Arrived the day before the interview in Columbus, OH on a company Learjet late in the night . Stayed at the suggested hotel mentioned in the interview packet they sent. Arrived 20 minutes early for the interview which started at 0930. We were issued temporary ID's. Business casual is the dress code and no tie is required (this is again stated in the interview packet sent). Interview started with a video and powerpoint presentation on the company. Very informative and alot of time spent on honesty, integrity and loyalty. Next was a 60 question multiple choice written test covering Part 61, 91, and the AIM. Studying the suggested Instrument Rating reg.'s and AIM material located in the front of the FAR/AIM should help, but not to hard if you are a current CFII. Lunch was provided and lasted about 45 minutes. Following this was a interiview with Craig Washka. He asked technical (ME procedures and systems) and well as personal questions ("Why do you want to fly freight?" and "what's your favorite aviation movie?"). Next came the simulator ride. Days before the interview I was given the speeds and procedures to memorize as well as sim flights overview of what to expect. The approach plates are NOS format and given to you well before your sim ride. I had no prior expericene in the sim before this and was give 10 minutes to familiarize myself with the cockpit layout and set up for the flight. Iwas not rushed. The sim consisted of a engine failure on takeoff followed by a another takeoff and climb to level flight at 3000'. Steep turns at 150 knots then holding intructions followed. A AI failure occured. Entered the hold and was cleared for a VOR approach, but went missed. An engine failure occured (troubleshoot) then I asked for RV for the ILS approach. I popped out above minimums and landed straight-in. A good scan and a light touch will help your BAI flying, a review intrument reporting points and perform as if your were in an actual airplane and going on a night IMC flight instead of just a sim ride for evaluation will all help better your chances. No feedback was provided and I was asked what I could have done better. Last was the HR interview. This included a review of my application and personal questions ("Memorable flight experience?", "Will you be able to relocate?", "Why do you want to fly cargo?"...) After this I was thanked for coming in and schedlued for a flight back home. The interview ended around 1700. Plan on alot of waiting time till your company scheduled flight departs. I received a call the next day offering me the job and a ground school start date. The flight crews and the interview personnel were all very friendly, professional, easy-going and made you feel very welcome.

I recently interviewed with HAIR net. I will say that most of the new updates are correct. I will tell you this, if you think a good attitude and a good sim ride are going to get you the job think again. I had a great sim ride (which by the way is exactly like the last update) and I was told that I had a wonderful attitude. (twice)..Anyway, I don't know what the secret is to the Airnet interview, but I would put a lot into the written test! They say it is not pass or fail, but the other interview canadate that I interviewed with said that he was in one of their offices and happened to see his exam and it was graded with a score that was out of 100%..Well I think they are liking to advertise that it is no longer pass or fail, but I think it is. My entire test was solid FAR 91 regulations. I mean stupid things that really didn't even pertain to flying an airplane. WEll needless to say I did not get the job. I have 1250tt and 100me (In a Baron-58). Well like I said if you think a good attitude and a strong desire to work for Airnet combined with a good sim ride are going to get you the job, Think again. I had it all and was told that I had it all and did not get offered the job. I was not COCKY. I was very humble during the entire process and I really did have a really strong desire to work for them. I was really impressed with their operation. Also be prepared for a full day! It lasted from 9:00am until 5:45pm. We didn't get our jumpseat out until almost mid-night and I didn't get home until 4:00am the next day. But I will say that Lear ride was KICK ASS!!! Hope you have better luck than I did.

Awesome experience! A few things have changed in the interview process. I arrived in Columbus on the 8th. I flew commercial, but Airnet reimbursed me fully for the flight. They will also let you jumpseat on the Lear if possible. You are responsible for paying for your room at the Cross Country Inn. ($70). You need to pick up the interview packet the night before the interview because there is a lot of paperwork to fill out. You need your five year work history. I showed up at Airnet at about 8:45 am and was greeted by Julie, the HR person. She took me into a classroom where I met Bob Ballagiron. I watched a quick 5 minute video and then was asked a few HR questions by Julie and was asked to brief the VOR-A approach into Newark-Heath. Very simple. Then they asked me to walk around and talk with the pilots and mechanics for about an hour. The operation is really top notch. Then I took a 60 question test on part 61 and 91. Pretty simple, especially if you have been instructing. Bob then let me mess around in the Frasca for about 30 minutes before he came in for the ride. Took off out of CMH. They give you all the speeds to memorize. not many. Tracked a radial off of APE vor. Got an attitude failure on the way. Announce it immediately to ATC and ask for assistance. Then got issued a hold at APE. Entered the hold and then got vectors for the VOR-A approach. Shot the approach, went missed. Got an engine failure on the missed. Feathered the engine, asked for vectors to the ILS, and that was it. I didn't even have to shoot the ILS. Bob told me that i did very well, but I forgot to announce entering the hold, and I forgot to ask for an EFC time. Then I had a one on one with Craig Washka. He asked me what to go if engine failure on takeoff into IMC and Vyse would not get a positive rate of climb. Answer: pitch up more. Start out at Vyse, but if it doesn't get you up, try a slower airspeed. Vyse is for worst conditions. What about Vxse? What makes a good freight pilot? Airnet is a great alternative to the commuters. The commuters will have you on reserve maybe up to a year, and the pay is horendous. With Airnet, you start out as captain on a piston twin, and you WILL fly. You will get the hours quick, and you will upgrade to the Lear in about 8 months. And then another year to lear PIC. The pay is much better than the regionals also. And you have weekends off! The benefits are great also! Forget the regionals. Airnet is the way to go if you really want to fly. I got a call two days later and got offered a position in the next ground school.

They are no longer jumpseating applicants to the interview, applicants buy their own airline ticket and are reimbursed up to $300. Psych test is gone.

Written test is as previously described, except it is no longer pass/fail.

The sim eval is by far the most difficult part of the interview, you will be given a profile with your interview package. Take off out of CMH, vectors to intercept a radial off of APE VOR, hold at APE as published, shoot the VOR-A in to VTA. You will get an AI failure and an engine failure at some point. Published missed approach and then vectors for the ILS 28L at CMH, land and you're done.

Nothing new in the face to face interview. The two most important things they are looking for is a strong desire to work for Airnet and good performance in the sim, captain qualified -or nearly qualified, applicants have an edge. Solid IFR skills are a must. The wash out rate in training is high so make sure you're up to it before you take the job.

Opinion: Airnet is a great opportunity for someone at the bottom of the food chain looking to move up fast. To go from a few hours of multi to type rated ATP in a couple of years while making decent money is not a bad deal. I would suggest Airnet as an alternative, not a stepping stone, to the regionals. If you plan on staying until you have enough turbine PIC to move on to a substantially better job then then Airnet is a good choice. If a regional airline is what you really want and you're only looking for quick multi time, you would be better off finding another way to get it.

Just to update the current gouge files listed.

The written contained 60 questions that are all part 61 and 91, no 135 or baron weight and balance questions. Contained questions on alternates, weather, metars and TAF's.

The sim ride included flying a profile: climb at vy until reaching 1000 feet AGL, then 140 KTS. At 500 AGL leaves throttles forward but reduce RPM to 2500. Your clearance is "starcheck one, cleared to CMH via radar vectors, maintain 3000, dep frequency 125.95 squawk 4732. You will take off and receive radar vectors to CMH at which time you will lose your attitude indicator. Once you get that back they now give you an ENGINE FAILURE. Once that is squared away you get it back and shoot a vor approach to which will go missed. You then track an NDB for about 15 seconds and then receive radar vectors for intercepting the localizer for an ILS. You fly the approach followed by a full stop landing and you are done. The frasca 142 is very pitch sensitive so keep that scan quick!!! Not too tough, they are looking for solid instrument procedures and a good scan.

The questions asked by Craig are still the same as indicated in the other gouge sheets.