The interview was very friendly. The recruiter was very frank, and went out of her way to make us feel comfortable. It was probably the friendliest interview I went through. The previous gouges were fairly accurate. The written test was 24 questions, and seemed to all be from the ATP written. The interview was straight forward. I interviewed with the Director of Training, Kevin, and the pilot recruiter, Linda. I had a nice conversation with them.
There were no trick questions or anything of that nature. Just the basic HR stuff, and do you think you can handle the training. The sim, I heard some interview classes do it, and some don't. We ended up doing it, and if you know the Elite simulator that's all it is. You fly the baron 58. You go out, do a turn, then go to the VOR and hold. Then you do the full procedure ILS to 5L in IND. You do a miss, and then fail an engine. Once you secure it, he freezes it. And that is the end of the sim ride. I know I missed some on the written, but still got a job offer two business days later for the EMB 170. I came out of the there thinking I'll get offered the job, and I did. One of the other guys got fairly grilled by the chief pilot. So, I guess it depends on who you get for the interview. Good Luck!

It all started at 8a.m. at their headquarters in Indy. 4 of us showed up for the interview and we waited until Linda Bannister came and called us back to a briefing room. In the room she explained a little about the company, took copies of our certificates (make sure you make copies ahead of time), and then we took two tests. The first was a technical test with VDPs, convert deg. F to deg. C, how much of the CVR can you erase, all stuff that is already published either here or on aviationinterviews.com
After the technical test we had a Wonderlic IQ test. I answered 34 questions in 12 minutes. After this test we took a short break and then the 1 on 2 interview process began. Each of us were interviewed for about 15 minutes (20 tops). 3/4 of us had to fly the PCATD... the only one who didn't was already flying for a 121 carrier.

While someone else was interviewing I got called to fly the PCATD. I had some practice on it before I went up there which helped a lot. They give you plenty of time to get familiar with the controls and the operator I had was super cool. He told me that he wasn't going to "fail" me no matter how bad I might do, which helped me relax a lot. I took off from IND and held at the Brickyard VOR, just like these gouges said they have been doing. After the hold I was on my way to the outer marker to shoot the full ILS when the operator failed my engine. After I cleaned it up he told me I didn't have to do the approach unless I wanted to because he had seen enough to let me move on with the day. That was a nice confidence boost.

Finally I was the last one to do the sit down face to face interview. The only technical question I was asked was to brief an approach plate for a VOR/DME approach. The guy before me had some jet experience and he was asked what the D in front of ATIS means (the answer is that it is ACARS equipped) Everything else was HR. (ie: What type of decisions are hardest for you to make? Ever failed any checkrides? Explain your driving record [mine is pretty bad...8 tickets in 10 years] Rate yourself as a pilot). The whole thing was pretty painless, it was my first interview with an airline but it wasn't bad at all.

Republic/Chautauqua/Shuttle America is a great place to go right now. They're hiring like crazy. I only have 1300 hours and they offered me an ERJ-170 class, even though the website says you need ATP minimums. Good luck to all.

This was a friendly and very well organized interview process. The interview description provided by this website is very accurate. First, upon arriving at headquarters you'll sit down and watch a video about the company. After the video a written test will be given. For the written study the AIM and the introduction section of the Jeppesen charts. The test is only 25 questions long, multiple choice, very straight forward, no surprises. There was a question about mental math crossing restriction "this is your altitude, speed, and distance from the XYZ VOR. Calculate rate of descent to cross the XYZ VOR at X altitude". At the end of the test Rosa will talk about training, pay, per diem, domiciles, and benefits. The group will then be broken in half. One group will do interviews first, and the other group will go do the sim eval. The sim was a frasca 141 single-engine complex, approach charts and enroute charts will be provided. The charts are NOT Jepps, they are NOA. Even though you are flying single pilot, try to think out laud i.e.: approach briefings and checklists. All profiles are similar so I'll tell you mine. Take off to a runway hdg climb to 3000 ft and expect vectors during the climb. Make sure you set up the airplane properly (trim, mixtures, radios, altimeter, etc.) before the take off. During the climb you'll be instructed to track direct to a VOR (DON'T FORGET TO TUNE AND IDENT!) You will also be given instructions to hold at the VOR. After the hold you'll be instructed to track to a compass locator (DON'T FORGET TO TUNE AND IDENT AND KEEP THE IDENT ON SINCE YOU ARE TRACKING TO AN NDB STATION). The compass locator is the IAF for an ILS approach. Make sure to get ATIS on your way to the NDB. 3 miles from the compass locator you'll be clear for the full ILS approach. After the full approach and the published missed the instructor will stop the sim and will call the next pilot to take cover from that spot. The interview was professional, laid back, and friendly. All the information provided on the previous interviews descriptions were accurate. But if you are coming from another 121 outfit (furlough pilots) be ready to answer 121 questions like: emergency memory items, limitations from the airplane you are currently flying, 3585 rule, alternate airports (take off, destination and performance), reduce visibility take offs, work (flight time limitation) requirements for 121 pilots, RVSM, climb segments, dispatch release required items, and METAR/TAFS and their validity periods. Good luck to everybody!

It is a 2 day processs. In the morning on the first day we were briefed about the company and what to expect. We took the instrument written but thats it. No Wonderlich test. Then we were split into 2 groups, 1 for the PCATD and 1 for oral interviews. The oral was HR questions. How did you hear of us? Why us? What are your strengths/weaknesses? TAAT when you were stressed in the workplace? etc...
then you get asked questions about the aircraft you are flying, like what is the biggest aircraft you've flown, why do you think you can pass the training we provide, etc. It was a relaxed friendly interview. Keep your answers brief-they will let you keep talking, your interview could last hours!!
Just be honest and friendly. There were NO technical questions, guess they figure we studied them already!

Good luck to all, its a place where I would love to work. Everyone I met was awesome!