First of all, I faxed my resume and received an email 2 hours later inviting me for an interview. I am pretty sure they interview every Tuesday. I set up my interview and made a hotel reservation, don't stay at the Amerisuite's, it's $91 a night even with the discount, I believe the other hotel was Homestead Suites, either way it was only $31 a night. So jump on that one Anyway, I checked out of the hotel at 5:45 am, and jumped on the shuttle at 6 and got to the training center at about 6:20. The interview started at 7. There is a place for the bags so you don't have to carry everything with you which is nice. So Bob Trout met us, there were about 14 of us and we went into a room and took the test. It was a 50 question test just like the other gauges said, however the questions have changed from what is below. I would recommend studying the ATP Gleim parts 91, 121, weather and Jepp charts (finding highest elevation, figuring HAA, holding speed, etc) also they ask about company officers and pilot bases so know those. Also, bring your own pen!! They don't supply them. After the test two pilots were ushered out, then they began the presentation. Great pay, the highest I have seen, good benefits and really nice perks. After the presentation we were handed an approach plate and a brief of it, I'm assuming they were all the same but I had the ILS I believe 06 into ABE. Then we were escorted to the cafe, and Mr. Trout came in and said that they had the order for the sim, and that it was who ever did best on the test went first. I was in the first group of 4 so we were lead to another room. Then the 4 of us sat down just outside the door for the Dash 8 full motion sim, (my understanding is that they normally do a desktop kind of ride, but they had some open time so they let us do that, without the motion activated.) They took us in one at a time for the interview prior to the sim, the interview for me was very relaxed. It's a two on one with Bob Trout and Mr. Buchanan. We discussed my resume and made some small talk, then they asked me why Piedmont, what I had been doing as a CFI and if I was willing to move from Chicago to a pilot base. Then it was over and they thanked me and told me to wait for my sim ride and that they would talk with me before I left. The interview itself was no more than 15 minutes. After the 4 of us had our initial interview they called in the first two again, one came back and said he came off as unsure about the job so they let him go, I'm not sure about the other, I never saw him. So I was the first to take the sim, I got in and was feeling really overwhelmed, but it didn't go too badly. They team you up with a captain who does everything you ask for, ie takeoff power, climbout power, gear up, flaps up, as long as you fly and ask for things he'll do it, we took off at night and the captain sets up the flight director, which just tells you where to fly, no biggie, they have you turn towards a vor and give you a hold, again the captain handles the radios and you just fly, tell them the kind of hold you'll do and the entry turn, for me I was on a 240 heading and was asked to hold South of the VOR on 180 radial. I told then I'd do a parallel entry and started to get turned around and told them i would do a left turn into the protected side of the hold and they said ok. They then reset me and gave me a turn to intercept the localizer, gave me a speed to come in at (120) and just had me fly the ILS. I was a bit all over the place, but not too bad, the clouds are not at mins, so I punched out of the clouds and there was the runway, they froze the sim and said i was done. They took me back to Bob and Mr. Buchanan they asked how the sim went, and I said I was some what overwhelmed and could have followed the glideslope a bit better to which they said, you did pretty well. Then Bob asked me if I was ready to work for Piedmont and I said, I sure was. They gave me a home study packet and said we'll see you November 27th! I was done by 11:30 Everyone there was very friendly, I caught the shuttle to the airport had some lunch and flew home, that's about it, hope this helps, I hope to see you in Charlotte in Nov.

They flew me out to the interview in Charlotte the day before and I stayed in the Homestead Suites about 5 miles from the US Airways Training Center. Showed up around 6:30am for a 7:00am interview start. The Chief Pilot John Buchanan met with us (10 applicants) and gave us the 50 question test. STUDY information about the company such as Director of Flight Ops, bases, cities served, and flight attendant requirements on the Dash 8. After that, we were give a sim ride in the Dash 8 with a Captain who set the aircraft as your want. All you have to do is fly the airplane. Take off runway heading to 3,000, direct to the East Texas VOR for an unpublished hold. Heading 230, hold East on the 090 left turns. Vectors for the Allentown ILS rwy 6 to minimums. After that, there is a 5-10 minutes HR interview with the Chief Pilot and Bob Trout. Only a get to know you type thing. They ask what you like to do in your spare time and if you are ready for their intense training program. After that, I had to wait for about and hour and found out around 1pm that I was hired. Took the study information and they took me back to the airport to come home. GREAT AIRLINE!!

All right I wanted to give you guys a heads up on some of the questions I got on the written. I failed by 2 questions, don’t work yourself up and chock on the test like I did. The test was 50 questions, one hour to take. There were no calculating questions involving performance, weight and balance, speeds, time to intercept, etc. the test was mostly weather, IFR stuff, 121 operator stuff, and 5 piedmont questions. The supplemental material given were 2 jepp approach plates (vor, gps 14 at ithica and I think it was the ils 23 at provenice) also there was a segment of an enroute chart with the Dansville DAN vor in upper right and the GSO Greensboro VOR in lower left. Study MDA and MSA and know where to find them on enroute charts and jepp plates. Know when to switch vors enroute (what symbols to look for on chatrs) Know holding speeds and what the limitations are, there were at least 2 of these type of questions. Know what the mins are for a commercial operator, when they need to have an alternate Know the LOC frequencies spread is Know what an inverters function is If a dc 8-300 has 14 passengers how many flight attendants are needed? choices 1, 2, none Where are the take off mins found? Jepp approach plate, back of airport diagram, AFD Know where piedmonts crew bases are Know who the VP of flight opps is What danger to a flight exists when cumulous clouds intercept stratus clouds? What precep is most dangerous when talking about icing? Choices rain, freezing rain, mist, sleet Know holding pattern entries, the one on the test was a teardrop entre Know recip engine airplane speed restrictions REVIEW JEPP PLATES AND BE ABLE TO READ THEM….. When do you start the timer on an approach (vor,gps 14 at ithica) What is the FAF on the (vor,gps 14 at ithica) There were 3 cat B approach questions, find mins on jepp plates, etc… On an enroute chart who would you contact when you are here going there? Look for center com frequency for that area of enroute chart What are the effects of a tail heave configuration on an airplane? Lower stall speed, higher cruse, less stable If you have an engine failer above signal engine operating altitude what speed do you shoot for? Choices Vxse, Vyse, Vmu, Vmc When enroute to gso vor on V266 to station what will hsi indicate for heading? If you lose an engine what performance do you lose? When holding when do you start the timer? When shown an approach plate when is the airport open That about all I can remember we were also greeted by bob trout the interview started at 700 I got the 600 shuttle over and arrived at 615 he said he liked that we were that early. Also stay at the homestead it only 40 a night at piedmont discount. and there were alot of people in training for piedmont there to ask questions Good luck

Everything previous still applies. Bob Trout is back from whereever he went. They all go out of the way to make you comfortable and relaxed. Written comes pretty much completely as the previous gouge says. I didn't notice anything from the ATP aside from the number of flight attendants required on a given aircraft. 50 questions, very straight forward. Sim was a PCATD MD80. You don't need to worry with power settings, etc. They did want to hear power setting callouts-take off power, climb power, etc. Be sure to keep the scan going-he actually pulled the power back on me on the approach to see if I'd notice we weren't maintaining the 140 kias on approach. Fly to an intersection, enter a hold, then he resets to set up the approach. Simple ILS, nothing special. HR was Mr Trout and the Training Capt. Again, nothing special, no technical questions, just a get to know you kind of thing. Of the 7 of us that interviewed, I know of 3 that were dismissed at various points in the process, I know 3 of us were offered positions, and 1 we're not sure of. Be prepared to accept the position and start class soon. There's a home based study program you're going to be working on before class starts, be prepared for it. Systems, flows, FOM, etc. This stuff is tested and wil disqualify you if you don't get a 90% or better. Good luck!!

First off, a few rules to follow for the interview day. 1. Dress in a nice, conservative suit. Black pants and blazer, white shirt, conservative tie is probably best. If you do not own a coat and tie, then do yourself a favor and go out and buy or rent one. 2. Arrive on time; better yet, arrive at least 15 minutes early. 3. Do not bring any personal reading material. The reason why I bring up these three basic rules is because there was one gentleman who came to the interview that broke all 3. He got there around 8 (supposed to start at 7:45), was wearing khakis and a short sleeve button up shirt with the top button unbuttoned (no tie), and when he was waiting for the test to start was reading some kind of flying magazine. It was no surprise when he got sent home after the test. First thing after we got to the classroom, we were given a short presentation about the company. Pay attention during the presentation and ask questions. After the presentation we were given a short break and then it was time for the test. Study the gouges below, there's not a whole lot I can add. However, do not base your study SOLELY on the gouges. Study the AIM, Jepp charts and plates, some FAR 121 stuff (basic stuff like crew rest), and company info such as officers and crew bases (which can be found on the Piedmont website). While the test is not terribly difficult, do not take it for granted. There were 8 or 9 of us to begin with, 3 got sent home after the test. Next was the sim ride. This was really not all that difficult. Of the 5 or 6 of us who were left, we had 3 sim profiles that were given at random. I had Allentown (ABE) ILS 6. The one thing that was consistent between us was that they told us that basically it would be taking off, fly a heading/altitude, fly to a fix, then do a full approach. They will give you a few minutes to study the approach before they take you to the sim. Take this time to look at your altitudes and figure out what entry you will use for your course reversal so you won't have to do it in the sim. There will be a captain there with you to handle your radio work, throttles, and other non-flying duties. So you just fly. We took off at night, you move the throttles at first and then he takes over. Call "set takeoff power". Climb out, call "gear up" and then "flaps up" and "set climb power". Before you know it, you will be in the clouds. When you get to your assigned altitude, don't forget to call "set cruise power". From there it's to the fix and then the approach. As before, it's "gear" and then "flaps". When you start the approach, call "set approach power". Now from here they want to see your speed control. If you get slow on the approach, call "more torque" and "less torque" if you are fast. I broke out of the clouds at about 500 feet, but even then keep your head in the cockpit. Talk your way through the sim ride, they cannot tell what you are thinking. If you have questions, ask them. And of course, be diligent on your scan. As for the interview that followed, don't sweat it. There were not technical questions. Simply "tell my about your fling experience" (it's good if you have some stories, but keep it short). Otherwise some HR stuff. They've pretty much made up their mind at this point, so just don't screw up here and you will be fine. I hope this was helpful. Good luck and I will hopefully see you on the line!