• Pilot Jobs Board
  • Pilot Resume Database
  • Pilot Interview Gouge
  • Airline Pilot Pay Rates
  • Career Articles
  • Flight School Directory
  • Blog
  • Message Boards
  • Resume Services
  • And much more...
Post a Pilot Job

Skywest Airlines Pilot Interview Profiles

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.
Date Interviewed: January 2016
Summary of Qualifications: 2870 TT Mil (retired), ATP
Were you offered the job? Yes
Pilot Interview Profile:
Interviewed in Denver. Two 175 CAs and 1 HR rep; all very nice. Started with a video / presentation on benefits of working at SkyWest, what they look for, etc.

CRM - paired up with a CFI/CFII (he was CA, I was flying). Scenario setup was flight LAX to DFW, how much fuel remaining, time remaining, pos relative to DFW, pax on board, altitude...questions? CA stressed no right or wrong answer, but depending on your choices, they may ask your mindset at time of decision. Go. Simulated FA told us she saw note on lav mirror that a bomb was on board at a certain seat. 7 min goes kind of fast.

Tech - Asked to draw jet engine (any type), electrical system, and requirements to go below MDA/DH. Questions included,
* Discussion on air flow through engine (short), but prudent to be ready to discuss in detail per other posts
* What turns compressors
* Started to explain elec diagram, but was asked if needed to turn DC to AC, how would you do it
* Read METAR and 2 TAFs
* Requirements in order to not have an alternate
* Used SID from SLC to setup departure / lost comm scenario
* Brief RNO ILS 16
* What altitude is FAF / GS intercept
* If vectored to intercept RNO ILS 16 at 10kft, where is the FAF
* Why is DH so high
* Vis required for RNO ILS 16
* Artificially lowered vis, then used approach lighting system (covering portions with paper) to ask, "if you see this, can you continue? How low? What if you see this?"
* Yaw damper / Dutch roll
* Mach tuck

HR - Standard questions. One that tripped me up was...beginning the overnight, going out to dinner and the CA walks down in a dress. At some point, my brain assumed the CA was a man...bad assumption.

Debrief - CA will cover all portions of the interview. Prior to each portion, you will be asked how you think you did.

I'm looking fwd to the opportunity and wish everyone GL.
Date Interviewed: December 2015
Summary of Qualifications: CFI CFII
Were you offered the job? Yes
Pilot Interview Profile:
interviewed in SLC, they positive space you there but dont pay for hotel, comfort suites is close and they will take you to and from and to the airport, they are constantly running back and forth to the skywest hangar so never have to wait long. Same old story, starts with company intro, why it is the best place to work, perks, bonuses etc. CRM, we were both low time CFIs so they assigned they other as CA, ten minutes from LAX with thunderstorm moving in from the north, cleared direct the IAF, FA rings and passenger had minor seizer but is coherent and not concerned we called ahead and had paramedics waiting at the gate just to be sure, thunderstorm is getting closer, we opt to continue, then the seizer happens again worse and he is bleeding out his mouth, thunder storm is now right over the airport with wind shear, we declare an emergency and ask for the nearest airport nearby that is VFR and the timer stopped. debrief, I tended to make to many decisions on my own without discussing with the CA. make sure you get an agreement before doing anything, and yes like they say 7 minutes goes very fast, Then draw turbine engine (he said mine was going on the fridge) electrical system and 91.175. used for the tech portion. explain what happens to the air molecules as they go through the core. What is the by pass ration? (5:1 is fairly standard) explain components stators, ignitors, flameout, axial vs. centrifugal compressors, N1, N2, accessory pack. AC or DC? starter generator.... Touched slightly into aerodynamics dutch roll critical mach, swept wing pros and cons. Went over Jepp charts briefly if you look over the legend they send you a couple times you will be fine, TAF TEMPO meaning and what does it mean to us. 3585 rule. Decent below MDA, WX goes down inside and outside of the FAF, on an ILS when can we continue if the vis goes down, Minimum glide slope intercept! This one tripped me up cause i had just intercept stuck in my brain, so if you intercept farther out the step down altitudes still apply, and the min alt is the FAP. 3 Stages of a thunderstorm (he asked me what the 4 stages are and my brain went nuts trying to think of the 4th, he admitted to playing with my nerves on that one) Then HR, went pretty quick for me. Why should we hire you? TMAAT you did something stupid? About a time you handled something with a co worker? How would your students describe you? This didn't last terribly long for me but I am a talker!
At the end you debrief the whole day, what you or them could have done better. areas you are week on, admit errors and things you dont know. They do a great job and everyone in the whole building was awesomely friendly, lunch is provided, and they are happy to have you there and love what they do. I found "everything explained" book to be the most helpful, "fly the wing" and "turbine pilots manual" did help some but spent most my time with everything explained and google. Spent about a week preparing and it paid off. If you are someone who is currently teaching are actively flying this should be pretty straight forward, for someone coming back to the profession you will likely need more time, there is no SIM anymore but spending a few hours in a FTD or something will help get you mind back into the swing of thing.

Good luck!
Date Interviewed: October 2015
Summary of Qualifications: 1600 TT 800 MEL CFI CFII MEI Turboprop Experience (king air)
Were you offered the job? Yes
Pilot Interview Profile:
Interviewed in DENVER

First you are asked to provide the original and copies of few documents for HR paperwork.

I was with another candidate (very small class) 3 captains and a HR representative. Impress the captains with your knowledge and the HR guy with your attire and behavior (be yourself do not try to impress anybody).


Started with the company presentation. History, fleet, and all the benefits of being a SkyWest pilot.

Then you ll get a chance to present yourself.


Then they ll put you with another candidate and you ll simulate a flight in front of a white board and they will give you a scenario to judge your CRM skills. Make sure to use your best resources (the other pilot and ATC).

My scenario: On the faf of ILS at kord they ll start a 7 minutes timer. Cleared to land and LLWS at 600 feet. Captains tell us from the back that Company policy mandates to go around. We execute a go around to get delayed vectors back to the final course. Cleared to land and LLWS alert this time at 1200 feet. Decided to hold a few more minute and try again and if still unsuccessful proceed to an alternate airport. Timer stopped right after the second go around during re-vectors.


They ll ask you to draw :
- Jet Engine
- Electrical System or Fuel System of the airplane you are the most familiar with
- List all the requirements of 91.175

Then you ll be with two captain for the technical interview
- Explain your drawings
- Jeppessen enroute charts and approach plates
- Standard Instrument Departure scenario
- Loss Communications Scenarios
- ILS approach scenario on Jeppessen chart
- Definition of the Final Approach Fix (a bit tricky)
- Dispatch Release Form
- Departure Alternate
- Destination Alternate
- Alternate weather requirements
- Read a Pirep, TAF, Metar
- Given the ETA and the TAF do we need an alternate?
- Mach Tuck
- Coffin Corner
- Yaw Damper failure and stability
- Dutch Roll
- Critical Mach Number
- Factors that makes the Left Engine Critical on a Conventional Multi Engine
- When the Approach Light System is in sight what can you do
- Compressor Stall
- Weather (Specially Jet Stream)
- Alternator, Generator, Rectifier, AC and DC
- Why is AC easier to transport along long distance than DC
- What do you have to do to DC current to transport it along long distances (jet fuselage)
- Advantages and Disadvantages of AC and Dc


After the torture you get to relax and meet with HR for the most relax part of the interview
- Question about yourself
- Why should we hire you (off course ...)
- What is special about you
- What do you like or dislike about people
- If your captain is dirty and stinks what would you do (tell him or speak to a supervisor)
- Your captain runs over a taxiway light and may have potentially damaged the tires, what do you do? And of course Captain wants to continue anyway (they want to see if you ll speak up against the captain if safety is compromised).
- some other questions about your background and so and so


You don't pay for it


They ll ask you to evaluate yourself and they'll tell you what you did right or wrong and whether or not you got the job. Do not hesitate do admit your mistakes (they like that).

Conclusion !
They ll tolerate mistakes but want you to have a solid knowledge that will ease your training. They want to see what kind of person you are and how you ll perform in a Part 121 environment.

That s pretty much it

Good Luck to everyone !
Date Interviewed: September 2015
Summary of Qualifications: 950TT CMEL, CFI, CFII, R-ATP eligible, ATP written, Bachelors degree
Were you offered the job? Yes
Pilot Interview Profile:
Positive space to Denver.

Interview started at 8AM next door to the hotel where all of the candidates stayed (Holiday Inn) I actually knew two of the three other candidates I interviewed with. I went to school with one of candidates and he had the same qualifications as me. The other candidate went to a two-year community college and had 1250TT. The third candidate (who) I didn’t know was from a different four-year college and had similar qualifications (all of us under 23).

They first went through all of our paperwork. Make sure you bring copies and original documents.

Then we did introductions, who you are? Where are you from? Where you did most of your flying/training? For fun they also asked us our favorite song to sing karaoke to (have to pick one). Two interviewers both Captains on the CRJ, very laid back people. Very nice! We joked around a lot! Had fun getting to know each other. Took the edge off.

They then showed a short video on SkyWest. (It’s on YouTube if you would like to look it up, is like 2-3 min long), followed by about a 20 minute power point on the company which went through their contract, work rules, benefits, etc. The SkyWest pilot group has just signed a new contract with company. VERY GOOD! Best out there right now.

They then gave us a piece of paper and told us to draw a turbine engine and the electrical system of the most recent aircraft we had flown. Then asked us to list all items of 91.175 that were required to descend below MDA.

They split us up for the CRM scenario. Two of us went with one interviewer and two with the other. He gave my partner and me the option of who wanted to be captain and who wanted to be the first officer. Neither one of us cared so I ended up being the Captain. He gave us the scenario and set a 7 minute timer and said that he (the interviewer) would play the role of ATC and the flight attendant.

Scenario: Coming into LAX and you did not file an alternate as the weather was forecast to be clear. You have 1 hour of fuel. You're about 15 minutes from landing at LAX and are put into holding for congestion. Flight attendant rings you and says that they had an elderly passenger have a seizure. There is now weather that is coming down the coast and expected to make LAX IFR and may close the airport down for a while. GO!

After the scenario, the interviewer asked what we thought we did well and what we thought we could have done better. Asked my first officer what he would have done differently if he were the captain. (this is a gotcha question I think, there are a million ways to skin a cat. Don't throw your captain under the bus if the cat was skinned in the end) We both thought the other did a good job though and didn't have any problem. I asked the interviewer what he would have done differently if he was in our situation. He gave his perspective.

After the CRM scenario, we placed our orders for lunch.

We then started to take turns on the tech and HR interview.

I did the HR interview first. Took longer than I expected, had a lot of questions to ask, about an hour total. Was a lot of fun though; conversation style. Started out by telling a joke.

- Tell me about yourself in detail.
- Why SkyWest?
- If you could go back in time to any year but you had to stay there forever, when would it be and why?
- TMATW you had an emergency or a time you were very scared while flying?
- Tell me about your most memorable flight?
- TMATW you did something stupid in an airplane? What did you learn from that?
- TMATW you took up your first passenger, who was it and how did it make you feel?
- 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?
- What do you think will be most challenging for you during training if offered a position? How are you going to overcome these challenges?
-Any other questions for me? (the interviewer)

Then was the technical interview. Other gouges are spot on.
- Explain your drawing of a turbine engine.
- How do we pressurize the cabin?
- Is the bleed air off the 10th stage hot? Then how do we cool it for the air-conditioning?
- N1, N2, EGT, EPR
- Accessory gear box, bevel gear, what’s on it? (Generator)
- How does a generator work?
- What is the difference between AC and DC power?
- Hot start?
- Hung start?
- What is continuous ignition? When does it come on? When do we turn it on?
Then they asked you to explain the electrical system that you drew. I did the 172. They were fine with that. After I explained, they didn't ask too much more.
- What is a relay?

Brief this JEPP approach plate.
- What is the final approach fix?
- You are before the FAF and wx drops below mins on the app, can you continue?
- You are after the FAF and the wx report drops below mins, can you continue? If so what do you need to descend below minimums. (91.175)
- How do you know you have the required visibility at minimums? (runway lights are 2400 feet long, bulbs are 200 feet apart, can you see the 500 foot markers, 1000 foot markers. Things like that. They want to see the practical side of 91.175 not just rote memory of what you need to see to continue the approach.

Loss comm scenario on an approach plate.

-You're at _____ altitude right here on a sectional. What airspace are you in? What is the speed limit here? Visibility requirement?
- You're at 11,000 feet inside the Denver class B airspace, do you have a speed limit?
- Speed limit below the Bravo?

High altitude aerodynamics.
- Biggest advantage of swept wing design?
- What are some disadvantages of a swept wing?
- What is critical mach?
- What is mach?
- What happens if you exceed the speed of sound?
- What is mach tuck?
- What is dutch roll?
- What do we have to counter dutch roll?
- What is a stall?
- What is Critical Angle of Attack?
- What is the basic stall recovery procedure?

Then he gave me a dispatch release forum.
-Read this metar (mine had variable winds from x degrees to x degrees)
- What is the weather going to be at this time?
- Do we need an alternate at this time?(of course the TAFs in between the time you want. Take the latter of the two)
- 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?

I believe that was it for the tech.

When I got finished with the tech interview lunch was there.

I thought it was very cool that the interviewers actually sat down and ate with us. Made us feel as though we were all part of the family. We talked about their favorite places they had traveled with their flight benefits. Where the best overnights are. Fun questions.

After lunch one guy still had to do the tech interview. But the other three of us were finished with everything and just waiting to hear back from HR. I was the first one called into the HR guys office. HR guy asked a few questions. How do you think you did? What materials did you use to study? Any other questions?

He then extended a conditional offer. I accepted.

Now I had a few questions, class dates, ERJ vs CRJ. Was told that only people with ATP/CTP course completed will have the choice of ERJ because if SkyWest needs to pay for CTP then they are going to put you where they need you. Only seat locked for a year though. I chose CRJ because they said I couldn't get an ERJ class for another 3-4 months.

Study up on turbine engines, 91.175 and your electrical system and you should be fine with the tech. Don't be a "rat" in the HR. Be honest.
Most fun interview I went on! Really enjoyed the process! Can't wait to get started!
Feedback Form