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.

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.

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.
interview.
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.

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,
etc.
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
without?
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?

Miscellaneous

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
records.

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
interview,
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
system.