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ABX Air Pilot Interview Profiles

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




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

I interviewed with Airborne in mid-June 99. I was notified of the interviewone month in advance. Airborne sent me an application and set up the
interview as soon as I responded to the letter notification. Coming from the
military, I had to find my own way to Wilmington, but they paid for the hotel
and provided transportation as required. (the hotel had courtesy van as well)
The Wilmington Inn is not bad, and well within walking distance of everything
you could need. (barber shop, food, dry cleaner, coffee shop, drug store)
Upon arrival, I immediately met another military guy interviewing on the same
day as myself. We shared a few notes, and found our "gouge" wassimilar.
(Always good) His interview was two hours prior mine. After a night of
rehearsal, I woke up and rehearsed some more during a morning run. (Lot'sof
places to run) My concern was surviving the personnel interview since rumor
said they were pretty quick to eliminate you at this phase. The simulator
"gouge" has not changed for at least 2 years.
An hour before my interview I walked out my hotel door and saw the guy's car
I had met the previous day. I knocked on his door and he told me they had
politely told him to go away. (This guy had a very similar background to
mine, so it was a little unsettling) ...Turns out he made 3 major blunders
that took him out: 1) Stick with freight companies when they ask who elseyou
want to work for. 2) Know the proper call out when entering holding. (posit,
time, and...altitude) and 3) When they ask about civil violations, they're
not talking flight only, speeding counts too.
I was interviewed by 2 Chief pilots. (I guess the HR rep left early that day)
Everyone else had a HR rep.
Here's the big ticket questions as I remember them:
How was your trip?
What was your proudest moment in your career?
Tell us about a crew conflict.
Why are you leaving the military?
What companies have you applied to, which do you want to work for?
Why do you want Airborne first?
What did you do to prepare for this interview?
Have you interviewed any where else?
What is your major weakness in the air?
Why should I hire over the previous guy we interviewed...sell yourself tous?
How do you like night flying?
Have you ever failed a check ride?
Do you have any flying violations or civil violations?
Do you mind being on reserves the first year?
Do you mind being FE in the DC-8?
Are you opposed to joining the Teamsters?
Each question led to discussion which amounted to about 40 minutes. They
asked if I had questions for them, and I asked about expansion of the
company. They seemed happy that I knew quite a bit about the company.
No technical questions were asked. I think there were two possible reasons
for this. 1) If they like you, they won't press you on issues just to make
you uneasy (they know that military guys aren't too keen on the FARS), or2)
I spent so much time in answering the HR questions, that they got felt like
I'd said enough, and they were ready for a break as well.
One Pilot led me to a waiting area giving me a guided tour as we went. (I
took this as a good sign) He left me there for 5 minutes and reemerged witha
smile and asked if I would like to try out their DC-9 simulator. Of courseI
said yes. He led me down the halls and I met with 3 others waiting to
simulate. I had an hour to prepare and then followed the other two. They both
came out looking fried, and insisting they screwed it away. (1 guy was a Navy
C-9 guy, and the other a 727 FE.) I had no time in an aircraft this largeand
felt I might screw it away, although the sim instructor assured all of uswe
would be fine. (and although the other two felt they'd screwed up, the
instructor seemed happy with all of us) I noted the dates on the profile as
Standard routine:
T/O runway 4L climb to 6000', runway heading. Steep turns 250K, 45 AOB,
vectors to hold at OM/NDB. Arcing on 20dme, VOR to Runway 4L, vectors ILS
runway 4L, full stop. If you know an Airborne guy, learn the callouts prior
to the interview. If not, you'll still live. 2 Busters: 1) Going below
MDA/DH, or 2) Screwing up holding. Jeppeson plates are provided. The C-9
sim's right seat had a loose "plate" holder and I would have ratherhad my
knee board available. I feared the plates would drop to the floor at any
moment, although they did not. The sim instructor took the controls during
approach briefs and while I computed holding. He concurred, when asked, with
my holding entry. He even turned final for me off the 20 dme arc while I
briefed the Approach. I think they honestly want you to survive the sim. I
asked if he was going to give me the "nod" after the sim ride, andhe assured
me he would. So immediate feedback is available. Also, some older "gouge"
stated a "whiz quiz" was your answer to hire/pack sand. Well, that'snot the
case anymore. The "whiz quiz" apparently has disappeared from their
immediate requirements. (Unless they speak with forked tongue) I overheard
two sim instructors talking about this requirement prior to all 3 of us
flying, and one guy said, "No, we just collect their resumes and returnthem
to HR tomorrow. We don't do the piss test anymore."
They had not used the C-9 sim for interviews in a long time (at least a year)
so don't plan on the C-9 only. 767 and DC-8 are probably more likely.
I was nervous about the interview, but to Airborne's credit, I don't think
there is a more laid back interview in the freight world, and most pax
flyers. And the price is right! I'm excited about the company, and the payis
very good. (Wilmington night life...well, everything has its drawbacks) (OK,
one of the regulars at "Damon's" will split a "bucket"and take you to some
local night life sights) (You don't need a name, she'll find you)
I've heard everything from 3 weeks to 3 months on verification of hiring.I
have another interview set up that I would love to cancel, so hopefully
they'll be on the quicker end of notifying.

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

Start with me. I'm recently out of the Navy after 13+ yrs flying. Mostly F-14Tomcat and A-6 Intruder. Currently flying the DC-9 in the Naval Reserves.As of interview: Total, 2466, PIC 2058. Sent in resume in September 1998.Sent an updated one in March 1999. Didn't know anyone on the inside (actuallyfound out about a former squadron mate after the interview was scheduled).Don't know how I got the interview. They called to set up interview in lateMay. Talked to Carla Siders. Very nice and very competent. Earliest availabledate was 6/xx (over a month). Plenty of time to prepare. She said I couldfly into Dayton, Cincinnati or Columbus. I'm not jump seat eligible otherwiseI could have jumpseated on
company jet. They pick you up and pay for two nights in hotel. I think everyonewas at Wilmington Inn. I flew into Dayton. Another guy got picked up at sametime as me. Over the course of the next day there were at least 8 others interviewing.Not sure if I saw everyone because they were spread out throughout the day.One other guy waiting to interview at my scheduled time (2:15 pm). Met somein morning who had as early as 9:00 am. Mixture of military and civilian backgrounds.Air Force C-141 Colonel, Navy Seal turned enlisted aviator, Ryan Air B-727,Navy E-2, Navy COD driver who was currently unemployed, other civilian guysbut didn't find out who they fly for. Ok, it appears that they like Navy guys.Gouge that's out there: Many trip reports, all good. Biggest change is notesting as of sometime in summer of '98. Most trip reports said it's a 2 dayprocess but everyone on my day finished in one day. If you can get
someone on the inside to get an actual copy of the simulator profile that'svery helpful! I bought Air Inc's gouge and it was pretty good if you haveno other source of info but it's not worth the money if you have access tothe sim profile and/or good info on the questions for the interview. Gougeall said that during the sim the callouts and procedures were the most importantthing. That was NOT my impression at all. More on this later. Left hotel toarrive ½ hour prior to scheduled interview. Carla took my
originals of medical, FE exam, certificate, etc. Said there were magazinesand to wait there. One other guy waiting with me. Young guy, civilian, B-727FO with Ryan Air. He got called first about 15 minutes before our scheduledtime. I got called about 10 minutes after scheduled time by a different person.My interviewers were Captain Moe Todd and Sandy Radcliff. Both were very niceand very personable. Interview was very comfortable throughout.

Interviewwas in a very small conference/meeting room. One table with room for about4-6 people. I was at end with one of them on each side. Setting was very comfortable.I had a notebook with copies of all my documents and handed that over alongwith my logbooks. Capt Todd looked at that stuff while Ms Radcliff startedthe interview. As per gouge she was going from a scripted list of questions.There were NO surprises on the questions. After she finished, Captain Toddtook over and seemed to be a little more free-form, though some of it stillappeared scripted. He didn't ask any situational questions. Just some technicalstuff, asked about accidents, busted checkrides, etc.
These are not in order but here's most of questions:
* Tell me about your flying career.
* What can you offer ABEX?
* What is one of your worst flying qualities?
* Tell me about one of your most stressful situations in the cockpit.
* Tell me about a conflict in the cockpit with another crew member.
* What are the top 3 airlines.
* Are you familiar with ABEX's salary and upgrade process.
* Why do you want to fly for ABEX?
* Will you relocate?
* How do you feel about night flying?
* What have you heard about ABEX's training?
* Do you know anyone who works for ABEX?
* What other companies have you applied to? What other's interviewed?
* Do you know ABEX pilots represented by Teamsters and Ohio has closed
shop laws? Do you have a problem with that?
* Have you ever had any accidents or incidents?
* Have you ever failed a checkride? (ans: not since getting my wings)
follow up: what happened before? (ans: two downs in TRACOM, one for FORM
hop and one for CQ) follow up: what happened? Follow up: Considering CRM
how could you have avoided that (form hop) down?
* On DC-9 what is Max T/O, Max Landing, max zero fuel, max ramp
* What is transition level and transition altitude. (as part of
answer I explained QNH & QNE - he looked back at his sheet and said you
already covered that so I think that was his next question.) Where do you
find TA and TL?
That's all I can remember. Interview took a good 45 minutes. Capt Todd tookme out a different way and had me wait in a different lobby. Very personableon way to lobby. Told me to relax and emphasized that. I waited about 25 minuteswhich made me pretty nervous, when he came back he apologized for taking solong and said that HR person was new and they were talking about interviewingstuff. Said that I had done very well on interview. Then he told me I wouldbe doing DC-9 sim and led me to briefing room. Sim can be in any of 3 airplanes(DC-9, DC-8 or B767). They had notebook with gouge for sim and he told meto read that while awaiting the instructor. Ryan air guy had been there about10-15 minutes. Another guy
(Navy E-2 guy) came in about 25 minutes later. They were swapping out siminstructors when we started. Our instructor was Capt. Mark Griz. He mentionedto the off-going instructor that he hadn't done a pre-hire screening in 5years. He gave us a thorough brief on the profile etc. One difference fromthe gouge I had was there wasn't as much emphasis placed on the callouts.He said they biggest thing would be basic airwork and instrument procedures.One example was the gouge I had listed a very
scripted takeoff brief. There wasn't one listed in the notebook. He said touse briefs, checklists, etc that we were used to. He briefed entire profileincluding approach. Said there would be no failures or abnormals. Just twoof us in box with him in left seat, me in right. Weight is frozen at 98,000pounds. T/O and Landing Data card, right there with all numbers on it. Hetalked a bit about the bug altitudes and bug speeds. Everything flown rawdata (no flight director). We went in order we had finished our interviews.Sim took about 25-30 minutes. Called for checklists and he said "complete"after you called for each of them. Asked for post-start, pre-taxi, taxi andtakeoff checklists. Also asked for ATIS and clearance. Gave a takeoff brief.Sim is set on runway. Asked for T/O clearance. I did static runup, handedoff throttles to him to fine tune takeoff power. T/O was runway 4L at ILM.Look at both 4 and 22 because you could get either. Climbout runway headingto 6000 feet. He calls 80 knots, respond "check", V1, rotate, V2."Positive rate" . "Positive rate, gear up". He puts upgear. Rotate to 18* which will give you about V2 +10. Climb to 1000 feet andthen call for flaps up. He puts flaps up. Continue climb at 1000 fpm whileaccelerating to 1.25 Vs which is bugged at 185 knots. Call "Set 1.7,slats retract". He'll retract
slats and set power to 1.7 EPR. Climb at that airspeed to 3000 feet (all altitudesare AGL). At 3000 feet call "set climb power, quick return checklist".Climb at 1000 fpm while accelerating to 250 KIAS. Climb at 250 to 6000 feet.Approaching level-off he gave me vector. Set up and trimmed then did steepturns. 45* AOB for 180 degrees then reversal to original heading. Vectorsfor NDB holding at CUBLA which is OM for ILS RW 4L. Briefed entry, timingetc. At 6000 feet need to ask for speed waiver. Also he didn't give EFC soask for that. After station passage gave vector to intercept 20 DME arc toVOR RW 4L
final. Also descent to 3000 feet. Have him fly it for approach brief. He didn'twant to actually hear the brief but just that I was going to do one. He stillgave me time to review procedures. Slow early rather than late. Configurefor Flaps 5/slats extend on arc. Intercepting final course, go to flaps 15.On all these try to fly the speeds on data cards. At 10 miles, he called "twomile fix now" I asked for gear down. Once down, flaps 25, landing checklist.Then I asked for flaps 40. The approach on the plate has procedure turn inside10 miles. It doesn't show a FAF. It shows once established you can descendto MDA. In briefing room he talked about it and said we would call the FAF8 miles. I understood this to be when we would
do our configurations per the procedures. I wanted to get down early so Istarted down as soon as I passed 10 DME. He asked what I was doing. I toldhim and he said "well that's legal but we said the FAF would be at 8DME". Ok, I leveled off at 2800 feet and stayed there until 8 DME. Theprocedures
are at the 2 mile fix (2 DME before the FAF) to go gear down followed by flaps25, followed by landing checklist. AT the FAF go flaps 40. I don't think Iimpressed him by going early on that stuff and especially the "early"descent. Passing 8 DME I descended to MDA. I had heard about a guy who bustedMDA (by about 100 feet) and they froze the sim on him and ended it. I leveledoff 200 feet high at about 3 miles prior to our calculated VDP. MAP is atstation passage which is mid-field. I was working it down
slowly and planned to level off 50 feet high. He told me to get down to MDA.I hurried it up to 50 feet high and he again told me to get down to MDA. Iwent down to MDA and leveled off and drove in. I actually busted MDA by about10-20 feet but he didn't say anything. I called out when we reached VDP andasked if he had anything, he said," No, continue". After that Iclimbed to about 30 feet above MDA because I didn't want to bust it again,and waited for station passage and began missed approach. I shoved the throttlesup and called for go-around power, but missed the flaps 5 call. He made thecall and re-configured. After that the procedures are the same as the takeoffso far as target airspeeds etc. Missed approach called for climb to 4000 feetbut passing ~2300 feet he gave me a vector and level-off at 3000 feet. ThenI got vectors for the ILS. Again he flew while I studied it and he didn'twant to hear the brief. Configurations were as briefed which was to go slatsextend/flaps 5 on base. Turning final go to flaps 15. At glide slope alive,call gear down. At one dot below glide slope call flaps 25, landing checks.At 1/3 dot below glideslope call flaps 40. He had briefed the glideslope interceptand said to use 3 degrees decrease in pitch attitude. Throughout the briefhe emphasized pitch attitude. I found their sim to be far more pitch sensitivethan the actual DC-9 and also more sensitive than the FlightSafety Internationalsim out in St Louis that I trained in. I chased glide slope and localizerthe whole way down. Made my calls of 1000 feet above, 500 feet above 100 feetabove and DH. We broke out about 200 feet above but I stayed on the instruments.I was lined up a bit left and when I went visual at about 150 feet AGL I pickedup a lot of wing rock. (Standard sim stuff). Visuals in the sim are oldergeneration
with just black runway, grey surrounding and runway lights. I ended up divingbelow glide slope but did an ok flare onto runway. Pulled thrust reverserswhich had easier movement than any of my squadron's airplane so yanked oneof them to 2.0 EPR. Normally you use 1.4-1.6 EPR. Finally just jumped on thebrakes since the DC-9 has good anti-skid. Overall I did not feel good aboutthe sim. I felt like I should have done much better considering that I'm currentin that airplane. I was off by 200 ft during part of my steep turn and againwhen I was on the arc. Didn't like my ILS or much of the rest of it. Whenwe got out, all Capt Griz said was "I bet your simulators aren't thatpitch sensitive". Then he took me out to the guard shack and I calledfor the hotel van from there.
The end result of all this was I felt very good about my performance duringthe interview, but not good at all about the sim. The normal timeline to hearfrom Airborne is about 2 months while they do the investigation. No news isoften good news although I have a friend who didn't hear for about 2-3 monthsand then got a rejection letter. A final note, I got the call almost exactly16 weeks after my interview
telling me I am number 70 in the hiring pool. Yeah! Now if I can just getrid of those other 69 guys (joke)!

Background: Commuter Captain, 4500 Total time, 2800 Multi, 2500 PIC, 1900Turbo-prop(700 PIC), 500 Night, 500 Instr., 1 Type Rating.
Experience: Flight Instructor, Chief flight Instructor, Line Captain, TrainingCaptain, Check Airman for scheduled 135 operation, Line Captain for 121 RegionalCommuter. No military background.
Targeting Airborne: I was mailing a resume once a month over a period of twoyears. No recommendations from anybody in the company.
Notification: I received a letter from Human Resources and was told to contactthem to set up an interview date. They only interview on Thursday and Fridays.
First Impression via phone: This is a PROFESSIONAL CLASS 1 OPERATION. Spoketo Human Resources via phone to set up interview date. (Set exactly one monthfrom phone call). Note: YES SIR, NO SIR, YES MAM, NO MAM, IT'S A MUST. USEIT.
Getting There: Fly, Drive, Run, Walk, Swim, you get it…MAKE IT.
If you are eligible to jump seat: they will set it up on an Airborne Aircraft
If you are flying on your own expense: they will send an Airborne Deliveryvan to pick you up at the Airport.
If you drive easy access from main interstates and highways.
Lodging: They pick up the bill. (CLASS ACT)
Transportation: To and From Hotel and Airborne Offices, use hotel van. Verynice people. TIP: talk to van driver, He knows more about the interview processthen some of the people I spoke too. Most of the times he knows what Sim theyhave been using for the sim ride.
Places to eat: Many, the van will also give you a ride.
Sim Preparation: They use the DC-9, DC-8, and the B767. If you have any experienceon jets great, if you don't do not worry about it. (I had zero experiencein jets). If you have zero experience and zero money like me, I suggest someFrasca time if you are not IFR current, if you are well…then you arethe only one that knows how strong or weak your scan is. If you can buy somejet sim time I suggest something with EFIS (Airborne DC-8 and B-767 have EFIS.)If you are a Commuter Pilot it's just another day on the Job, No auto pilotor flight director. If you are a Military Pilot or Naval Aviator (just fromthe feedback I received from the Military Pilots/Naval Aviators interviewingthe same day) practice with NO HUD, Auto pilot, Flight directors, VelocityVectors, and Auto Trim.
First Day: RELAX…They want to hire you, if they did not want to hireyou, you would not be there. Show up half-hour before your scheduled time.The hotel van will drive you to the ABX Head office and drop you off in frontof the security office. Go inside, tell them your name and that you are therefor an interview and they will call Human Resources to meet you at the door.You will also be given a temporary ID card. Human Resources is great….verynice people. He/she will ask for your Logbooks and ATP/Medical. He/she willturn them in to the chief pilot for review. Now you have about a 20-min. wait.Sit down and stay RELAXED. While you wait read from a selection of magazinethat they have. TIP: Don't read sport illustrated swimming issue…..Ifound a magazine published by Airborne that had excellent information, whichI used during my Interview.
When it's time a chief pilot or assistant chief pilot will introduce him selfand escort you in a room where a Human Resources person will be waiting foryou. They are great people and will do everything they can to keep you relaxed.
Questions from Human Resources: Why ABX? (They know that you study everythingthere is to know about ABX, tell them something they don't know about thecompany (remember that magazine during the wait…that's where I foundsome great information.)
What are some of your best/worst qualities?
If you can change anything about yourself, what would it be?
What other airlines have you applied/interviewed with?
Top 3 Airlines in order and why?
When can you start?
Do you know the starting pay? (26,200)
Tell me about a difficult situation you had in the cockpit?
What can you give and bring to ABX?
Tell me about your aviation career?
TIP: Be honest and be yourself, but must of all be ABX.
Questions from the Chief pilot or assistant chief pilot:
What is Dutch Roll?
What is Mach Tuck?
What are the holding speeds?
Holding Instructions, where are you in relation to the NDB?
Memory items for your Airplane? (Fire, Overspeed, Etc.)
How do you feel about night flying?
Best/Worst flying qualities you have?
Accidents, Incidents, or violations?
Have you failed a check ride?
Why do you think people fail check rides?
TIP: Study, Be honest, always be positive and think as WE not I (CRM)
When it's over they will escort you out to the main lobby and tell you towait. They will be back in 5/10 min. and either thank you for coming out orthey will ask you if you would like to stay and fly the sim. The second choiceis always best, but if you are given the first, be a man, move on, work harderand best of luck in your aviation career.
Second day: (The sim "the electric chair")
The hotel van once again will bring you back at ABX at your scheduled time,don't be late but 10/15 early.
You will be escorted in the sim rooms and then upstairs in some of the trainingbuilding offices. They will hand you an abbreviated version of their SOP andtold to study. The instructor pilot will show up about an hour or so and giveyou a very short briefing. You will receive a better briefing once you arein the sim. Depending on how many other applicants make it you may be number2,3,4,… for the sim, and will have time to study more, but if you arethe first one don't worry about it and do your best. TIP: use the time tostudy, not to compare or size up yourself with the other applicants, but alwaysbe willing to help somebody else that has a question, (you may be that somebodyelse one day.) Try to study and remember the profiles, call outs, and briefings.Seems like a lot at first, but you can do it, and just try to relax, it'sa friendly atmosphere.
The sim Ride: You will be given a few min. to sit in the sim by yourself.TIP: use them, try to adjust your seat, rudder pedals, etc…don't justsit there and look at all the pretty lights……..
The instructor captain will return and give you a briefing …listen he/shewill give you a lot of tips…. Anytime you are asked a question or hemakes a statement or gives you some information…YES SIR, NO SIR, ROGER,NEGATIVE, OR POSITIVE. He will brief you on the sim ride and sim operation.He will then ask you if you are ready…before you say yes…think…(Iasked him about the emergency exits/operation and emergency fire bottle locationin the Sim…..He was very impressed. They are looking for basic skillsnot Test pilot skills. Fly the Sim the best you can, and remember it's notover until you hit the ground …and then some.
Sim profile: Takeoff briefing by you (By ABX SOP)
Normal Take off to 6000' (Gear and Flaps retraction)
Steep turns 180 left and right
Direct to NDB or VOR and hold
Vector from hold to inter. DME non-published Arc
Miss APP.
Vectors to ILS Full STOP

Tips: Don'tover control and don't worry if you make an error, move on keep flying. Usehim…CRM. If you're a commuter pilot don't let the size intimidate

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

I had an ABX interview the first week of March and can confirm the previousoverviews are pretty much right on. The differences you should be aware of
are that the written test is no longer administered. You will go directly
into an interview with one person from Human Resources (Personnel) and a
Chief or Senior Pilot. If you interview on Thursday and are invited back,
there is a good chance you will do your simulator profile on Friday, but
there is always a chance you could do it all in one day. If you have an
interview on Friday, I would be prepared to do the sim on that day. The
DC-9 is a very busy (scheduled) simulator and I believe you chances of doing
your sim in that airframe is about 10%. You should focus most of your
attention to being ready to do the DC-8 or B-767 simulators. The DC-8 is
old and is slow to respond to roll inputs, but pitch is fairly normal. You
need about 4 degrees nose up for level flight. I suggest you stay about 1/8
of a dot high on the ILS glide slope, because if you get low, it is a
handful to get back up. You not only have to pitch up, but add power.
Ohterwise your aispeed will start bleeding off below your target speed.
Everyone was nice and it is a good experience if you get hired or not. They
told us to expect to be notified in 3-4 weeks.

Date Interviewed: January 1999
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:
I interviewed on Jan 21st and did the sim check on the 22nd. I interviewedwith Capt Jim Hobart the DC-8 Assistant Chief Pilot and KC from the HR department.I got to the interview at 9 AM for a 9:45 interview. Airborne asks you tobe there 30 minutes early to go over paperwork, but all they did was takemy logbooks and military flight time summary. About 9:50ish Capt Hobart cameand got me for the interview. The entire process was really relaxed and friendly.Both Capt Hobart and KC were extremely friendly and relaxed. After talkingabout Florida and general chit-chat KC explained the process. She would askbasic questions and Capt Hobart would ask technical questions. She startedby looking at my resume and app and asking some basic questions about my pastexperiences. During the entire interview I was given plenty of feedback, whichwas unlike the other trip reports that I've read. The questions that I rememberwere:
1 Tell me about your flying experience?
2 Why are you getting out of the military?
3 Any plans to join the guard or reserves?
4 Why did you chose Business Administration as a major in college?
5 Were you a ROTC grad?
6 Were you slated for a pilot slot from the beginning of ROTC?
7 Is ABX your first choice? Why?
8 Do you favor cargo flying over people?
9 Are you still in the military?
10 When are you available?
11 Who do you know who works at ABX? She wrote down their names, so they maybe contacted but I'm not sure.
There were some other questions, but they were very basic and really easyto answer. The ones I put down were the hardest ones I was asked! So it wasobviously no big deal.
Then Capt Hobart took over for the "technical" portion. Again heasked a bunch of general questions and no "technical" questions.
1 What do you consider a professional pilot?
2 What does ABX expect from you as an employee?
3 What do you expect from ABX as an employer?
4 Describe a composite instrument scan?
5 Where do you see yourself in 10 years?
6 What was the proudest moment in your aviation career?
7 Did I have any other accidents or violations? (I was involved in a mid-aircollision as a new KC-135 Co-pilot)
That was about it, again there were other questions, but no real toughies.
When I was asked if I had any questions I asked 3 or 4 about the 767, andfuture growth projections. Probably a good idea to avoid asking the pilotbeing fired for refusing to fly a test flight. It is a real sore point withthe management since the union sued the airline to get him his job back.
I did receive a lot of feedback, so it was really important to keep both interviewersinvolved with eye contact. It was tough to keep the HR person involved duringthe technical portion.
When the interview was over Capt Hobart led me to the main waiting area(notthe area where you were while waiting for the interview) and said someonewould be in a few minutes to let me know what they wanted to do next. About5 minutes or so later Capt Hobart came back and told me that he'd like meto come back the next day at 8AM for a DC-8 sim. He also gave me a quick overviewof the profile and the general hiring process.
I went into the interview around 9:50 and was back in my car at 10:50 to studyfor the sim! So it is a really quick and painless process.
From the best guesses of me and the other people at the sim there were 12people interviewed and 8 of us got asked back for the sim. 7 males, 1 female(notthe clown dress girl) 5 military, 3 civilian.
I got to the Complex at 7:45 for an 8AM sim briefing. The briefing was byLarry Cavassos who also did the first 4 sim rides. Norm Kwist did the afternoonbrief and last 4 sims. Both guys were friendly, but Norm seemed to be moreopen and fun. We were given an hour to look over the sim guide before thebriefing started. In the brief he went over some general maneuvers and howthe DC-8 flew and pitch and power settings. I ended up getting into the simthird, so I didn't start flying until around 11:45AM. I was pretty burnedout before I even got into the sim, but I did know all of the ABX calloutsand pitch and power settings and configurations.
The profile is simple: T/O climb on profile to 6000' and L/O. Then 2 45 degreeAOB turns for 180 degrees followed by proceeding direct to an NDB and thenholding over the NDB. You depart holding on a heading to intercept the 13DME arc and arc around to a VOR approach to a missed approach followed byRadar Vectors to an ILS. Pretty simple as far as maneuvers go, but the DC-8is a beast to fly! Use good headwork in the sim, I had a real hard time flyingthe sim, but I used good headwork and didn't do anything stupid to try tosave a bad approach. Also watch out for the 1.5Vs/O speeds for holding. TheDC-8 speed was 204KIAS and FAA max holding speed for 6000' was 200 KIAS, sobe sure to ask for a deviation! Bottom line don't do anything stupid to trysave a bad approach.
I had a horrible time trying to fly the sim, but after talking to 2 otherguys who did the sim they were also really demoralized, so who knows how itwill turn out.
I didn't have time to do a practice sim, but I highly recommend doing oneif you are able. Especially if you have been flying a lot of VFR. Also ifyou haven't flown ILS's in a long time. Or have very little experience flyingheavy planes. The sim profile can be in the DC-9, DC-8 or the 767. It alldepends on the availability of the sims.
Now just on to the waiting and all the second guessing and critiquing of yourperformance. I'm hoping to hear something in about 6 weeks
There are 4 stages,
Chief Pilot
Drug Test
ABX will fly down on one of thier aircraft if you can jumpseat. If you
cannot they will have a driver meet you in Dayton, Columbus, or
Cinncinatti. You will interview with the Personnel rep and the pilot rep
at the same time, I had the DC-9 Chief Pilot. The Personnel started
first with the typical questions.
Cronical your aviation career, include the aircraft flown and which seet
you where in?
Why ABX?
Have you thought about flying at night for the rest of your career?
Have you ever had a problem with a flight attendant or captain (I fly
for American Eagle)?
The Chief Pilot asked:
How much time in the Saab 340
He asked about my training, how complete the Part 135 rides where (
probably because I'm civilian)?
When did you disagree with a Captain?
Can you depart VFR with your OPS Specs?
When do you need to hold short of the ILS Critical Area, what wx
If half of DFW is 1200 RVR and the other half is VFR, do you need a Take
Off alternate?
(most of these were Part 121 questions, if you not under Part 121, then
dont worry about it, there were 4 Military guys interviewing also and
they had no idea about these questions)
Then general focus of the interview is to determine if you REALLY want
to work for ABX, the focus of the questions were geared to determine
that. They like you to know information about ABX. They also wanted to
know what specifically is attractive about ABX.
If that goes well, you will procede to the simulator. It can be in
either the, DC-9, DC-8, or 767. They won't tell you either because it
depends on the availability of the sim. Thier attitude in the sim is
different than others I have done. They give you about an hour to study
the profiles for the 767, in my case for take off, non-precision, and an
ILS and a missed approach. They want the call outs correct etc. The
profile cosisted of the following:
Take off from wilmington, climb to 6000 ft
At 6000, do steep turns,
Procede to the NDB and hold
Vectors to the VOR, then outbound on a 290 heading to intercept the 13
VOR 22 approach
Missed approach
Vectors to the ILS
Out of 6 people only 2 went to the drug test. Which would indicate that
the sim did not go well.
I would recommed studying the Part you operate under, AIM, high speed
aerodynamics (one guy got asked about mach tuck) and get some sim time
because they take that seriously. In general the entire process was not
very organized. They seem to pay well, reserve is 14 days off a month
and 15 days off for a line holder etc.
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