I just finished my interview with EJA not less than 3 hours ago. This is
exactly what went on in my two day session. They called 1 Feb and gave me a
choice of 6 places, and interview dates from 5 Feb until 31 March. I chose
the Lakeland, Florida FSI. They let you go where you want to go. I really
liked the Lakeland center. All the people at FSI are fantastic!

First the EJA people give you the dog and pony show about the company. Very
impressive. It is a great company and they really seem to care about their
people. The pilots make great money. A 14 year captain can make anywhere
from 100,000 to $150,000 depending on how hard you want to work! They
explain the whole thing in detail. Current upgrade time is 6-8 months.

On the first day they give you a test called PREVUE. They say you can't
study for it, but you can get a test book from Air Inc. that will help a lot
if you've never done one of these before. It is mostly timed tests. The
first part is words and letters. You have to find five letter words hidden
in a bunch of letters like HOBOTRUNKZUBIN. The hidden word is TRUNK. A lot
of people don't follow the directions (go figure) and will write down less or
more than five letters. Read this: 5 LETTERS ONLY! There is also scrambled
letters to make words: USRBH = Brush or shrub.

Next is math. EASY stuff except they only give you 4 minutes to finish 28
problems. Then it's shapes and other fairly simple things. There is no
score. The computer will spit out a profile and you have to fit within the
curve. I doubt anyone is outside the curve.

Then they post the sim and interview schedule. The interview lasts 15-20
minutes, that's it. They ask about yourself, your flying history and a
couple of questions about customer service. Then you brief an approach and
read a METAR and a TAF.
It is EXTREMELY laid back. These are some of the nicest people I have met.

The sim is straight-forward. Fly it exactly as they tell you in the package
thay send you. In lakeland you fly the Cheyenne II or a King Air 200
simulator. They grade you and show you how you did when they debrief you.

They told me the times vary as to how long it will be before they notify you.
They say if you get a letter in the mail within 10-14 days, it is a "Thanks
but no thanks" letter.
When they call you to offer you a job depends on how long it takes to do your
background investigation.

One more thing. This is a professional interview. If you don't know how to
dress for one...Please go get some help. People actually showed up in powder
blue sports coats, no belts and dockside shoes! You are going to be flying
rich people around...you have to look the part!

EJA is growing at a tremendous rate. They need to hire 650 pilots this year,
and they hired over 50 last month. They operate 220 aircraft, have orders for
450 more...and actually have a waiting list for people who want part
ownership in these jets!!!

If you have ever though about applying, now is the time! There is more info
at www.ejapilots.com. Look under 'employment process'

I interviewed with EJA in early December, and got the word to report for
training on Jan 23.

The interview was conducted by FlightSafety using their "New Hire" screening
process. They said it was a two day deal, and it was for me, but some guys
did it in a day and left. I figure if I'm shelling out 350 dollars, than
the longer it lasts the less it costs! Jokes aside, the process was pretty
organized, but we ran into some scheduling problems in that I was not
scheduled for an interview, just a sim check.

In the group with me were about 15 other guys for the whole process, and 5
or 6 just for one part, some for the interview only and others for the sim
only. I felt like the youngest guy there, by far. There were quite a few
military guys that I spoke to, and a bunch of 45-50 year old guys from
operations like corporate jet and jet charter outfits. I was pretty
intimidated!

First, three EJA guys give the speeches about EJA. Very impressive!
According to these dudes, they really take care of their pilots, put them in
nice equipment, and respect 99% of the 135 regs. The major exceptions were
Weather reporting and 60% landing limitations. There was a short video,
apparently produced by Cessna, on the Citation X. Very nice aircraft, and
EJA is getting more of them.

Then the FSI people get hold of us, and administered the usual psych and
cognitive ability tests. The math and spatial orientation tests were timed,
and I don't think anybody finished all the problems. Not too much to study
for on these, so do your best and answer honestly on the psych eval.

About 12 to 1 pm they broke for lunch. FSI pairs applicants together at
random, it appears, and I was paired with a Navy guy with over 3,000 hrs and
alot of P-3 time. He was a genuinely nice guy, and since I have flown
mostly single pilot, he helped me with things like briefings and crew
coordination. He offered to fly left seat first, so I could see how he
operated and I would fly next. We were the first crew to fly the sim, which
was a Metroliner of some sort. No surprises here, the packet you will get
from FSI inviting you to interview contains the profile and an approach
plate, and also the reccomended call outs. The Navy guy did well, and after
about 45 minutes of him flying, we switched seats and it was my turn.

The profile starts with a takeoff from ATL on 9R. The takeoff is not
graded, but mine was okay. I used the PNF to fine tune torque settings on
TO and Climb. Went to 6000 ft and was allowed to do a few maneuvers to get
the feel of the sim. Then 45 degree steep turns 360 each way. I used the
PNF here, too, to add or subtract torque in 5% increments. He did, and it
worked well. Then was cleared to PDK vor to hold. I don't remember the
specific instructions, I think the sim guy just makes them up to be
different for each pilot. Anyhow, I briefed for the hold with respect to
speeds, entry, and EFC time. One turn in the hold and was cleared for the
ILS 27L into ATL. Follow the plate, and there will be no problem. Just stay
inside the 10nm ring, and brief the approach. Here is where I was weak. My
approach briefing was quite poor, but luckily my PNF promped me on a few
minor things, like the Inbound Course! Duh. Anyway, it was the best ILS I
have ever flown, using the ADI for the first time was natural. The wx is
300 and 1 , so break out and do your best at an ungraded landing.

The sim guy was in a big hurry, and gave limited feedback to us both at the
same time as to how things went. We both passed the sim, and he said we both
did "above average".

It was about 5pm at this point and I went to the hotel.

I reported at 9 am the next day for my interview. I waited around till
almost 1130, then was ushered in for their last interview of the day. There
were 2 senior captains, both extremely nice and relaxed. The third guy
decided to go to lunch before I got there. These were the same guys from
the first day. Here are some of the subjects that were covered.

Basic regs

Questions about my current job, Op Specs, A/C type, etc.

Many questions about Customer Service, How I would handle an irate pax

What if the Capt was flying into a short runway at Vref+30? +20? +10? I
said at first I would call out ref+30, since we were on a long final. The
Capt says OK. At 3 miles, ref +20. I said I would again remind him of ref
and state we were at +20. Capt says OK. At 1 mile, the Capt is still ref
+10. I finally caught on, and said I had already given up a couple of
opportunities to advise the Capt that if he did not go around, I would take
the controls. They seemed to like that, but I'm not sure.

They pulled out the most vicious ILS approach I had ever seen, Jepp to
boot,(I have always used NOS) and asked me many technical questions.
Scenario was you are here at FL180. How do you get to the runway? I told
them I was a NOS man, and to give me a sec to look over the plate. They
were happy to, and I told them everything I could find on the plate. I was
surprised, it went well. They asked me about Glide Slope Intercept, where
is the FAF etc. This approach had an Initial segment from a VOR, with a
southeasterly feeder to an intersection. At this intersection, you are to
fly heading 180 or so until intercepting the LOC inbound with No procedure
turn. Geez.

Then the guy running the show hands me his cell phone and tells me to sell
it to him! Well, I put on a 3 or 4 pronged sales approach and they had to
shut me off! He said Okay, now tell me why I don't want this phone. I
noticed it had an unusual faceplate, so I said "Because this phone is ugly".
Wow, it just slipped out, but the guys were rolling laughing.

I left them with some letters of reccomendation and left.

Then the real work started.

I have an employer in my background that is an a**hole. EJA sent record
requests in mid November, and it was Jan 23 before EJA got them from this
clown. The people in the Hiring department were most helpful and
understanding, without their extra effort, I never would have gotten the
records. Thanks, ladies!

I don't know who else got hired out of this group. I start training on Feb
8, and maybe I'll find out more then. Check out ejapilots.com for more
company info.

Hi guys I currently Fly a 800XP fot EJA. Their are just checking that you know your fars and aim but are really looking for pilots that will
interact well the the people we fly. So if your the ace of the base but have no personel skills you won't get a call from EJA. Please don't use any
personnel info about me. It is still a "small Co.
" They would not be real happy that I was telling the "secret". by the way they are really looking
for 50+ years old so they don't spend lots of $$$$$$ and off to the airlines you go. Guys have been showing up at FSI get typed and never
show at CMH.

After much debate on many of the issues surrounding PFT, I decided to check it out myself. Especially since I had been told “You need Jet Time to be competitive” I decided that one way was the FSI/EJA program.

I was in contact with a Citation Ultra F.O. (Since upgraded to Capt., Congrats) who was telling me via e-mail that EJA needs pilots in the worst way, and they are a good company.

While still not keen on PFT, one day I received an application from EJA. I filled it out and sent it back in Oct. 97. I kept flying, then got a call from FSI. They sent me their package of forms, and I filled them out and of course sent the obligatory $325.00 processing fee.

In the mean time a pal of mine (since hired as a sim. instructor for a major airline with two of the same initials that start at the beginning of the alphabet) went and did both the EJA & Com Air screening. When he returned form his trip he said that it was more or less a sales job on EJA, but it appears they do need pilots. His problem was recent twin time… He did not get on at either…

I decided to go for it!

As you know PFT means you pay, well I paid for everything including RT from HNL to ICT (Wichita, KS where FSI&EJA does the screening), hotel at the Airport Hilton (I should have stayed with relatives), food, frustration, etc.

Depart HNL 15 Feb 98 at a balmy 77 degrees to arrive ICT with a brisk 38 degrees…When is spring? Delta & ASA gave good service, and a good ride, thanks guys.

17th the 1st day. Arrive way before anyone in his / her right mind should be up. Geese is it really only 0200 back home. Got to FSI facilities. They look first rate, and best of all it was WARM inside. Checked in, and went to the briefing / classroom that was set up for us. Just find your name and sit. They started a tape playing on the Citation X. Cool airplane, I thought maybe I’d like to fly that one…

There were 16 scheduled for our screening class. Only 9 showed up, some of them got calls at the last minute to show. Class was comprised of 1 Female, at least 4 military, 1 military/ civilian, the reminder straight civilian. Got a welcome from Mr. Dave Casperson, FSI Manager. Dave appears to be a great guy, very straightforward. My intel had already told me he is retired A.F. Dave introduced Mr. Chuck Davis, Captain Pryor Timmons, a Hawker 100 Captain, and a guy named Ron form flight ops. They each gave a speech on who, what, where, how much (it costs to buy into the program), expansion, purchases, etc. Again they emphasized they need pilots.

We took a test called PREVUE. It was supposed to measure your aptitude for flying? A bunch of questions on simple math, find the word, spatial orientation, and what do you like. Just go with the flow. Mind your being timed on these tests, skip the stuff you have a hard time on and do the ones you can do!

We had a break for lunch and received our sim. / interview schedule. I interviewed on the 17th with the sim. on the morning of the 18th.

Interview:

Brought in by Chuck Davis, and told to sit down in the chair. 1 chair across form the three of them (Chuck, Hawker Capt. Timmons, and Ron).

Chuck started, by asking some general questions. He pulled out an approach chart, and asked me to brief the approach. I did. I did forget the inbound course… Chuck allowed me to correct myself on the inbound item, when he asked me what heading would… I didn’t let him finish. Too bad for me. He wanted to know if he was SW of the VOR, and at a higher altitude than that for the approach, what should he do. I said if cleared for the approach, either enter holding at the 1st VOR to descend or turn outbound and if needed do the procedure turn to loose altitude, and do the approach.. What will be your biggest challenge transitioning to the citation ultra form what you are flying now. When was your last flight in the TWIN?

Ron asked that if I started tomorrow, and I was told that I would have an afternoon flight, but dispatch called at 0200 and said that I had a 0800 departure, and I stayed up late. What would I tell the dispatcher? While I’d like to go, they needed to call someone else. Tell me about customer service. What does it mean to you? What would you do if you had the wrong pax. aboard? Have I had some people I did not get along with outside the cockpit? How was it resolved successfully?

Capt.Timmons. We are going into HNL in the 1000, we get to DH, we don’t have the criteria to land. What do you do? This is where I blew it. I said I command an immediate go around. If the pilot did not respond (I would assume he was incapacitated) then I would take command of the aircraft, abandon the approach, and go around. So many answers, who is right. The main thing I told them was not to crash an aircraft, especially with one of the owners aboard… I got tossed a What do you need in order not to need an alternate. My answer was if you have basic VFR…

Next day the sim ride. Meet Dale Hartman, and indeed it was just 0400 back home. Dale is a super guy. He gave us a complete brief on the Citation SII that we would be flying that day. Dave flew the airplane for 14 years prior to coming to FSI. Sim partner was a former Marine Helicopter pilot, and doing some pilot services work in the southeast US. My partner flew first, as I was still waking up. Standard stuff, just like the profile that FSI sends you in the mail. TKO out of ATL, a few turns, then steep turns 360 L&R. Then you get holding instructions at Peachtree VOR, do the hold (don’t forget to start the time), make 1 lap in the hold, cleared for the ILS back to ATL. Radar is out and you have to do the procedure turn. All I can say is if you have a PC (and I assume you do if your reading this) get a airplane sim. package (I used both MS FS’98, and Ontop 5.0) to practice, and pleas do practice. You have to set all frequencies, and do the brief.

The PF needs to work with the PNF, and tell him what he needs. The PNF is a very helpful guy, as the sim. is full motion. After awhile I just set the course, and heading bug with out being asked, and told him to follow the yellow line. He was a little off on course intercept, but I kept telling him it was coming in fast (look at the RMI, that’s what it’s there for). At glideslope intercept, PF announced to all that he did not know how the g/s portion worked. He never has gotten that right! I informed him that he was too low, and either pitch up or add power. I was slowly increasing the power to help him out. It finally sunk in. He grabbed the power levers, and firewalled them. In unison Dale and I shouted too much, and of course shot up and back down through the ILS. We are talking FULL DEFLECTION for most of the ILS. He got settled down, with coaching, and made an ok landing.

I had a little problem of getting the a/c almost sideways on TKO (can you say over control on the rudders, too use to pistons lately). Got it airborne. Used the PNF, after he settled down. Did the turns, verified the holding entry (direct). Flew the ILS, even capturing the course good (I looked at the RMI). But a little (1/2 bar) HIGH all the way down until just before DH then right on it. Broke out, found the runway. I even made a squeaker landing. Too bad the TKO and landings were not scored. Ok for the Tko, but I was proud of that landing.

Afterward, we got our debrief, I did fine, and it was reported (on my eval form) that I would have no problem completing the program, and I have a good touch on the controls.

Get back home and waited for the phone call that never came. Got the thanks for applying (but not for spending all your money). Called FSI, and got the typical, we don’t know why.. But well send you on to other companies (it’s been a month and I’ve only gone out to 1 company so far, but hay at least I got an interview).

Found out that: The female got offered a position. All the military guys got offered a position, even my sim partner, the guy who didn’t know what way the g/s indicator works.

I asked my pal at EJA, WTF, and he said that it is getting real bad. We should have been a walk in the park, but did not get hired. He said that he’s not shure anymore, but they have been hiring skid guys, most who can’t even find the right airplane for their trips.

More food for thought. Be careful around the QS Tail Numbers…

It is late / early so I'll keep it short. I would like to send you my eja interview info at a later date, but felt compelled to respond to the interview
summary already posted. I am sorry that this applicant did not get a job offer from eja, but warning pilots to watch it around qs tails is uncalled
for.

I am a fo in the 560 and have been happily employed by eja since December. We currently have over 430 pilots and 130 jets with a new one
coming every nine days on average. For having such a large fleet we have thankfully had few mishaps and no fatalities.

The intervew results are still a mystery to me but are heavily hr weighted. We do have a lot of rotor jocks starting but their track record has
been good once you bash the military out of them :) (and the va benifits don't hurt either)

Again thanks for providing the info, but the snyde remarks of that applicant don't belong.(in my opinion.)