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Skywest Airlines Pilot Interview Profiles

Date Interviewed:
Summary of Qualifications: cfii, mei, 1000+ total 100+ ME BS degree, only flight instruction
Were you offered the job? No
Pilot Interview Profile:

Flew into SLC a few days early from Hawaii (had to buy own ticket to LAX, they dont fly that far) and sim prepped at 2 different schools because American Aviation isnt always available. Everyone knows to go there so set it up early if you can. You want to practice in an ATC 810. All the hotels are pretty cheap because Skywest has a discount contract of some kind. Took a cab over to the Skywest hanger. 7 guys total all interviwing, all with 2,000+ hours most with turbine time. As a fight instructor I felt out of my league and it turns out I was. Started out with 3 different written tests. Personality test/pysch profile is easy (as long as your not crazy I guess) a lot of the questions are wrong vs. wrong so theres no right answers. The 2nd written is an ATP regulations test. I had taken the 1 day crash course at ALL ATPS the week prior to the interview and it helped tremendously. If you have no 135-121 experience this is something you have to do. The skywest atp test does not contain any weight and balance nor any system or time speed distance stuff. So concentrate on wx, aerodynamics and regulations. 3rd written test is mechanical aptitude. Some algebra, ex. 2 airplanes take off different times different speeds, how soon until they meet? Also stuff about gears one turns one way which way does the other turn? You can and should study for this by getting the ASVAB (armed service vocational aptitude battery) book that military applicants use.
Everyone in my group passed the writtens(but Camielle pointed one guy who barely passed) so we all made it to the next round.
We were individually called back for Sim and HR/tech interviews. This takes a long time so be prepared to wait. I was called back first for tech interview and I sat down with 2 RJ captains and Camielle (HR). We started out with Electrical on my airplane (Travelair) what voltages? Why? What kind of batterys ( lead acid as opposed to Nickel cad or lithium)? How does a circuit breaker work? I knew this well so we moved on. Thats how it goes, if you know it they move on if you dont then they start to dig. We never talked about props, gear, fuel system of my airplane. We talked a bit about engine numbers and what they mean and how a carburetor works. Then I was asked about 20 questions about turbine engines despite the zero experience I had. Bleed air? Compressors? Turbine shafts and starting procedures. I knew very little of this and I thought it was a personality test to see how I would deal with pressure. Turns out I needed to know this.
Next was Vmc, critical engine, How Cg affects Vmc and performance? How is Vmc calculated by the manufacturer? WX stuff including overflight of thunderstorms (read the AIM) Charts Know Mea, mora, moca, Mca, climb gradients, uncontrolled airspace on Jepp charts.
After that it was basic HR, Ever been convicted? DUI? Why Skywest? Where you goin be in 5 years?
That was it. After the interview I was waiting for the sim, I was called back in and told that I didnt have the knowledge required and that I could go home. They Skywest employees were super nice and professional. I think that they really want to hire people. But you got to know a lot about jets because thats what they fly.
I hope this helps you guys in preparing. Good Luck

Date Interviewed: November 2002
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I showed up a day early stayed at Candlewood Suites rates are 39.00. Showed up at the hanger at 7:00 and two test were given. I heard that they are going to change the mechanical aptitude test so be careful what you memorize. For me it was a long wait to go to my interveiw. Technical consisted of airplane systems mostly general, some specific. Engine description of PT-6. Difference between axial and centrifugal compressor. Inverter questions. Some part 135 questions (because thats what I had been flying). HR interview fairly standard. Sim was tough, slam dunk approach to Teterboro NJ make sure you take a good look at the VOR app. They are not hiring anybody on the spot anymore so expect to have to wait. Good company good people.

Date Interviewed: October 2002
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I applied online and updated once, plus emailed Camielle one time at the address from which she responded to my original online application. I had no company LORs and did not attent a job fair. The interview process was very straight forward and very professional. If you go in thinking your experience will carry you...it wont. If you go in as a prepared professional pilot, carrying knowledge of your aircraft, IFR procedures, and FAA regulations...you'll do great. Of seven interviewies, three were dismissed (one each for testing, sim and tech interview) three were hired on the spot (one CRJ, two EMB), and one was told he would hear via letter in 8-10 days. I still needed to take the writtens. The FAR test is straight from the ATP test with no charts, calculations, etc. Review the part 91, part 121, weather, aerodynamics, and other general knowledge sections of the ATP prep book. The MX portion wasn't too hard, but if you have forgotten your basic physics stuff from high school, you might review a mech aptitude tests prep book. I heard they just changed this test to a new 20 question mech aptitude test. Personality test is a no brainer, just answer honestly and realize there are "no win" questions. The sim was straight forward, they are looking for general IFR procedures and good situational awareness. An hour of practice sim time at the local flight school (American Air Academy) is well worth the $90. No surprises on the profile. Flew a departure, direct to a VOR to hold, started an arrival, then picked up vectors for the ILS. They told me before the ride, if my first approach was rough, they would let me fly another to redeem myself. My first approach was good, so we stopped there. I had briefed the missed and had the NAVAIDS set up, so I didn't have to actually fly it. Big things were to stay ahead of the aircraft and demonstrate solid instrument procedures. The tech interview is as described in other interviews. KNOW YOUR AIRCRAFT SYSTEMS AND THEIR OPERATION!! Other questions were on low alt charts, MEA, MOCA, MCA, etc., approach plates, weather. HR question were along the line of "tell me about a time you were scared flying" "tell me about a time you used CRM while flying" "why should we hire you". On the tech stuff, if you nail the first questions, you wont be pressed too hard...if you stumble, be prepared for a grilling. After all three phases were complete, I waited in the conference room for about 10 minutes, then they came and offered a CRJ FO position on the spot.

Date Interviewed: March 2000
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I just had an interview with SkyWest last week, great experience. Flew in 2 days prior, and stayed at the Candlewood Suites. By far the best place, all
SkyWest people there $39. Rode to the hangar @ 7:15 A.M., for the 8 A.M.
Only 3 people, 1 didn't show. I had Mins: 1,000 TT, 200 ME, 150 Intrument,
135 experience. Other guys 2,500 and 3,500 respectively. Larraine Caldwell
began the interview with company info and administered the written tests.
Whole new written test format. 114 question test book. 4 different test,
where 50 questions are drawn for the book. Everything still out of the ATP
written book. 10 question mechanical. Writtens were easy, but I also
studied hard. Must get a 70% or better to continue. Look at previous gouge,
he had good examples of the questions. They came from FAR Part 1, 61, 91,
121, and NTSB 830, weather, areodynamics etc. Study everything but FAR 135,
Systems: DC-9, 737, 727, B-1900, or any question that says "refer to a
figure." No weight and balance or palet weight problems. Air inc has a
mechanical gouge. Mech was pretty easy, just read the question carefully.
Study the ATP, it will also help you on the interview, very good stuff in it.

Next was paperwork. Have employment info for last 10 years. Addresses,
contact names, phone and fax numbers. No gaps of more than 30 days, or you
need a reference. High school and college info as well, if within last 10
years. Drug test forms if on previous DOT testing programs last 10 years, I
am., 5 year background check on all flying jobs. Have this stuff before you
go, then the paperwork is really simple.

Next was the Sim ride. ATC 810 non-visual sim. I suggest you practice in
one before you go and you will ace it (Sunrise Aviation @ SNA John Wayne
Airport, CA 949-852-8850 has one $40 hr and $25 hr for the intructor: Bill
Jacobus, he knows everything). I had about 5 hours in it with him, and the
sim ride went real smooth. Sim is running when you get in. They give you
holds on the ground. If you do them right then you won't do any in the air.
I got the ILS 11L @ Tuscon AZ.
They are changing the cities all the time, so be prepared for anything or any
approach. If you practice in the sim, then it won't matter what they give
you. Get ATIS, then Clearance, and look for below weather mins, or notams
that would effect your ability to comply with your clearance. Depart RWY
heading, radar vectors, Intercept VOR radial outbound which parrallels the
inbound LOC course. Fly to Wasen int., cleared for the approach. Make a
procedure turn and descend and slow to 120 all at the same time. Flaps on
base, gear down when GS is one dot high. If you know how to manage the sim,
the sim will do all the work. 120 kts on approach ='s 27 hg Man pressure.
If you have the missed appraoch dialed in then you will land, if not, then
you go missed. Standard calls: ATIS (on ground and airbrone), Clearcance,
Departure briefing. They act as your FO and they want you to considered it a
two-pilot flight all though they don't do much to help. Checklist calls:
Before TO, After TO, Cruise, Descent, Before Landing, On Final. Real basic,
mostly power settings and configuration stuff. No surprises or failures of
any system. They tell you if something fails, it's because you caused it to.
Go to Sunrise or wherever to get practice. It can make or break you, and the
sim ride is really important to them.

Finally I got to the HR and Technical interview. Two RJ captains interviewed
me, one did HR and the other Tech stuff, very cool guys. While one talked
the other was going through my paperwork and logbook. Began with basic HR
questions: have you ever been convicted of a fellony, is all you info
correct, are you a citizen, etc. etc. From their went right into systems on
the aircraft I was flying. Know it well. I got grilled on Electrical ,
hydraulic, props, fuel, service ceiling, engine, turbo charger. They said I
could talk about any airplane I wanted. Then into Jepp approach plates and
enroute charts. Know this stuff well. I studied the legend for a long time
and felt very comfortable. If you know it then it is over really quickly.
If not then you will get grilled. Bottom line, know what everything means
and be able to explain it. Examples: MOCA, grid MORA, mountainous terrain,
VOR service volumes, class G airspace, VFR above 18,000, MCA's or when to
climb 5:1, when to descend 3:1 ratio, stuff like that. Back to HR questions
again. Why do you want to work here, tell me about the company, have you
failed a checkride, tell me about a scary situation you had flying. Captain
goes below Mins, what do you do (don't stand for it and announce to tower you
are going missed, don't fight over the AC). You see Captain drinking at bar
and it is now less than 8 hours before the departure time, what do you do
(query captain, find out if you have new departure time, if not ask them to
stop. If they don't, tell them they are illegal. If they show up next day,
go see chief pilot, then pilot becomes legal again, you go fly). Back to
Tech, talk about icing, thunderstorms and their avoidance, fog, going below
mins when you have approach lights in sight, circle to land. Then finally,
"convince the two of us why we should hire you," and that's it. My interview
took about 30 minutes, others were longer.

Bottom line: be yourself, don't lie, if you don't know something tell them
you don't know. stick to your answers, they will try to get you to change
them. The whole interview process is really relaxed, they go out of their
way to make it so. They are a great company, thay care about their
employees, and you get great benefits. I was in at 7:30 and out at 12:30. I
interviewed for a May 10 ground school, and they are hiring like crazy, 55
RJ's on order with 50 options. I hope this stuff helps. I should here from
them this week, and I think it will be good news.

Date Interviewed: February 2000
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

SkyWest interview on 2/16/00 in San Diego. SKW is using a traveling road show interview process in addition to the traditional format. Everyone did their
best to make you feel comfortable and welcome. The process consists of a 50
question written test from the ATP written, a mechanical aptitude test and a
one on one interview with a Captain. The interview consists of HR questions
and then a tech interview. If you pass all of the above, you are invited to
SLC to fly the sim. I recieved the follow up call te next day to schedule the
sim. These are the questions I could remember

What do you know about SKW and its history?
What domocile would you want and why?
Why should we hire you?
Why do you want to work for SKW?
What did you do to prepare for this interview?
Most scared in acft.
Who is your role model and why?
Greatest dissapointment in aviation.

Tech stuff
What is CRM
Who participates in CRM? Capt. wanted to hear pax listed, dead heading crew,
What is S.A.?
What is a volt?
What is an amp?
Reviewed current acft, covered all systems
Complete electrical failure, how would you lower the gear? verify its down?
Left engine generator failure at night, IMC conditions. WWYD?
Engine failure at 50 AGL, dept. end of rwy. WWYD?
Crosswind limitations
Def of critical engine.
Def of VMC
How is VMC determined?
What is the diff between a NIcad and lead acid battery?

Pulled out Jepp low alt. chart of the Pacific Northwest.

What is a MOCA? what does it provide?
How can you tell the diff between an airport with an inst approach and one
Grid MORA, what is it, what does it provide you with?
Jepp definition of mountainous terrain.
What is MEA/MRA, what do they provide you with?
What does it mean when a localizer course is depicted on an enroute chart?
What is the min climb rate req. when climbing to meet a MCA?

Next came the Ceder City Utah ILS appch to rwy something, possibly rwy 20.

Brief the approach
Where is the highest terrain on the plan view?
Why is terrain depicted on some approach charts, but not others?
Limitations on P.T.
How can you remain in the protected area of the P.T. if its based on a
compass locator?
MSA provides you with what?
NORDO situation from adjecent VOR
Where if the FAF on an ILS approach?
You are outside the FAF and the wx goes blo mins, WWYD?
Same, except inside the FAF.
All you see at DH are the appch lights. WWYD?


Read METAR strip. Know how to decipher the temp/dewpoint numbers in the
remarks area, not in the text body.
Why do the Brasilia props feather when shutdown?
Basic workins of a turbine engine.

The process took about four hours. Bring all info on the last 10 years of
your life. to include names, addresses, phone numbers/ fax numbers and school

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