closed? What if you couldn't reach Chinook or Seattle? Where would you look on the enroute chart to find the appropriate FSS frequency? Know your enroute and approach chart symbology. 5. What is an MEA? MRA? MOCA? MORA? 6. Lost comms procedure - how would it apply to this trip if we lost coms in IFR? Know FAR part 121. Know Holding speeds, know the airspace anatomy and speed limits in each kind of airspace. Know what visual and contact approaches are and what you need to have for each. When was Horizon Air founded and by whom? Which cities did Horizon Air begin its flying out of? Who is the current CEO? Where is the company headquarters? After the technical came lunch (good sandwiches) and then the Sim at Hillsboro Aviation. In the Sim, you fly the very cross country they give you in the technical interview. I would recommend going to HIO ahead of time and practicing the sim with turbulance level of at least 6. Good aiports to practice approaches at would be Pendleton, Walla Walla, Pasco, Lewiston ID. Here are the speeds: VR 90, Climb 140, Cruise 180, gear/flaps 150, Approach 120 (be sure to get configured PRIOR to the FAF) They have the Sim set to match the performance of either a Cessna 414 or a Piper Chieftan. I was offered a slot in the November 2nd class and took it.

An outstanding interview experience at an excellent company. I was contacted initially by Kim Powers and worked through the logistics with Kim. She was very helpful and friendly and I arranged to arrive in Seattle a few days early to attend the Horizon Prep Course at the Airline Training Center(ATC) at Boeing Field (206)768-0565. I had an outstanding experience at the prep course. I cannot overstress the importance of attending this prep course, the instructors are true professionals and extremely knowledgeable for both the technical and human resources portion of the interview; their Frasca 142 will fully prepare a candidate for the interview. I consider this training essential to success at the interview. By the way, try to stay at a hotel like the Red Roof Inn whose van can take you to Boeing Field, I didn't and ended up riding the city bus. After two days in Seattle, I took the Horizon shuttle to Portland(one leaves every 30 mins). Most of the candidates arrived at Horizon Ops Center between 7:15-7:40 for an 8:00 interview. All previous reports are accurate on the admin process and we quickly were sent in for the initial briefing and video. We then split into groups of three and headed for the simulator/written test or to the HR portion. I went to the written/simulator group and after a short review of speeds and procedures for the sim we started the written test. The written was truly all encompassing; it had questions from 121, 135, performance and flight planning--I can only recommend studying the entire ATP book because everyone had such different versions of the test. The simulator is as briefed, Eugene profile--takeoff, Vr 90, V climb 120, V cruise 180, Flaps/Gear 150. After takeoff DME arc at the 7DME to the Northeast, about 1-2 minutes of arcing. Frozen, set up for the NBD full procedure, they have a strong tailwind set in and be careful not to exceed the 10NM---I went out 30 seconds and had time to get set on the inbound. Shot the approach, set off the MM just 2-3 seconds before the MAP and went missed at the MAP. Holding instructions given on the missed--I received the published missed, and proceeded to the beacon to hold--parallel entry, two turns, determined the winds and was frozen---set up for the ILS(vectors)--had to get slow and configured really quickly before FAF, but was able to stabilize at 120 and shot the approach to a full stop. Radio calls and transponder on/off were easy to forget in the stress of the ride. After lunch, good sandwiches they provide, we started the HR and Chief Pilot portion. The atmosphere is really relaxed and was actually a lot of fun except for the stress of being in an interview. They are a great company and really have positive attitudes. I was thoroughly impressed with Horizon and cannot wait to start with them--they make their people feel like family. I was assigned CRJs to Denver starting 8 April, though the domicile may change to PDX. I can't thank Aviation Training Center(ATC) in Seattle enough, they are great professionals and really went the extra mile to help candidates prepare

Horizon is still doing a 4-part interview; HR, Chief Pilot, Written Test, and Sim.

The only change is the HR interview. They have changed formats, and are now asking questions that more of the major airlines now ask; scenario/ situation questions. The questions all require the applicant to "tell of a situation that occurred in which..." Some examples of the questions I was asked are:

- what have you done to make your company more efficient?

- tell me of a time when you have confronted someone because they have broken a safety regulation.

- when have you gone beyond the call of duty at your job?

- tell me of a time that you have been time-restricted and had to sacrifice quality? (or something like that)

There were no questions like the following, even though they have asked these in the past:

- define stress, professionalism, team...

- list strengths, weaknesses, assets, qualities, etc.

The sim-ride and interview with Lamar both did not change as far as I could tell.

Good luck everyone, and I encourage you to send in any updates after your interviews.