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Skywest Airlines Pilot Interview Profiles

Date Interviewed: September 2016
Summary of Qualifications: 3000+ Total hrs 2400+ TT Recently Retired Military (DC10 IP, B707)
Were you offered the job? Yes
Pilot Interview Profile:
Close to my retirement, I decided late to go to a flying career, wasn't my initial plan. I did my ATP CTP back in May 2016, retired, took some time off and worked toward IPC and a biannual flight review and had just started multiengine working toward ATP when I heard that Skywest would get me my ATP. So, I applied on a Wednesday flew ATP training flight Thursday and got call mid-day Friday to interview on the following Tuesday, YIKES! The gouge in here is perfect, especially the February one. Everything there came up in the interview. With such short notice that gouge saved my bacon. I did ok, I would not say great on the interview but was offered the job. Thanks again to the Feb gouge person.
Date Interviewed: August 2016
Summary of Qualifications: CFI/CFII
Were you offered the job? Yes
Pilot Interview Profile:
I attended a job fair/interview in Orlando. There were two captains and two first officers there. They started with introducing themselves and telling us about their experience with the company, which was followed by a company presentation. They were all very nice and relaxed. They promoted a relaxed environment, which made it easy for us. Then we split up for one on one interviews. I was interviewed by a first officer. He briefly looked at my documents and then began asking questions off of his tablet.

HR portion
1. Why did you choose Skywest?
2. What can you bring to Skywest?
3. Skywest is going to spend thousands of dollars on your training, why should we trust you?
4. Have you ever failed a checkride?
5. Have you ever broken a regulation?
6. What is your greatest strength and weakness
7. Tell me a time that you were challenged
8. Tell me a time that you were a leader
9. What is the bottle to throttle rule?
10. How would you feel if you had a captain who was younger than you?
11. What base would you choose?
12. What airplane would you choose?

Technical
1. Explain and draw a high bypass turbofan engine
2. What is bypass air?
3. What is bleed air used for?
4. What is the difference between AC and DC power?
5. Does your current aircraft utilize AC or DC?
6. What does ice do to a wing?
7. What are the different types of de ice/anti icing fluids?
8. Decode this METAR and TAF (super simple, VFR)
9. What is a microburst?
10. What is windshear?
11. When do you need an alternate?
12. Brief the ILS 10C into Chicago (Jeppesen plate)
13. Explain 91.175c – everything needed to descend below DA
14.Why is it important to see these things, if we have flown this approach hundreds of times?
Date Interviewed: March 2016
Summary of Qualifications: 600TT (350)Military (250)Civilian
Atp written
Were you offered the job? Yes
Pilot Interview Profile:
First off, the previous gouge submitted was spot on. Particularly the one submitted in February that was very detailed. Thank you for doing that!

Interviewed in Denver. Positive space. Stay at the Holiday Inn Stapleton that they recommend in the email it is connected to the interview facility.

I’ve included things from previous gouges that I found to be extremely helpful.

“Have original and two copies of all required documents. Put tabs in your pilot logbooks for each of your major check rides, type ratings, IPC's, flight reviews, etc... (They will want to see every significant event in your logbook). Have your paperwork and your pilot logbooks ready, organized and easily assessable at the start of interview.”

(1) A Turbine Engine.



(2) An Electrical System (any multi-engine aircraft you are familiar with).



(3) All The Requirements Of 91.175 ( c) Operation below DA/ DH or MDA



- Note: Just section C

JET ENGINE QUESTIONS:

“Be able to explain your engine diagram and how every section works as if explaining it to a non-aviator?”

The more knowledgeable you’re in the Tech portion the faster they will move on to the next portion. Don’t BS them. If you don’t know just simply tell them that.

“What is the bypass ration? (5:1 is fairly standard)” On top of this question they asked me, For a turbofan engine do we get the 5:1 ratio at all altitudes? The answer is no, the higher we go the less that ratio becomes.

What causes a compressor stall?

Again study all the questions listed in the February gouge and you will be just fine.



ELECTRICAL SYSTEM QUESTIONS:

“Be able to explain your electrical diagram and how it all works as if explaining it to a non-aviator?”

“They will taiylor the questions to your experience level and airplane.”

“ How to turn DC to AC? Volts/amps in your system? Starter / generator / alternator differences? Is the Battery AC or DC? What is a fuse and its purpose? What is a circuit breaker and its purpose? How does a circuit breaker trip? What is a circuit breaker panel? What is a volt? What is a amp? What is used to Convert Ac to DC? What is used to Convert DC to AC? What is a TRU? Inverter? Advantages and Disadvantages of AC and DC? Be very comfortable with the multi-engine aircraft electrical system of your choice. “

I was also asked why certain equipment such as avionics use DC rather than AC. Wasn’t real sure about this one, but basically the way I understood it was that most avionics are very sensitive to changes in electrical current. So DC power is often provided to these systems to provide smooth and continuous current.

Using your diagram, explain the Requirements Of 91.175 ( c)

“(Operation below DA/ DH or MDA). Remember part 121 operators must touchdown in the landing zone.”

What is the purpose of 91.175 and why is it so important. I said something about being down to mins so close to the ground is a huge crunch point and we need to be very familiar with how to operate in these conditions. They seemed fine with that.

YOU WILL BE GIVEN A DISPATCH TO READ FROM:

“Read the METAR/TAF (know all TAF/METAR abbreviations). "TAF TEMPO" meaning and what does it mean to us? How many times/day does the TAF come out? What is the weather going to be at the time of our arrival? Do we need an alternate at this time? (If the TAFs in between the time you want. Take the latter of the two). Do you have takeoff minimums? If not, is a departure alternate required? How far away does it need to be?” Was asked all of these questions

“Different types of icing? (Be very comfortable with all aspects of icing, de-icing fluids, anti-icing procedures, etc.) Different types of fog? Weather associated with a cold front and a warm front?”

Icing was the main focus for the weather portion. Talked a lot about how frost affects the wings ability to create lift and how it affects the AOA.

JEPP CHARTS (Mainly focused on the Approach Plate ILS16R Reno)

HR PORTION OF INTERVIEW:

“Be able to explain why you want to work for Skywest.” Tell me a time when you were a leader? Tell me about the best flight you’ve ever had? Tell me about the worst flight you’ve ever had? Any Checkride failures or 141 stage check unsats? What happen? What did you learn from them? (be honest) What will be your biggest challenge at ground school? Tell me about a time you worked successfully as a team? Describe a time when you worked with a person you did not get along with, how did you handle it?

What domicile would you want and why? (Be flexible) Greatest disappointment in aviation? Tell me about a time in your aviation career where you scared yourself? When and why did you want to become a pilot? Example of Conflict Resolution? Any other questions for me? (Question for the interviewer”

CRM EXERCISE:

“They are seeing if you can work out a scenario as a team. Use as much CRM as much as is possible (Involve ATC, Dispatch, Copilot, Cabin Attendants, Maintenance, Passengers, etc...) Review each decision with the other interviewees before acting, make sure you get an agreement before doing anything. If you're the jump seater, don't try to step on the flight crews toes, don't usurp the captain's authority and only suggest how you can help. Relax and remember it is not real.”

I was jump seat for the scenario because I had more experience in a crew environment. If you find yourself in the jump seat don’t be afraid to speak up. They are looking for a healthy balance of participation but at the same time don’t overstep your bounds with the Capt.
Date Interviewed: February 2016
Summary of Qualifications: 1500 TT, 50 Turbine, 1200 CFI
Were you offered the job? Yes
Pilot Interview Profile:
Arrive at interview at least 15 minutes early. Wear a suit and tie. Bring a pen. Be clean shaven and sharp looking. Be friendly, courteous, and be yourself. I think the main point of the whole interview is they are asking, "Would I like to spend four days on a trip with this individual?"

The interviewers are very friendly and make you feel comfortable right from the start, and they want you to get the job, do not give them a reason otherwise. Be positive about everything, current and past employers, experiences, etc.

Your one and only goal? - To become a Skywest Airlines Captain.

Have original and two copies of all required documents. Put tabs in your pilot logbooks for each of your major check rides, type ratings, IPC's, flight reviews, etc... (They will want to see every significant event in your logbook). Have your paperwork and your pilot logbooks ready, organized and easily assessable at the start of interview.

There are three portions of the interview, a technical portion, a CRM exercise with your fellow interviewees, and an HR portion. The whole process will take most of the day. You will have lunch with the interviewers. This is part of the interview. Keep it professional, positive and friendly. At the start of the day you will be asked to give a brief introduction to the group about yourself and the interviewers will do the same. There will be a lot of breaks and a lot of sitting around waiting with the other applicants. This may be on purpose to see how you interact with other people.

During the interview highlight achievements/strengths that they are looking for. They want to know what you will do for the company. Skywest focuses on Professionalism, Attitude, and Leadership. Have an example of each from your experience to use during the interview.
Major focus on CRM. Be able to define it and have examples from your experience.

YOU WILL BE ASKED TO DRAW & EXPLAIN IN DETAIL:
(1) A Turbine Engine.
(2) An Electrical System (any multi-engine aircraft you are familiar with).
(3) All The Requirements Of 91.175 ( c) Operation below DA/ DH or MDA
- Note: Just section C

JET ENGINE QUESTIONS:
Be able to explain your engine diagram and how every section works as if explaining it to a non-aviator?
What is the bypass ration? (5:1 is fairly standard) How to start a turbine engine? Difference between Axial and Centrifugal compressors? Once lit do the igniters need to keep firing or is it a self sustaining? How do we pressurize the cabin? How do we cool it for the air-conditioning? What is N1, N2, ITT? What is a Hot start? Hung start? What is continuous ignition? When does it come on? When do we turn it on? Overall be very comfortable with the turbine engine of your choice.

ELECTRICAL SYSTEM QUESTIONS:
Be able to explain your electrical diagram and how it all works as if explaining it to a non-aviator?
He referenced my electrical diagram and asked more questions like “What runs off the battery bus” and asked me to explain the basics of the system (battery info, generators, busses, etc.) They will tailor the questions to your experience level and airplane. How to turn DC to AC? Volts/amps in your system? Starter / generator / alternator differences? Is the Battery AC or DC? What is a fuse and its purpose? What is a circuit breaker and its purpose? How does a circuit breaker trip? What is a circuit breaker panel? What is a volt? What is a amp? What is used to Convert Ac to DC? What is used to Convert DC to AC? What is a TRU? Inverter? Advantages and Disadvantages of AC and DC? Be very comfortable with the multi-engine aircraft electrical system of your choice.

MINIMUMS/WEATHER QUESTIONS:
Using your diagram, explain the Requirements Of 91.175 ( c) (Operation below DA/ DH or MDA). Remember part 121 operators must touchdown in the landing zone. Requirements - Alternate minimums and filing an alternate? Requirements in order to not have an alternate (1 hour before and 1 hour after / 2000' ceilings / 3 SM Vis). Is the 100-foot restriction from the Approach Lighting was measured from field elevation or TDZE? What does a ALSF approach lighting system look like, and what do the other instrument runway lighting systems look like? How far from the runway are we at DH" "What if at DH we only see the rabbit 6.5 miles away, what would we do?

YOU WILL BE GIVEN A DISPATCH TO READ FROM:
Read the METAR/TAF (know all TAF/METAR abbreviations). "TAF TEMPO" meaning and what does it mean to us? How many times/day does the TAF come out? What is the weather going to be at the time of our arrival? Do we need an alternate at this time? (If the TAFs in between the time you want. Take the latter of the two). Do you have takeoff minimums? If not, is a departure alternate required? How far away does it need to be?

What are the stages of a thunderstorm? Which way is a storm moving if the anvil top is pointed left? Which way would you want to try to fly around the storm then? How far away from the storm would you try to fly?

Different types of icing? (Be very comfortable with all aspects of icing, de-icing fluids, anti-icing procedures, etc.) Different types of fog? Weather associated with a cold front and a warm front?

Microburst (Know when they happen, what they look like, escape maneuver, etc...). What are aircraft indications that you have encounter one? What should you do? Virga, what is it and what does it tell you as a pilot?


JEPP CHARTS (ENROUTE, DEPARTURE, APPROACH & STAR) QUESTIONS:
Spent a good amount of time on all different types of Jepp charts. Know every symbol and number on Jepp charts, colors on chart, VOR's service volumes, airspace, etc... Brief an instrument approach. Brief the missed approach and asked how I would fly it? Where is the FAF if you are assigned a higher altitude on an ILS (the lowest published GS intercept altitude)? FAF on Precision? FAF on Non-Precision? What do you need to descend below 100 feet above TDZE? MSA, what does it give you and within what distance? Approach charts; Know everything in the “Landing minimums” section. Define MEA / MRA / MCA? Standard Instrument Departure scenario. Is this a VFR or IFR Airport? What's the difference in colors? Is this a Civil airport or a Military Airport? How fast can you go in D airspace? What is the asterisk next to a CTAF? How do you know if you are flying over a mountainous area? (where can you find? - AIM) How wide is a victor airway? If you are past the VDP but before the MAP and you break out of the clouds can you continue and land? How do you enter the hold, What is your outbound course? Holding Speeds vs. Altitudes? Max Speed inside Bravo Airspace at 10,000 and above? What is a MOCA? what does it provide? How can you tell the difference between an airport with an instrument approach and one without? Grid MORA, what is it, what does it 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? What does the “D” in “D-ATIS” mean? What does the (L) and (H) mean next to the NAVAIDs. Can you join the glide slope from further out than the published glide slope intercept altitude? Be very comfortable with all aspects of Jepp charts!

LOST COMMUNICATION SCENARIO
Be very comfortable explaining AVEF/MEA requirements given a scenario.

PERFORMANCE/FLIGHT CONTROLS QUESTIONS:
Yaw Damper failure and stability? What do we have to counter Dutch roll? What is mach? Critical Mach? Mach tuck( mach buffet/tuck)? Swept Wing (Pros and Cons)? Swept wing; characteristics (general discussion). Where does the wing first stall? (Swept = Tips). What does an impending stall do to aircraft control? What effect does airspeed have on a swept wing (low vs. high speeds) Rudder Boast (general discussion) what does it do? What is Critical Angle of Attack? What is the basic stall recovery procedure? VOR altitudes and ranges? How does stall speed change with altitude? MEL/CDL usage? How do wingtip vortices circulate? What do winglets do?

HR PORTION OF INTERVIEW:
Be able to explain why you want to work for Skywest. (Your desire is to become a Skywest Captain) What can you bring to SkyWest? How you would benefit company? Tell me a time when you were a leader? Challenged? Successful? Did something Stupid? Had an emergency in flight? How many hours, bottle to throttle? Tell me your biggest strength and weakness? One of the requirements to get your ATP is to be “of good moral character”. Tell me about a time you demonstrated good moral character? If we flew 4 days together, and said our goodbyes, what impression would I have of you? What things would stand out about you? Have you ever broken a regulation? Tell me about it? Tell me about the best flight you’ve ever had? Tell me about the worst flight you’ve ever had? Skywest will spend tens of thousands of dollars on your training. Why should I trust that you will make it through and complete ground school? Any Checkride failures or 141 stage check unsats? What happen? What did you learn from them? (be honest) You are at minimums on an ILS approach, runway not in sight, captain is continuing. What do you do? You forget your toothbrush and run down to the lobby to get one on an overnight. You see the captain sitting at the bar with a drink, it’s within the 8 hour minimum, what do you do? (They want to see if you will turn in the captain if required for safety reasons) What do you think will be most challenging for you during training if offered a position? How are you going to overcome these challenges? How would your students describe you? They ask about your flying career, difficult times and best times in aviation for you. Tell me about the time you took up your first passenger, who was it and how did it make you feel? How accurate is your logbook? How would you deal with a younger pilot, maybe with less experience than you, that is the captain of the aircraft? How would you deal with a difficult co-work / captain / flight attendant? What will be your biggest challenge at ground school? Tell me a good aviation story? Tell me about a time you worked successfully as a team? Give a brief history of your career up to this point? Tell me about a time when you got in an argument with a co-worker, what about with a woman? Describe a time when you worked with a person you did not get along with, how did you handle it? What domicile would you want and why? (Be flexible) Greatest disappointment in aviation? What is your biggest weakness in your aviation? What could you improve in your aviation knowledge? Tell me about a time in your aviation career where you scared yourself? Will missing holidays and birthdays be a problem? What is your motivation to be a pilot? / When and why did you want to become a pilot? Example of Conflict Resolution? Any other questions for me? (Question for the interviewer)

Careful about this question - "Going out to dinner and the Captain walks down in a dress, what do you do?" - It is a trick question, they are simply seeing if you assume the Captain is a man.

What materials did you use to study? (They are expecting you have read the gouges and used them to prepare!)

CRM EXERCISE:
They are seeing if you can work out a scenario as a team. Use as much CRM as much as is possible (Involve ATC, Dispatch, Copilot, Cabin Attendants, Maintenance, Passengers, etc...) Review each decision with the other interviewees before acting, make sure you get an agreement before doing anything. If you're the jump seater, don't try to step on the flight crews toes, don't usurp the captain's authority and only suggest how you can help. Relax and remember it is not real.

DEBRIEF:
Captain(s) and HR will cover all portions of the interview. Prior to each portion, you will be asked how you think you did. Be comfortable admitting your mistakes.
Date Interviewed: February 2016
Summary of Qualifications: 1450 TT, 160 PIC Turbine, 800 CFI, Caravan feeder pilot
Were you offered the job? Yes
Pilot Interview Profile:
Flown positive space to SLC Interview with 2 Captains, one CRJ one E175, both live in SLC but domiciled in DEN.

6 people interviewing, 2 young CFI guys, 2 Feeder Caravan pilots (one in his late 50s) and 1 former European military pilot.

The last gouge was pretty much spot on.

Started with a video and a discussion of the travel benifits. This was a big emphasis for them. Basically a selling point for them vs. bonuses at other regionals. Skywest you get travel benifits on United, Delta and Alaskan.

After the video we split up to do the CRM portion.
Myself and the other Caravan Capt. were paired up. We were given the option of who wanted to be Capt and FO. I was Capt by virtue of being closer to the left side of the mock-up, so we made the other guy the flying pilot.

Given scenario that we are 20 mins out of DFW from LAX, it's a 3 hr flight and we started with 4 hours of fuel. Given a few local airports to possibly divert to. Given 7 minutes..

FA comes on the radio and says that someone wrote in lipstick in the lav that there is a bomb under seat 20C. GO!

I thought the time went by very very quick. Talked to one of the other guys, he said he didn't think it went by quick so, who knows.

We quickly debriefed after it was over and I thought I generally did good. The other pilot thought it went well too.

Went back to the room and we were given paper and pencil and asked to write down 91.175, electrical system of a MULTI-ENGINE plane, and turbofan engine.

-Now here is where I started to sweat a little. I had read the previous gouges and been brushing up on the electrical system and engine of the plane I fly, the Caravan.

So I went ahead and drew a PT-6 turboprop and the electrical system diagram. I also drew a turbofan which I was less familiar with.

We went into the technical interview and it was very much like a checkride oral. Keep asking questions until he ran out of questions or I ran out of answers.

Started with the engine drawing. Talked through the turboprop briefly before moving onto turbofan. But asked about the bypass separator and de-ice equipment. Really needed to have brushed up on this in more detail before hand. Think I would have been better off not knowing anything about the PT-6 I think, just got me confused a little. Asked what pulls the air into the system, the N1 fan. Do the igniters operate throughout the flight. What other systems get stuff from the engine; Bleed air for de-ice, pressurization, hydraulics motors, environmental systems, etc.

Anyway moved on from that to the electrical system. Thought this was going to be an issue because its not a multi-engine, but the Caravan is certainly more complicated than a Duchess or something and I knew how a starter-generator worked and whatnot, so that went pretty smoothly. Did ask for a definition of Amps and volts, how a starter generator works, what is a bus, what would happen if a rat chewed through the wiring to the position light. Pop a CB.

Moved onto very briefly talk about what you need to go below MDA/DH.

Then onto finger flying the RNO 16 ILS. Asked me what the arrow coming off a VOR to the SE was, feeder route. Gave me a few metars and asked if it was legal to land. Where and when do you start the procedure turn. This caught me up to because it involved math, same as earlier when he said we were at 16k and need to get to 10k by a fix, how do you know how far out and how many minutes out to descend. Need to figure out how many miles a minute you are covering. Asked how you need to enter or do the procedure turn (anyway you want). Then weather goes down below 7miles viz before the FAF, what do you do. Then weather goes down to 1 mile after FAF what do you do. I said you can keep going to take a look. He then asked "In real life what would you do?" I told him in the Caravan I absolutely keep going, but wasn't sure how I'd feel in a passenger jet. He asked if I consider myself a professional pilot, uh oh!, and if I thought a missed approach was unusual or unsafe if flown correctly. I said no, so he said well than there is your answer. You go down and if you don't have the airport at mins you execute a missed approach and go from there...makes sense.

Moved onto weather. Read Metars and TAFs. Got tripped up on the one line that read DSTNT 25 SE CB or something like that. Cumulonimbus 25 miles SE...Also asked for the weather at a specific time. The line of TAF weather was from say 6-12 with a TEMPO line underneath it from 8-10 then another line from 12-18 under that. The time he wanted was 11. So I went to the next line after the tempo, which was wrong. The Tempo is just that, it ends and the weather reverts back to the forecast that encompasses it, not the next one in line.. Made a big point that we can get lazy by reading decoded weather from foreflight and whatnot but that the dispatch sheets for the flight come in standard code and you need to be able to quickly and correctly interpret them to make sure they gave you a legal flight and alternates among other things. Also talked about when we need alternates, but didn't get into how you pick the alternates.

Moved onto aerodynamics and swept wing vs straight wings. Another subject I need to read up on. I did know some key concepts but superficially. Talked about dutch roll, coffin corner, critical mach, mach tuck, advantages and disadvantages to swept wing design. Airflow over a swept wing. What a cross section of the wing would look like from an airflow perspective, laminar flow, etc.

That was all I can remember for the tech. We debriefed right then because we were running late he said. He said that I did very well and was clearly a smart guy, just need to read up on turbofan and swept wing aerodynamics. Told me to not punch HR in the face or doing anything else dumb and the job was mine... He did also go in more detail over some of the stuff that I missed and was clearly a good instructor and teacher, which I found reassuring going forward.

Went on to HR with Ana, who was just the nicest person. Being the end of the day we had already had a bit of time throughout the day, including during the icebreaker and lunch to speak to one another a bit. We sat down she asked how I thought it went in the tech interview. I told her I needed to brush up on some stuff but that I thought the Capt. was fair and a good teacher. She moved on and said that she had a few questions that she was required to ask. These were; anything that wasn't on your app that we need to know about, ever been fired, any accidents. Then that was it, she said "we really really like you and think you'd be a great fit, I'd like to offer you a position and a class date"

All in all it was a long day and my brain felt like mush after the tech portion. I really really liked everyone I spoke to there, including the random SW Capt. I met deadheading to Chicago. A few other take aways; They made a point to tell us that we should all be proud of our accomplishments and hard work to even get to this point, which might sound cheesy but I appreciated. The other Capt. joked, sort of, that "You are all qualified for the job, and in fact have the job already, so don't do or say anything today to talk us out of giving it to you. Because I want you to work here, I need my vacation time approved!"

All in all 10/10 would interview again.
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