SIMULATOR EVALUATION

The simulator ride was done in a FRASCA (I believe 142) which resembled a light twin (also with visual cues screen) and pretty much flew like a Baron. Rotation is at 90 kts, climb at 120 kts, cruise 180 kts. The profile ( all 4 of us did the same thing) was as follows: from KMEM take off on runway 18R, climb runway heading to 4000 ft, while climbing I got some turns and radial intercept ( from MEM VOR), as soon as I reached my altitude, I got vectors for ILS 36L at KMEM with descend to 2000 ft. The captain who was monitoring the simulator was playing as a controller. Before the ride he gave me a call sign (Flagship 5900) and I had to use it when accepting all clearances. They are looking for basic instrument and communication skills. No emergencies or other surprises. The captain told me that he wants me to do a missed approach at DA. At some point during vectoring descend I was also asked to reduce speed to 150 kts for other traffic. The sim did not have an HIS so I really had to keep my eyes in motion. Also even that there was no wind I thing the DG was off maybe by 5 degrees ( every time when I centered the needle and tried to fly the final approach course heading the needle would drift away - I think to the left, so watch out), but it was not too bad. Before reaching DA outside visual cues showed up but since we briefed a missed approached I did exactly that. The captain said that once I level off (I believe again at 2000) I should to a steep turn and then expect holding instructions other than published. I did the turn to the left and was surprised how easy it was. At 55 degrees of bunk the VSI needle remained "frozen" to zero. Then I had to copy my holding clearance while flying. I was sent back to MEM VOR and asked to hold on 180 radial. I did a tear drop entry and was turning inbound to the right. As soon as the needle started to move toward center of the gauge, the captain stopped the simulation and told me that it was all and that I did well on it.

00) Call sign FLAGSHIP5900
01) Rotation 90kts
02) Climb 120kts
03) Cruise 180kts
04) Take off from KMEM RWY18R
05) Climb runway heading to 4000'
06) While climbing do some turns
07) Some radials interception from MEM VOR
08) Level off at 4000'
09) Vectors for ILS36L KMEM
10) Descend for 2000'
11) They are looking for basic instrument and communications skills
12) At descend please reduce speed to 150kts for traffic.
13) At DA please execute the missed approach
14) Missed approach procedure say climb to 2000"
15) At 2000' level off do some steep turns
16) Expect holding instructions other than published
17) Copy the holding clearance
18) Fly to MEM VOR and hold on 180 radial from the VOR
19) I did Tea Drop entry
20) as soon as the entry, The Captain told me, good Job!

SOME OF THE QUIZ QUESTIONS (TECH QUESTIONS)

1) Difference between Transformer Rectifier Units and Inverters?
R= TRU AC to DC
Inverter DC to AC

2) How you recovery from inverted unusual attitude?
R= auto pilot off / push yoke to unload any Gs.
Nose high / add power and release yoke
Nose low / take power off and bring back to horizon
If nose is low, step on the sky, apply rudder
Roll wings level before pitching up to horizon

3) Tell me about Critical Mach Number?
R= is the free stream mach number at which sonic flow first appears on the airfoil/wing.

4) Tell me about Swept Forward Wing?
R= Forward wing also improves anti stall characteristics and allows a lower minimum speed. The air tended to flow inward toward the root of the wing rather than outward toward the wing tip as on the swept back wing.

5) Tell me about Reverse Command?
R= The region of reverse command can be entered at low airspeeds, when you're in a high nose-up attitude and the drag induced by the wing's high-lift angle of attack increases dramatically.

6) Tell me about Wing Let Benefit?
R= Affect the part of drag called induced drag. The outboard tip of the wing generally is designed for roll maneuvers. However, when winglets are added, the high load on the winglets during side-slip maneuvers cause the wingtip area to be more highly loaded. Therefore, sideslip maneuvers and weight became the design case for the wingtip.

7) Tell me about Angle of Attack?
R= Difference between where the wing is pointed and the direction of the air flowing over the wing is called angle of attack.

8) Tell me what you know about Coffin Corner?
R= is a dangerous portion of the flight envelope that must be carefully approached by high altitude and high subsonic speed aircraft.

9) Where do you find the CVR and FDR of the CRJ?
R= in the aft section

10) Tell me why stall is more critical at higher altitude?
R=

11) Tell me what you know about wake turbulence?
R=

12) Smoke in pressurized cabin?
R= Very difficult to identify smoke source because of the location of the failed equipment or because of the air circulation throughout the pressurized cabin.

13) What are V1 and V2?
R= V1 take off decision speed "go or not Go"
V2 Take off safety speed "35' Clearance"

14) What is VMC?
R= Minimum Control of Velocity (One engine inoperative)
Below the VMC is not enough aerodynamic force generated by the rudder to produce the correcting yaw

15) What is the max speed @ 10000'?
R= 250 knots

16) What is critical engine?
R= Means the engine whose failure would most adversely affect the performance or handling qualities of aircraft.
EX: A clockwise rotating propeller makes the left engine critical.

17) Describe Spiraling Slipstream?
R= in two engines flight; the spiraling slipstream misses the vertical stabilizer.
In single engine flight; the slipstream from the left engine will hit the tail (because the aircraft is yawing to the right)

18) Tell me about fuel oil heat exchange?
R=

19) What is VDP?
R= VDP visual descend point
Used on non-precision approach, is the point which you may start your descent from the MDA to the runway touchdown point, provided the approach threshold, approach lights or any other markings of the approach end of runway is cleary visible to the pilot.

20) What is PDP?
R= planned descend point

21) Could you Calculate VDP or PDP?
R= Distance based VDP / PDP
Example:
MDA 430'ft. MSL / 300'ft HAT (HAT Height above touchdown)
430/300 = 1.4nm
Time-based VDP / PDP
Example:
MDA is 430 ft. MSL
Time between FAF and MAP is 3:54
10% of 430 = 43
Subtract 43 seconds from 3:54 = 3:11 to VDP/PDP

HR & TECH QUIZ (ALWAYS MAINTAIN GOOD EYE CONTACT)

1) Why would you like to work for Pinnacle?
R=

2) Tell us about a situation when you had to make an unpopular decision and how you explained and enforced it for other people?
R=

3) Describe how you would deal with a difficult coworker?
R= I listen more than I talk. If affect the safety of flight, tell him that you will bring this problem in private to the chief pilot.

4) The captain goes below minimums, what you do?
R= First tell him minimuns (For him and CVR) Second call tower and say: Flagship5900 on missed approach. If captain mantain his attitude, push go-around trigger.

5) You just took off, bad weather - take off alternate listed, the flight attendant informs you that a passenger is critically ill. What do you do?
R= First, You must take care of the safety of the flight. Do a speach and check if there is any doctor inside the aircraft. Then go to the alternate airport.

6) You fly with a captain who had a bad day and is not doing the checklist. What will you do?
R= Excuse me captain, I will do the check list just to make sure. (your voice will be on CVR in case of any accident) Tell the captain that you will report this problem to the chief pilot in private.

7) One of us got a really dire situation: You could not land at the destination, went to the alternate airport and already had to missed approach there. You were vectored for the second try. Now you have only 20 minutes of fuel left. During the second attempt the glide slope goes out of service. What will you do?
R= Continue doing localizer approach, declare emergency and land no matter what.

8) You are in KMEM and the visibility is 700 RVR, can you legally take off?
R=

9) Tell me about the abbreviations for CL and REIL?
R= center line and runway end identifier light

10) You are 20 NM from an airport coming for an approach MSA is 3700 ft, you are being vectored at 3600 ft. Are you in danger of hitting any obstacle?
R= No, because 1000' ft built-in safety factor

11) What about if there were a mountainous area?
R= No, because 2000' ft safety factor.

12) Give examples of: a stressful situation?
R=

13) Give examples of: a rapidly changing situation?
R=

14) Give examples of: a time active listening skills have helped?
R=

15) How you built a reputation?
R=

16) Have you ever failed a check ride?
R=

17) Have you ever flown with a difficult Captain? What did you do?
R=

18) Why should we hire you?
R=

19) What are your strengths and what are your weaknesses?
R=my strengths are: Any thing positive about yourself
My weakness is: The best answer is, I love chocolate. Never say a negative point of your personality.

20) Have you ever broken a rule, why?
R= Fortunaly no, I never been put in this situation.

21) The captain show up to the flight with a alcool in his breath. What you should do? Do you call the TSA or the FAA or the police officer?
R= No, I will tell the captain I'm sorry but I will have to report this incident to the chief pilot, but don't worry I will keep in private with the chief pilot only. (Then the chief pilot will take all the responsability.)

22) Why you left the previous employer?
R=

23) How you got involved in aviation?
R=

24) How you would get to work if you didn't move to domicile?
R= You always say, I will move to domicile.

25) What you would do if for some reason you couldn't fly for a living and whether or not you had interviewed with anyone else?
R=I will become an instructor in the aviation field. It is the only thing that makes me happy.

26) How many hours you have on the CRJ?
R=

27) What you saw as the pilots roll in customer service?
R=Customer service is the number one priority for any service company that deals direct with customers. We have to help a passenger if needed because Passengers are our responsibility, safety is number one in this field.
We always have to be courteous and polite in any situation or when any issue arises regarding a complain.

28) What you could bring to PINNACLE?
R=I could bring to PINNACLE my experience as a pilot.
The responsibility and commitment that it takes to be a pilot.

29) Tell me about your aviation career from start to present?
R=

30) Do you had any problems with security in the aircraft?
R=No, but I am well prepare and aware of all the security involved

TIPS FOR INTERVIEW

1- EYE CONTACT
2- HARD HAND SHAKE
3- ANSWER ONLY WHAT THEY ASK YOU
4- TALK CLEAR AND NOT TO LOAD
5- ANSWER AS LITTLE AS POSSIBLE, IF YOU TALK TO MUCH THEY WILL GO DEEP.
6- WHERE TO PUT YOUR HANDS... FINGER TIPS TO FINGER TIPS IN FRONT OF YOU.
7- THE REASON THAT YOU ALWAYS SAY ABOUT: WILL REPORT IN PRIVATE TO THE CHIEF PILOT IS: YOU CAN'T LET THEY KNOW THAT YOU WILL BURN IT YOUR CO-WORKER TO THE ENTIRE COMPANY AND OTHERS.
8- BE YOURSELF
9- RELAX
10- BUY A NICE AGENDA BECAUSE ON THE END OF THE INTERVIEW THEY ALWAYS ASK YOU IF YOU HAVE ANY QUESTION. (things like that)

1) Do I'm going to have health insurance while in training?
2) When do I am going to be eligible for health insurance?
3) How long will be the training?
4) Do we have free accommodation and meal during training?

BE GOOD, I HOPE TO HELP SOMEONE WITH THOSE TIPS.....
UNFORTUNALLY I CAN'T TAKE THEIR OFFER TO BE A FIRST OFFICER....

First of all Pinnacle is growing ( they claim to be the fastest expanding regional carrier - they were accepting up to 6 - 9 CRJ's per month in the recent past increasing fleet to 131 jets with immediate expansion goal to 139 and long term possibilities for 300 RJ fleet) and hiring ( they are projecting to employ at least 40 new pilots a month for the rest of the year - currently have 1075 on payroll). So if you send your inquiry to them and meet their minimum requirements start studying for your interview early, because they will call you probably rather sooner than later ( I waited for the phone call only about one week). Also it would be a good idea to start early on the job application ( all forms are downloadable from their website). It would be my advice to select ( if your schedule permits) the most distant interview date that they would offer when you get their call. They usually won't give you more than a week's notice to prepare anyway, and believe me, the closer to the interview every day is increasingly precious for study and completion of the job application.
I can not stress hard enough to use the gouge from this site and "Aviation Interviews". It is impossible to know most of the answers to the unexpected questions, so if you are serious about surviving during that interview ( not saying about getting the job), by all means use the gouge - it is mostly accurate. What you should do is to copy posted interview experiences from the last 3 months into a Word document, then delete all miscellaneous info ( like hotel details etc.) and leave only questions from the written or oral. Different guys remembered slightly different questions so if you pull their testimonies together, you will have an essence of what you should be studying about ( I printed myself 5 pages worth of questions that way). Also beneficial information can be found in: Turbine Pilot book, Jeppesen Instrument Rating Manual or King School's Jeppesen charts' review course and most advanced aerodynamics manuals. Study Jeppesen chart symbols. Know abbreviations ( for example for airport lighting).
As far as hotel goes, I do not know why Pinnacle recommends Radisson. It is located on Memphis airport grounds and lots of guys are complaining about early FedEx "courtesy wake up call" at 3-4 AM. I did call Radisson but their personnel seemed clumsy and they were also sold out for the night of my stay. I decided to do little bit of research using expedia.com ( also you can try other discount travel sites like orbitz.com travelocity.com or hotwire.com) and internet maps. I settled for Beymont Airport Hotel. It is located outside the airport but not too far ( about 1.5 miles away) and very close to Pinnacle's Headquarters ( maybe 10 minute walk - while from Radisson you better ride the van or the walk would be at least 30 minutes, maybe more), it offers shuttle van service, comfortable rooms ( I had 1 king size bed, a recliner armchair and a desk) and breakfast in the morning. The only problem is that the closest place to eat ( not counting food at a gas station) is about 25 minute walk away ( the shuttle van can take you there too) but there are two restaurants ( Chinese and BBQ) that deliver to Baymont. As far as Fed Ex goes I heard them little bit around 4 AM but it was not too bad and I fell right back to sleep. For best result try to get a room in the western wing - away from the airport. I was very happy with my hotel choice. And the price for all this via expedia.com was only $50 ( do not try to book directly with Baymont - their rate without discount was $64) - that is two dollars cheaper than Pinnacle's rate at Radisson. There are other hotels near Pinnacle's Offices: Courtyard Inn ( 5 min walk), Ramada ( 10 min walk), Best Western ( 15 min walk), Days Inn and Comfort Inn ( both about 20 min walk), but I am not sure about their levels of service, pricing and if they offer a shuttle van.
What I did and what I would recommend to you was to check in early to your hotel - about 1 PM ( the official check in time was 3 PM but they did not make me wait) and go for a reconnaissance mission to Pinnacle Headquarter. First of all you want to know where it is ( if you are staying elsewhere than Radisson, your shuttle driver might be unfamiliar with that location and looking for it 5 minutes before your interview start time is a bad idea - I guess I was the first Pinnacle candidate at Baymont because my driver did not know and I had to show him what I discover day before). I am not sure about the route from Radisson but Pinnacle is just south - southwest ( you can see it ) from Courtyard Inn. The rest of the mentioned hotels are on or near Mill Branch Road. Just take it north to Nonconnah Boulevard ( the last intersection before I-240), make a right turn there and go to the first office plaza on your right - you are at Pinnacle. If your arrival date ( as it was in my case) is the date that other pilot interviews are conducted you stand an excellent chance to run into interviewed candidates coming out of the building around 1 - 2:30 PM. If you see a sharp looking individual ask that person if in fact he/she had a pilot interview. Then you will have a chance to find out if there were any surprise changes to the questions or simulator profile.
Once you confirmed that there are no changes in the interview process, you should relax little bit. If you studied with the gouge you should be able to survive the interview. Go get something to eat, then come back to your room. Iron your clothes for next morning and make a review of the questions from the gouge( you also should have studied on the airplane or at the airport on your way). Do not study too late. Make sure you are in bed no later than 10 PM. If you are a light sleeper you might still be woken up by the FedEx planes. I had a good night's sleep and woke up fully rested at 6: 10 even before the alarm went off. Then I had a time for breakfast and little bit of final review.
I have arrived at Pinnacle about 8 AM as the first on and had to wait by the front desk receptionist. You should get there anytime 10 - 20 minutes before your interview start time. And yes, you may bring your suitcase to the interview ( I left mine at the hotel but it was not necessary). There were 7 of us in my interview group. The first thing they made us do was to organize our job application forms in our filing jackets ( provided) in a particular order that they liked ( they gave us instructions how). Make sure you have your job application completed before you come ( one guy was still working on it well into the interview). We were greeted by Captain Gary People's and other staff and guided to a class room in a different part of the building. First Capt. Peoples gave us an overview of the company and it all sounded pretty encouraging. Their pay scale seemed on the lower end for the type and seat comparing with other carriers with RJ ( F.O. starts at about $20.70/flight hour then over $24/flight hour in the second year with 75 guaranteed). We were told that the new pay scale with somewhat higher numbers was due to come out soon. Pinnacle also pays only flat $200 per week during 2 months of ground school and simulator training. So be prepared to live on limited means for a while ( they are asking if you are ready for it). At least they are flying a lot ( 90 - 95 hours per month), so you might keep your actual gross earnings higher that way. As I mentioned the company is growing very fast and the hiring a lot giving hopes for a short reserve ( 1-2 months I was told) and a decent schedule soon. Upgrade is in about 2 years now ( 3,500 TT and I believe 500 in type required).
After the overview came time for the 50 question written test ( everybody gets different set of questions with some questions repeating itself in few sets). The test is tough. If you get over 80% you are a genius. Previous gouges are accurate about it. 40 multiple choice and 10 fill in the blanks questions with 70% correct answers the minimum passing score. My advice is this: first answer those questions that you are absolutely sure about the answer. Then see how many you got so far and where you stand with the score. If you have over 35 then you stand a good choice for passing as long as you really got these right. I had 41 done that way before moving to more difficult ones. Unfortunately I made some mistakes along the way because my final score was 76% even after I had studied like a madman with the gouge ( without it I would fail miserably). Be careful because some questions have more correct answers than one and I think this is what got me ( for example I think question: Why is stall more critical at higher altitudes? has 2 answers). Also take your time when answering and make sure you have not missed anything. I believe our highest scoring class mate was the last one to finish but most carefully looking at the test. We submitted our tests for scoring and took a little break ( restrooms and cafeteria are nearby). Then the Pinnacle staff started to call us after grading. I think the rule is that if you are called first or last you passed the written. Unfortunately 3 of us failed the written and were send home early while 4 moved on to the next phase. We were called for: simulator ride, technical and HR interviews in various orders depending on staff availability.
The simulator ride was done in a FRASCA ( I believe 142) which resembled a light twin ( also with visual cues screen) and pretty much flew like a Baron. Rotation is at 90 kts, climb at 120 kts, cruise 180 kts. The profile ( all 4 of us did the same thing) was as follows: from KMEM take off on runway 18R, climb runway heading to 4000 ft, while climbing I got some turns and radial intercept ( from MEM VOR), as soon as I reached my altitude, I got vectors for ILS 36L at KMEM with descend to 2000 ft. The captain who was monitoring the simulator was playing as a controller. Before the ride he gave me a call sign ( Flagship 5900 ) and I had to use it when accepting all clearances. They are looking for basic instrument and communication skills. No emergencies or other surprises. The captain told me that he wants me to do a missed approach at DA. At some point during vectoring descend I was also asked to reduce speed to 150 kts for other traffic. The sim did not have an HIS so I really had to keep my eyes in motion. Also even that there was no wind I thing the DG was off maybe by 5 degrees ( every time when I centered the needle and tried to fly the final approach course heading the needle would drift away - I think to the left, so watch out), but it was not too bad. Before reaching DA outside visual cues showed up but since we briefed a missed approached I did exactly that. The captain said that once I level off ( I believe again at 2000) I should to a steep turn and then expect holding instructions other than published. I did the turn to the left and was surprised how easy it was. At 55 degrees of bunk the VSI needle remained "frozen" to zero. Then I had to copy my holding clearance while flying. I was sent back to MEM VOR and asked to hold on 180 radial. I did a tear drop entry and was turning inbound to the right. As soon as the needle started to move toward center of the gauge, the captain stopped the simulation and told me that it was all and that I did good on it.
At some point the staff ordered a lunch break and the company was even catering some food for them and for the interviewees which was super nice of them. There is also a cafeteria which free coffee and I believe some vending machines if you want something extra. All the staff people are very friendly and nice but do not let your guard down. They are there to evaluate you not befriend you, and they are super professional at the same time, so try to maintain proper bearing at all times ( even during the lunch break).
Next for me came the time for a mixed technical/HR interview. It was done by an FO and an HR lady. They were taking turns and asking me few questions in a row. As far as technical staff goes, it was all Jepps charts review and applying their info to a particular situation. First I was asked: you are in KMEM and the visibility is 700 RVR, can you legally take off? I was buying some time asking the FO how many engines on my aircraft and if there are special visual cues available. He told me that I had 2 engines. I told him about general 1 mile rule and he replied that all runway lights available. But that time I was looking at the appropriate table on the back of the airport diagram page and found out that with CL and REIL the minimum visibility for take off was 600 RVR. So I said that it would be legal to take off. He said OK and asked me about the abbreviations ( CL, REIL). I kind of forgot it but I was frank with the FO. During my whole conversation with the pilot I sensed that if I was on the right track he would give me extra questions which would help me to steer me to the correct answer for the main question. They do not expect that you will know everything. If you do not know something be honest about it rather than to come up with a bullshit answer, because they will follow your bullshit reasoning and you will be confronted not only with your lack of knowledge but also will feel stupid for what you said. We did review of different Jepps approaches, the symbols ( for example the highest obstacle) and how to fly them. I was also asked to brief an approach like if we were during the arrival phase. I was asked about PDP and VDP so know what they are and rules with the VDP use. Some questions were as follows: you are 20 NM from an airport coming for an approach MSA is 3700 ft, you are being vectored at 3600 ft. Are you in danger of hitting any obstacle? ( No - 1000 ft built-in safety factor) What if this was a mountainous area? ( 2000 ft safety factor). The captain goes below minimums, what you do? ( DO NOT tell them that you will fight for controls, I told them that I will call out to him "altitude, altitude" then "missed approach" also if the captain continues with the approach broadcast "missed approach" to the ATC - this will automatically void landing clearance and the captain will be faced with missed approached instruction either published or otherwise given by the ATC). If you had incidents, accidents and/or violations they would like to hear about what happened. They will not be judgmental about it but will probably show some understanding but would like to see what you have learnt from these situations and how they made you a better pilot.
HR questions where pretty straight forward and repeating those from prior gouges: Why would you like to work at Pinnacle?, Tell us about a situation when you had to make an unpopular decision and how you explained and enforced it for other people, Describe how you would deal with a difficult coworker. If you have real life and especially cockpit examples they would love to hear them.
Then came the time for the Exit Interview which was done by a senior captain, Gary Peoples. If you made it so far it shows that you stood your ground in all prior phases and that the company starts taking an interest in you. In my opinion the purpose of this conversation is to see if you have what it takes to be a future captain because the company hires pilots as such not eternal FO's. The captain will "throw" you into a decision situation. Be prepared to make a quick assessment of the alternatives and come up with a good decision fast. Then the captain will created additional circumstances and will try to pressure you with them ( and drilling eye contact) in an attempt to lead you away from your original decision. Of course it would be ideal if you make a perfect decision and stick to it but even if you make slightly less desirable choice I think it would be better to show at least a determination in that decision rather than a wavering indecision. My scenarios where as follows: You just took off, bad weather - take off alternate listed, the flight attendant informs you that a passenger is critically ill. What do you do? I said that I go to take off alternate for landing. Then the captain said OK but there is a doctor onboard who is helping that passenger and demands landing at the nearest airport or the passenger will die - what will you do? I said that I still go to the take off alternate airport for landing because this is the fastest most assured way to put the plane on the ground and the passenger to a hospital ( I would also called ahead for an ambulance to wait for us on the ramp); You fly with a captain who had a bad day and is not doing the checklist. What will you do? I said that I will do the checklist myself to make sure that nothing was missed. Mr. Peoples said OK but during the next leg that captain is still not doing the checklist. What do you do? I said I will report the incident to the company. One of us got a really dire situation: You could not land at the destination, went to the alternate airport and already had to missed approach there. You were vectored for the second try. Now you have only 20 minutes of fuel left. During the second attempt the glide slope goes out of service. What will you do? I think the best answer would be: declare emergency, continue the approach ( most likely this is your last shot you will get) using localizer for course guidance and predetermined vertical speed ( use GS x 5 rule - f.e. at 140 kts - 700 fpm descend), have the FO call out altitudes and DME distances if available, at 50 ft above touch down you might ease up your descend rate slightly ( one experienced B767 captain told me that under the circumstances he would not even try to make a nice flare just drive the plane into the concrete). After this was over the staff thanked me and told me to expect the decision in 5-8 days and I left the building for the airport.
The rule is if they call you are hired if you get a letter you are not. Unfortunately I got the letter ( something to the tune of: "Without taking anything from your impressive qualities, we have located another individual whose background better matches our current needs. You may reapply in 6 months."). At least I have satisfaction that I have mad it to the end and will use this as a learning experience for the next interview. One friend from our group of 4 was offered class date during the interview but he really deserved that( 92% on the written, 3500TT including part 135 and 121 experience). Me and another guy with 2300TT did not get it and I am not sure about another individual with 1500TT. I think they are looking for those with current flying job and close to upgrade flight time ( With all the expansions and improvement of the situation for the industry they might be short on captains in the near future). The friend who got the job told me: "If you got a letter do not give up. I have 36 of them including one from Pinnacle I got one year and a half ago. Just keep trying". And this would be my final advise to all of you who are less fortunate during this or any other interview. Good luck.

Hey all, whilst studying for the Pinnacle Interview, I cam accross this site, it is a big help if you dont know your jep charts.
Have my interview tomorrow. Good luck to all, hope this can be of some help.
http://www.jeppesen.com/download/misc/handbook.pdf

The last profile is very accurate. Everyone at Pinnacle is real nice. Although the people at raddison weren't too nice, the business center computer was down and no one cared.
The Day starts at 8:30 with the capts giving you the company overview since the HR person was stuck in traffic. Written was tough...atleast for me...make sure you know the CRJ stuff....most or all of the written was High speed stuff, swept wing characterstics, Inverters, region of reverse command, decent planning, wake turbulance questions, Critical mach number, winglet benefit, hardly anything from the ATP. I never made it to the interview session so cant say much about that. It seems like a good company to work for...they need people. Was very Disappointed not to make it but thought the written was a bit unfair for new recruits...anyways good luck guys

The Captains and HR people are very nice and make you feel at ease thoughout the process. The day started with 31 interviewees taking the same written test only 14 managed to get above the required 70 percent. 50 questions. They had just changed the test and it is no longer on ATP type questions. There were a few, but it was mostly on high speed aerodynamics and jet knowledge. Know material on: critical mach number, angle of attack, critical angle of attack of CRJ, sweptwing stall charicteristics, transformer rectifier units, inverters, transport category load limits, high speed buffet, low speed buffett, Coffin Corner, region of reverse command, descent planning, benefits and primary functions of winglets, oil-fuel heat exchanger, smoke in pressurized cabin, ice covering pitot tube, inverted unusual attitude recovery, plus more on that kind of stuff. Oh and if you don't know where the CVR and FDR are located on the plane, find out (in the aft section).

The actual interview was with one Captain and one HR person. The tech questions from the Captain were easy enough. CRM, ILS breifing, clearance limits, FAF of ILS. The HR questions were the typical stuff for the most part. Give examples of: a stressful situation, a rapidly changing situation, a time active listening skills have helped, how you built a reputation.
The exit interview was with one Captain. More typical stuff, why Pinnacle, etc. All the people interviewing were execellent people and were very outgoing and friendly. I look forward to working with them in the future.