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Skywest Airlines Pilot Interview Profiles

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

Date Interviewed: November 1999
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

Flew in the night before and stayed at the Candlelight Suites, recommended by Skywest. Nice suites with near full kitchen, shuttle to and from Skywest
hangar, and only $39/night. Signed up that night for the shuttle to the
hangar, only room for six in the van at a time.

Rode to hangar at 7:30 morning of interview, five of us in interview, one
did not show up. All seemed to have near minimum times to a good bit higher
with some quality time, jet, t-prop, etc. We were led into a room and given
a 50 question written test taken verbatim from the ATP written test and a 10
question mechanical aptitude test.

After written test finished complete paperwork while they grade written
tests. All five of us passed our written tests. We were briefed on the
simulator ride by one of the chief pilots who would be evaluating us.

We were shown to a break room on the second floor where we were called out
one by one to interview and for sim evals. They seemed to have several
classes going at the time including a flight attendent class and a
reservationist class. Everybody who came in greeted us and wished us good
luck. VERY friendly company to work for, from new hire trainees to
instructors to management.

The simulator is an ATC 810 configured as a Navajo Chieftain, they ignore
fuel, props, mixtures, etc. We were told to use the throttles as power
levers. The sim flies faster than the two sims I tried to prepare in. I
suggest flying an AST-300 if you are unable to find an ATC-810. Practice
IFR procedures more than what kind of aircraft you fly. They try to use
different cities on differnet days to avoid people learning the approaches.
I flew New York Islip to Newark and back. These two airports are very close
together, not much time to figure out what you need to do.

IFR departure form Islip, climb runway heading to 3000' direct to Newark VOR
and hold, if you explain the hold you do not have to execute it. Cleared
for the Newark VOR approach, I was more than a litle behind the airplane at
this point. After missing the Newark VOR I was vectored back for the ILS
into Islip, field goes to 100 RVR after passing the marker, at 200' co-pilot
sees approach lights, at 100' he sees "red side bars", land. I was at least
in the same county as the aircraft during the second approach but still far
from comfortable.

After completing the sim ride I returned to the break room and awaited a
firm "Thanks but no Thanks". I was surprised when I was told I had done
well enough to proceed to the personnel/ tech evaluation. The interview was
with Larraine from HR and a line captain, possibly a chief pilot. Both of
these interviewers were very easy to talk with and put you at ease. The
interview lasted about an hour covering the basic HR questions (Why
Skywest?, Any accidents/Incidents?, what did you do to prepare for the
etc.) very informal and comfortable atmosphere. They looked through my
logbooks and noted that I had tracked my pass/fail rates in the back of each
logbook and asked a few questions on that. Technical questions included
Jepp charts, icing, multi engine aerodynamics, lost comm procedures,
metars/tafs, CRM, VDP, weather mins, etc. Both interviewers had a good
sense of humor and I suggest you try to have the same, one or two jokes at
my expense but if you can't laugh at yourself what is the point. Absolutely
non-confrontational, other airlines could learn a lot from Skywest.

My times are 2600 total with 800 multi mostly as a CFI/MEI. Currency killed
me in the sim, most of my time was in the early 90's. Had I been as current
as the others in my interview class I would feel much more comfortable
today. I do not expect a call based on my sim performance. Currency is a
lot more than 6 approaches....., you should be very comfortable in the

Date Interviewed: November 1999
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I interviewed with SkyWest on November 4th. I stayed at the Candlelight suites as suggested by SkyWest, it was fairly nice place at a resoanable
price. The day I interviewed there were four of us all together. The day
began at 8AM with Lorraine coming and giving us a brief as to how the day
would go.
We began by filling out some paperwork, after a few minutes she brought us
the tests we had to take. Two tests, one with 50 questions and the other
was the 10 question mechanical aptitude test. Nothing really hard, I did
not even look at the ATP question book and I did fine. The mechaincal
aptitude test was easier than I thought, it involved a lotof physics and
algebra usage. As far as the 50 question test went, I would say that as
long as you actively teaching students, you should be ok. All of us made
it through the test section.
Lorraine came back in to collect the exams, and we were instructed to
finish our paperwork as some check airmen were coming in to talk to us
about the sim profile.
The sim profile was pretty easy they told us to ignore everything and just
use the throttles. They give you a brief run down of what they are looking
for, which is exactly what is mentioned in the synopsis of the interview
paper they send you.
My profile was pretty straight forward they give you hold instructions on
the ground and you determine the entry and brie them how you would do the
hold. Next the flight begins. I took off out of Trenton airport (New
Jersey) and climb up to 3000ft, they give you a couple of vectors to
intercept a radial off of the VOR. You proceed to the VOR and brief them
on the approach which is either the ILS or the VOR appraoch into Runway 6
at Trenton. You will have to shoot the whole approach so do not expect
vectors to final. If you screw up as I did on the first try, realize it
quickly and go missed approach. They will vector you around again and you
will do the approach and excute the full MA where the ride ends. The sim
lasted about 45 min. Keep up on checklists and callouts. I also had
another check airmen come sit down half way through and ask questions about
the approach. I just think they are trying to see how you fly with
distractions. I thought I did not make through the sim, but after 15 min
in the break room Lorraine came to get me for the Tech/HR interview.
For the interview I had Lorraine and two check airmen, but they all made
me really comfortable, so just be yourself. My interview began with
questions about an incident I had and then from there they moved to a few
questions about my logbook. After that I was asked questions about the
aircraft I flew, make sure your aircraft as the guy I had knew all about my
airplane. Questions ranged form speeds,emergency procedures, systems, and
limitations. Then the other captain took out the Jepps and asked me to
brief an approach into SEATAC, asked about minimums and when you can and
cannot continue the approach. I had to read a METAR/TAF and few questions
about temp/dew point spread. What to expect when they are close and far
apart. Also was asked how I would taxi to the runway based on instructions
given by ground. How would you land on a runway that is covered with snow?
Then for the rest of the time Lorraine asked questions like why Skywest?
what do you know about the company? where do you see yourself in 5 years?
Recommendationis say at SkyWest, I have heard that they do not like to be
used as a stepping stone!! Have you applied anywhere else? I had applied
to Eagle and Horizon, so they grill you on this so make sure you convince
them that they are not wasting their time. A lot of yes or no questions
like do you have a passport, ever been arrested for a DUI, stuff like that.
Nothing tricky in this part of the interview, so just relax, it lasted
about 40 minutes. It pretty much ends with any questions for them. I just
asked what was the upgrade time ( 2 years) and present base openings
(Portland, Fresno, and Palm Springs) at the time.
She then gave me a few more papers to fill out and then she said she would
meet me in the break room in a little while. Two of the other guys met me
there a little later and she came in and offered us all jobs right on the
spot and gave a class for Dec 1st. So that was pretty cool. Only one guy
was dropped out of the four, but I do not know why. Overall I thought it
was a really nice atmosphere and I pretty descent place to work. I heard
ground school lasts four weeks. Hope this helps and good luck to you all.

Date Interviewed: April 1999
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I had my interview with SkyWest on 2-99. It was a great experience. I actually learned more in the interview than I ever imagined. I must admitt that I left feeling really good, and then later on that night I started thinking that I did really really bad. I got the job, however.

Nothing really prepared me better than getting some sim time at American Aviation in Salt Lake City. I had about I hour practice and felt
it was more than enough. I did very very well in the sim portion of the interview.

The written was much different than what I expected. No one was able to really give me much help there other than to study the ATP
written book. The questions that I was expecting were not there!

Air Inc. did not really help me much. The questions they told me to expect did not get asked. Actually maybe only one or two.

My advice is to study the ATP, Jepps., and most definately get some sim time at American Aviation.

All questions for written from ATP book. Sigmets/Airmets, Cumulus stage of T-Storms,Icing,Frost,Temp medical, Driving incident reporting, Decreasing tailwind/Increasing headwind performance questions,DME,IFR regs,Alt airport mins, Transponder codes, frontal passage, Define fatal injury, Medicals,Altimeter from 29.92 forget to set to 30.32 airport at
800 ft,Hypoxia, Aft Cg effects, V1 V2 Vs, Heavy a/c, IFR currency, MEL, Pallet problem, Mechanical aptitude test (10 questions) gears, fulcrums and one hydro. Easy to figure out.

Sim ATC 810
Takeoff LAX 24R, radar contact lost proceed direct SMO and hold After hold radar contact resumed and told to fly 068 outbound and expect ILS 24R at LAX (Was at 4000 feet question?) You have 16 miles to fly so set up for approach at this time it takes awhile. Normal approach to miss (remember to switch frq to LAX from loc Sim holds altitude well but must watch heading. Rudders not needed.

Interviewed with 1 HR person 2 flt dept people. Standard HR stuff. Make sure you know about any unusual flights in your
logbook they find them! KNOW JEPS!!!! Read over the Jep intro several times. No questions on SIDS or STARS

Have all background info with you for past 10 years There is alot of
paperwork to fill out.

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

I used your previous gouge to prep for my interview with Skywest and it was very helpful. To assist others, here is my version of events.
Please post as you see fit. Very informative site.

Skywest Airlines

I had an interview with Skywest in 8-99. It was easily the most
enjoyable, and at the same time the most difficult, interview I've ever

The interview takes place at their SLC training center, which is located
at the airport. Most hotel shuttles can take you right to the door.
The big day consists of three formal stages with mounds of paperwork to
keep you busy during breaks: two written exams, a sim ride, and a
technical/HR interview. Fail any stage and you vanish, and they are
selective. Only 4 out of 7 guys in my group were still around after the
last stage and they make you wait 1-2 weeks for an answer. Typical
percentage is around 40% hired of all interviewed but I hear that
percentage is falling.

You need to get 70% on both tests individually to pass.

50 questions from the ATP test bank
Study your ATP workbook, that's the only advice I can give. Some topics
I saw:
Type II de-ice fluid
RVR to sm conversion
Aerodynamics in a turn
Wind shear
Aoa controls what
Rules for going below MDA/DH - this knowledge will be VERY useful in
later stages
121 requal bounces
61 IFR currency rules
Engine failure in a 2 engine aircraft
DME failure means an immediate report
1 chase-around chart, bring a ruler

10 question mechanical aptitude test
Not too tough, just think about it for most of them. Bring a
Hydraulic pressure
Linked wheels turning
Shapes to tip over
2 story problems

Sim Ride:

This takes place in an ATC-810 sim. Do anything you can to get some
time in the same type sim. I did a few hours in a Frasca and it was
useless. The ATC-810 is very different. For one thing, the attitude
indicator was weird. The card is fixed and the miniature airplane moves
around! Very disconcerting if you've never seen it before. The sim
will hold altitude very well and hold heading somewhat. The evaluator
won't take the controls (there's only one set) but if you get it trimmed
it'll fly forever and never budge an inch while you brief. Watch the
power settings, though. If you get the MAP split between engines the
sim will roll very strongly. Don't touch the rudders.

Don't start studying Navaho speeds and such, they ignore most of that.
No mixtures or props to worry about, just MAP. No v-speeds to worry
about and flaps are either up or down. They give a great brief on what
you should do including exact power settings, attitudes, and such. A
cheat sheet is pasted up in the sim right in front of your face and the
evaluator acting as your FO will answer any questions about flying the

You depart from 24R at LAX, climb up and do a few turns. Next is direct
to a VOR for a hold. They'll grill you about the entry, get it right
and you won't even have to do it. Then a vector for a transition to the
LAX 24R NDB. Plenty of time to set up, they'll even ID VOR's for you,
but only if you set it right. Just fly the procedures you're used to,
they'll accommodate almost anything but you have to move all the
controls, you can't call for the gear and flaps. Shot the approach and
landed. Make sure to ask what the visibility is when you break out
before you go down, the wx report will go below mins after you cross the

They will ask you about mins for takeoff and landing, giving you RVR and
asking if you can go. Know this stuff really well, they ask you about
it every stage of the interview process. Don't worry if you do very
little in the sim. If you get it right they'll move on. In fact, the
less you do the better you did.

I've recently heard from others in my initial class that Skywest has
changed the sim ride. It now takes place at Teterborough(sp), NY. I
have no other details to offer but I expect their standards and
procedures will be much the same. Just practice your BAI.


I had 2 guys, but there can be as many as 5. They are very casual and
do everything they can to be friendly and make you relax right from the
start. There was a constant stream of jokes and they made fun of each
other and of my nervousness all the time. I made a few wisecracks, at
appropriate times, and they liked that. Remember, you're not hanging at
the bar with your friends, but they are trying to make you open up and
show your personality. Make sure to put your suit coat back on when
they take you away for the interview. Gotta look professional.

Be yourself, have fun, and relax. Some questions are just for fun and
some they ask are downright impossible. I finally figured out that they
want to see how you act when you really don't know. DON'T even attempt
to BS and certainty don't start crying. Admit it and take it like a
man, or woman, as appropriate. On some things I missed 1 out of every 3
questions and I got hired.

They mix HR and technical stuff. On the HR side there's literally a
list they have to ask you, then they ask some more. Standard stuff
about your work history, any firings, accidents, drugs, convictions.
Who was the person who influenced you most? Ever failed a checkride?
Have you had a poor/belligerent captain who did something
unsafe/illegal? What did/would you do? Why Skywest? Know bases and
company history. I practically memorized the Air, Inc. article about
Skywest and they knew it as soon as I got started about the history.
They stopped me and moved on almost immediately but that's a good
thing. Where do you see yourself in 3-5 years? What did you do to
prepare? What if you lost your medical? Lots about CRM. Define it,
have some examples. Make it personal, don't recite the FAA definition.
Don't forget to include the FA in your CRM loop. They do a deep logbook
check. If some dates or other things don't mesh up, be ready to
explain. And of course the big one: Why should we hire you?

What was also significant were the things that were not asked of any of
us who made it past the final stage. No worst flight story. No which
job did you like/hate most. No why are you leaving your current job, in
fact nothing about my current job. Another shock: No will you go to a
major! They know everybody wants to so they don't ask. However, every
one of us who were still around at the end volunteered by themselves
that they see Skywest as a place to have a career/long term commitment.
Don't lie about this. If you want to bounce around you'd best go
somewhere else.

The technical stuff was very thorough. Each topic starts out with hard
but manageable questions and gets more in depth from there. Don't
expect the "standard" questions. These guys know their stuff scarily
well and they ask some real tough ones. They actually got miffed when I
got a lot right in a row and started asking more esoteric questions that
I had no idea how to answer just to knock me down a peg. Of course I
probably had it coming since I was grinning and making smartass remarks
about when the "real" questions were going to start. By this time
things had become very cordial and it was almost a game, them seeing if
they could stump me. Of course I had no delusions that they were just
playing around, but it made things much more relaxed.

Know your current aircraft like the back of your hand. They don't ask
anything as simple as V-speeds or box items. I got grilled on the
details of how a PT6 is put together, not ITT limits. For Jepp charts
they drag out the world's ugliest ILS approach with terrain everywhere
(which they fly to no less) and start asking. Approach segments, find
all the IAF's, how can we get on the approach from here, DME arcs,
obstacle clearances, where's the FAF on an ILS, more about going below
MDA/DH. Low enroute charts were next. Airspace dimensions, detailed
symbology, define MEA/MOCA/MORA/MRA/MCA, and the usual gotcha about VFR
above 18,000. Thunderstorms, wx radar, and even more on IFR regs. Fuel
requirements, MEL/CDL usage. If you have an OM, know it.

They will test your conviction and ask you a lot if you're sure. Stick
to your guns, even if you're wrong. They want to see how you react and
behave. After one particularly savage beating where I got 5 wrong in a
row I made a crack about sadistic check airmen (the interviewers were
all check airmen). They laughed and moved on to another topic. I think
they were fishing for it. Be yourself and be someone you'd like to fly
with on a long day when nothing's going right. Humor won't save you if
you really are deficient in your knowledge but nobody likes a whiner.
Remember the old HR maxim: We hire attitude, everything else we can


The paperwork starts out right from the beginning with a briefing at the
start of the day. Bring your spare hand, there's a lot of it to fill
out. Have your 10-year work history ready down to the day, with
addresses, phone numbers, and names to contact. They will answer piles
of questions and help you all they can but if you're not prepared it
reflects badly on you.

You will be filling out:
1 page for every employer/school/period of unemployment over 30 days for
the last 10 years, no gaps allowed
1 page for every flying job held on top of that
1 page for every flying job that included DOT drug testing
An NDR and a FAA record request

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