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Envoy Air Pilot Interview Profiles

» Home » Pilot Interviews » National Airlines » Envoy Air
Date Interviewed: October 2010
Summary of Qualifications: 1150TT, 110 M.E. CFI, CFII & MEI. College Degree
Were you offered the job? Yes
Pilot Interview Profile:
The gouges here give you a good start on your studying. Make sure that you are prepared. American Eagle is very professional and they proud themselves on that. All of the information is here, be prepared. Make sure that your paperwork is up to date as well as your application. Be yourself. They are looking for quality individuals who is dependable, part of the interview is to see if you can learn in a stressful environment. I saw pilots with type rating in the ERJ and CRJ not make it on the day of my interview. I come from a small school and most of my time is in 172 as a flight instructor. Prepare your self and be your self, the American Eagle staff was great. They will be hiring for a while, don't be fooled thinking that they are desperate for pilots, because allot of people want to fly for AE, and they can afford to choose who they find is the best candidate. 8 of us interviewed, 3 got the offers. Good luck!!!
Date Interviewed: September 2010
Summary of Qualifications: 1450 TT 160 ME, 800 Turbine, CFI CFII, current Part 135 pilot, internal rec
Were you offered the job? Yes
Pilot Interview Profile:
I had a good buddy of mine who is a FO over there send my stuff through to HR and about two weeks later I got a call for an interview. If you can find anyone that works for Eagle that will do that, it will help immensely.

They fly you out the day before space available. I recommend staying at the Candlewood Suites which offers a discount for American Eagle. Really nice hotel. I got there in the early afternoon and had some time to do a light final review of the material and to make sure my paperwork was in order. Honestly, don't spend the previous night staying up late cramming. Eat a nice dinner, relax, watch some tube and get to bed EARLY! If you don't know the material by now, then you just don't know it....

The shuttle from the hotel leaves at 7:30 and it's about a 10 minute drive to the training center. You'll have plenty of time to get there for the 8:00 AM show. There were 4 of us that day but apparently there was supposed to be a total of 6, two did not show up.

EVERYTHING is as advertised. Previous gouges from here and the other website are SPOT ON! They even joke with you in the beginning that the applicants should be conducting the interview because if you read the gouge, you should know the process so well. Everyone is extremely friendly and really wants to make you at ease. If you study the material with enough prep, you'll be fine. Just be yourself and be personable! They are looking for someone that they would want to be around on a 4-day trip with.

I did the sim first. The sim instructor was a really cool dude who teaches the ATR over at the schoolhouse. They give you the profile well in advance. It's pretty much as described in previous gouges. Now, they are even giving you the inbound holding radial in advance and apparently they didn't do that before. The sim I thought wasn't too bad. Maybe a bit pitch sensitive so I just used my fingers to fly it as much as I could. Try not to manhandle it and you'll do fine. He's just looking for BASIC instrument skills/scan, etc. He is your PNF so have him do EVERYTHING, lest fly the aircraft. I'm talking about setting your heading bug, CDI, even starting your time for you in the hold! Don't be the dude who wants to show them he can do it all single-pilot. AE is not a single-pilot operation and that will be your sure ticket home if you try to be a hot-shot. The only thing I touched was the yoke, trim, gear handle (this is located in a spot where he can't grab it), and the throttle. With the power, you just put it where you think it should be and he'll fine tune it for you. If you're scan is up to par and you are instrument current you should have no problems. I've never flown a G1000 before and I did just fine. At my current job, the aircraft we fly have digital flight directors so I was used to it. If you've never flown with a FD before I can imagine it might be a bit confusing at first but you just have to trust it. It makes flying the thing cake.

Next I did the tech, followed by the HR portion. I'm not going to go into detail with these because as I said above, everything is as advertised. There were no surprises whatsoever if you studied the previous gouges. After that, we broke for lunch. The $5 voucher they gave me actually covered my whole meal so that was a good deal!

After lunch, we got back and at this point all 4 of us had made it through, or so we thought. They called one of the guys out and told him he was done. It's too bad because he made it through the whole interview but somethng must have been flagged at the end. Unfortunately, they don't tell you why either but you can re-apply in 6 months and they encourage you to do so. The 3 of us left got our conditional offers pending our background checks go through, fingerprinted, filled out some more paperwork and the day was done around 3:00 PM.

Earlier in the year it was taking people about 2 months from the interview to the first day of class since the classes have been so small. They told us to expect that window to get smaller since the classes are getting larger. Possibly 5-6 weeks. They plan to hire 40 a month through the end of the year and an additional 300, if not more next year. It's a good time to get in now. We were told to expect ORD ERJ and NYC ERJ/CRJ. Apparently, the SJU side of the house is shrinking.

Another final word of advice, as soon as you get the call for an interview start prepping immediately. I'm pretty sure I destroyed a small forest with the amount of paperwork I had to bring to them. It takes a while to get transcripts, driving records, letters of recommendation, etc. Another thing too, if you've lived in a state for more than 6 months, even if you didn't have a license in that state, you will need a letter from that sate showing any sort of driving infractions you may have while living there. If you have none, you still need a Letter of Correction from them to clear your record.

Good luck everyone!
Date Interviewed: September 2010
Summary of Qualifications: Commercial Pilot 1,358 Tt, 106 me. CFI, CFII, MEI, part 135 experience.

Still waiting for the Review Board but they gave me the conditional pre offer.
Were you offered the job? Yes
Pilot Interview Profile:
Everything started at 8:00am sharp. Don't be late...

If you are staying at Candlewood Suites they give you a ride at 7:30am.

As soon as you arrive, you stay in the lobby until a pilot recruiter will look for the group. They are very good persons and want you to pass.

Be aware...BRING ALL THE PAPERWORK!!!! Two of the guys went home. Important:

-Bring your logbooks ALL OF THEM!!!!
-Make sure that your flight time match with the airlines app. (Of course there's some kind of discrepancy because the app don't have DUAL PIC time.)They just want to see that you don't cheat with your logbooks.
-Be polite, try to know every other pilot and relax...you'll feel like home.

They came in and start explaining us why they are hiring, their bases, how much they pay at training, and all kind of stuff that you should already researched and know.

After they check all you paperwork and logbooks they start dividing the group in different interviews. I started with Technical and then Simulator.

Technical:

- They give you the logbooks, check the paperwork again.
- He told me to talk about myself when he's checking the application.
- He asked me if I know about Jeppesen charts. In my case I studied the Introduction part of the Jeppesen and I let him know that I studied but I don't use them because most of my flight is VFR. He understood...
- He asked me:
1. DFW airport diagram hot spots and how they look like (there no Hot spot in DFW)
2. Runway length
3. Displaced threshold, how is depicted in the diagram and how they look in the ground.
4. How much landing distance I have after the displaced threshold.
5. Airport takeoff minimums
6. Alternate takeoff minimums.
8. When do you need a second alternate
9. RVR stuff...pretty easy. (what everybody else wrote in the other gouges)
8. Minimum Safe altitude.

Enroute chart
1. MEA
2. Fixs using DME
3. Grid Mora, difference in colors
4. Restricted Area
5. MOCA

Departure Procedure.

1. Limitations and fly it with the finger.

Arrival

2. Limitations with a jet coming inbound from the north.

Weather

1. Identify what is a METAR and what is the TAF
2. Identify the valid period of the TAF
3. Read the METAR

Airplane

He asked me which airplane I want to talk about...I used the C-172 lol!

1. Fuel Capacity
2. Max Takeoff Weight
3. Max Ramp Weight
4. Battery Voltage

-Part 91 oxigen requirements
-Part 121 rest periods
-Part 121 duty times


Basically that's it for the technical. After that I went back to the holding room with a bunch of flight attendants candidate. Hehehehe I enjoy being there with them...they where making jokes and made me relax for the simulator.

Flight Simulator..

As everybody said is a Frasca 142 with G1000 (I you already have flight time in G1000 you're more than ready, if not that's ok it's pretty easy)

The NFP (non flying pilot) is pretty useful. They want to see that you can be a future captain, asking for checklist, doing your judgment and using the NFP as your crew. Pretty easy, don't be scare and concentrate in the call outs and flying.

They gave me the Memphis RWY 18R ILS/LOC approach.

-With Flight Director
-You take off from RWY 9.
-He give you V1 and VR (which is 95kts boths of them in the baron)
-Positive Rate - Gear up
-At 800' AGL he tells you "Acceleration Alt"
-You respond "Climb Power" & "Climb Checklist)
-At 3,000' MSL you turn right heading 230 and intercept the Radial 090 inbound.
- He gives you the Holding instruction. (Be sure that you pass the controls to him when you are writing the holding instructions)
- He gave me hold northwest of the VOR in the 300 radial. It was a teardrop entry.
-I made the entry and then he gave me Radar Vectors.
-He tell you to descent to 2,000' and you ask for the descent checklist.
- Do the approach briefing relaxed.
- Then take the controls
- After established in the localizer and glide slope is alive ask him to use the flaps and gear.
- The ceiling was at 600' and the approach minimum is at 495' so you descent VFR to the runway.
- He ask you to go around and you hit the TO/GA button in the throttle and apply max power.
- Established at 2,000' and in cruise power he freeze the sim and put you back in the localizer with the Gear and Flaps Up.
- Then RAW data approach.

Pretty Easy...don't get nervous it will be easy and he NFP is a great person and will set everything up for you. Thrust the Flight Director.

After that we went to lunch. I was a nice cafeteria, very big and good food for the price. (they also gave us a $5 voucher) I just pay $1.85 extra. =D XD =)

After that they called me for the Human Resources...

Normal stuff:

He check my paperwork, ask for a couple of things. Read my recommendation letters. More paperwork...

-Can you relocate at own expenses?
-Is this is your first airline interview? (this was my first airline interview)
-Why do you want to work for American Eagle?
-Why American Eagle should hire you?
-One word that other persons can describe you?
-One trait that you want or are changing about yourself.
- I have a letter of correction and he asked me about it. (not big deal in my case, be always honest)

After that they sent me again to the holding room. Also they sent me to write a report for my letter of correction (just for the file).

After that they gave me the letter of conditional pre offer. Then sign some paperwork, they sent everything to my present and past employers that same day. So be sure to have every fax number or email correct.

After everything they give you your flight back home and you go to the bus station.

It was a very fun and pleasant interview. Just relax, have your paperwork done and you'll see that they will give you the offer. Don't hide anything, be honest and be yourself.
Date Interviewed: July 2010
Summary of Qualifications: 2200 TT 1700 multi 1620 Turbine part 121 500 PIC ATP Written and Internal Recommendation.
Were you offered the job? Yes
Pilot Interview Profile:
I was scheduled for an interview about a month in advance. This was a good way to do it considering how much paperwork you need to get together. This is key!! MAKE SURE THE PAPERWORK IS CORRECT AND COMPLETE!! Was flown in the day before on American. It's standby so show up to the airport at least an hour and a half before to check in. Arrived in Dallas and stayed at the Candlewoods Suites. It's really nice and reasonable.

The interview started at 8:00am the next morning. I interviewed with 3 other guys, two flight instructors and one furloughed guy. All really nice. Once you get to the AMR headquarters, your able to get some coffee and wait in the lounge area for the interview team to come get you and take you to the waiting area. It's just a big classroom where you'll wait for your turn to do a portion of your interview. The very first thing they do is collect your first part of the interview packet and your logbooks. Than while two guys check your paperwork and logbooks, another guy explains how the day will go and also gives you some information on the company.

First of all, everyone is really nice and professional. They make you feel at ease and want you to succeed through the day. After the presentation was over, we were individually called out to do the first part of the interview. I think all of us got the tech part first. The guy who did mine was really nice and easy to talk to. He started out by pulling out the DFW airport chart. Know that chart, front and back. Next came the departure from DFW. He wanted me to finger fly it. Just read the notes for your particular runway and you'll do fine. Than he through in a metar and taf to read. Very basic stuff. He asked several questions on the low enroute chart. MEA, MOCA, Grid mora, etc. Than I briefed an approach back into DFW. Again just brief it like you would brief any approach. He asked a couple aircraft questions about my last aircraft. MTOW, Max ramp wt, MLW, fuel and voltage of the batteries. Than we talked about the company for a while and than I went back to the holding tank.

Next was my sim ride. Everyone receives the sim profile packet first thing in the morning. All of us were looking it over most of the morning. Everyone gets a different one. I received KMEM. The sim guy is really cool and laid back. It is very true that your worst enemy is yourself in this sim. It is really touchy however. The sim is a Baron 58 Frasca sim with a 180 degree rap around screen. It's a really cool set up. He gives you as much time as you need to familiarize yourself with the sim. I took about 5 min to make sure I found everything. Checklist usage and profile speeds are very important. Study those the most in the packet. Once I was ready I briefed the t/o and we were off. I took off out of MEM on rnwy 9, runway heading up to 3000. Leveled off and made a right turn to intercept a radial to the MEM VOR. The sim guy will do everything for you except actually fly the plane. Once we were tracking inbound, he paused the sim and gave me holding instructions. The hold was different from what the packet told me it was going to be. Nothing major, just know how to enter a hold. Pretty basic. I briefed my entry and than he restarted the sim. I made my first inbound turn to the hold and he than froze the sim and brought me out for a vector to ILS 18 R at MEM. First one was with the flight director and at mins I went missed. He brings you back out to do the same approach, but this time it's without the flight director. This is to a full stop. The landing is not graded, thank god!!! I bounced it pretty hard:)

Next was lunch. They give you 45 min and a five dollar voucher for the cafeteria. It's a really nice set up there and the food is really good. At this point there were only two of us left. After lunch we went back into the holding tank. After a few min we were taken to do HR. HR is straight forward. It's mostly paperwork and just a few questions.

It was really a good experience. Everyone is really accommodating and friendly. After HR we were both given the letter of the pre-offer of employment pending our background check and medical. After that you have to walk about a block and a half to catch a bus to a parking lot of DFW, than transfer buses to the main terminal. I really appreciated the opportunity to interview there. It's a great company and everyone is really excited about the direction that Eagle is going. I put yes since I was given a letter, but I haven't received a call yet for a medical, but it's only been a week. They told us the background paperwork could take up to 4 weeks. The average I was told was 2 months from your interview date to the first day of class. This place is very professional and I can't wait to start class. Good luck to everyone!!! Just relax and come in with a good attitude and you'll do fine.
Date Interviewed: June 2010
Summary of Qualifications: 1550TT 210 multi CFII MEI Internal recommendations
Were you offered the job? Yes
Pilot Interview Profile:
Interview was very professional and well conducted. They told us they invited us there because we looked good on paper and they wanted all of us to succeed that day.

Sim – I practiced for the sim using Microsoft flight sim with rudder pedals and a yoke. The sim flew a billion times better than what I had practiced on, so it was cake to control. Just don’t get too excited, be gentle on the controls and don’t move the yoke around a bunch unless your really need too… just like a real airplane. I was brought into the room with the barron sim, sat down in the seat, and was given the opportunity to ask any questions that I wanted. There was no pressure to get started. He told me to tell him when I was ready. They give you a profile first thing in the morning to review until it is your turn. They told us they weren’t looking for us to be perfect, rather they were looking to see that we were teachable and could make it through training if selected. The flight in the sim was exactly like the profile except my holding assignment was on a different radial. He changed it up from person to person. The instructor will tune, identify, set bugs, turn on/off flight director, switch it to approach mode, and tell you when to go missed. The only thing I touched was the yoke/elec. trim and throttles/toga button.

I studied using the previous gouges so I will just go ahead and list my experience and you can fill in any gaps with what has already been posted.

Know what FLs RVSM is and what equipment is required to operate in it
O2 requirements – I told him part 91 non-pressurized because that was what I am most familiar with being a flight instructor, he said this was alright.
Define critical engine and Vmc
What is Blue Line
What is V1? Is V1 always the same? What are some factors that are taken into account when calculating it?
What is V2
What is the difference between stating you have minimum fuel and declaring an emergency?
IFR fuel requirements
Alternate requirements, when do you need a second?
T/O alternates – When and how close
Alcohol regs.- .04 BAL, 8 hrs.
Didn’t get asked duty day or max work hour rules but I think this is pretty common
What if you have not done your Before t/o check list and tower clears you for take off?
What if captain shows up to the van in the morning and you smell alcohol on his breath?
If you see that a certain MX write up has not been signed off, but you know that the problem has been fixed, would you still go?

Asked me what airplane I was most familiar with that he could ask questions about:
Max t/o and ramp weight, max landing weight
Batt. voltage
Fuel capacity

Enroute Chart-
MEA
MOCA
Distance of Victor airways
Class D dimensions, cloud clearance requirements, and speed limit
Class B speed limit, NO SVFR markings
Class C identify
Grid MORA what colors mean and what they guarantee
Be able to tell if a VOR is High, Low, or Terminal and DME
What the box around the VOR data meant
Compulsory reporting point
Green vs. blue
Isogonic lines
Elev. / length of longest rwy.
D-Atis
MOA vs. Restricted

Appch plate
Define final approach fix and identify it
What are the ‘ABCD’ on the side of the app plate by the mins
Altitudes and dimensions of the MSA ring
When you brief the approach tell him, according to the airport diagram, which way (L or R) you would turn off and identify and incursion hotspots (said the FAA likes this)
VDP- point it out, what is it, and would you descend before it?
What kind of hold entry would you expect for the missed appch?
What do you have to have in sight to continue to land (long list of things)
Diff between MDA and DH

Departure procedure: Akuna 3
RWY 18R Walk me through this departure tell me about any altitude or airspeed restrictions
What are lost communication procedures
What happens if we fly this departure procedure and it takes 8 minutes (note 11000 mea on the transition to MLC)
What final altitude would you put into the FMS

Arrival: Wilbur 3
Brief arrival, we are a jet landing south
Point out any notes. That seemed to be what he was looking for as well as altitudes and airspeeds

Airport Diagram
Point out any incursions hotspots (there are none on the DFW)
Point out 17L (a lot of people mistake this for 17C)
How long is this runway. How much rwy do we have available for landing? How much can we expect if we are on the glideslope?
No matter what look at the back to just confirm that there is not a displaced threshold, I did this and he said he liked it.
Be familiar with the East vs. West communication frequencies
What the minimums would need to be if we wanted ILS 18L/R for our alternate approach
Know that RVR is controllable. If TDZ RVR is not reporting we can substitute MID RVR. We must have at least 555 for take off. If it is 455 we cannot sub mid if all are reporting, no take off.
Intersection take off box
Alternate minimums
Beacon

Metar & Taf
A few things to look at:
FG
BR
P0006
R17R/2200V2400
A02

I read everything off perfectly so he asked me if the TAF was the new or old format. It was the new; the time stamp was for a 30 hour period. I did not see this question on any of the old gouges.
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