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Envoy Air Pilot Interview Profiles

» Home » Pilot Interviews » National Airlines » Envoy Air
Date Interviewed: March 2010
Summary of Qualifications: Space Shuttle Commander, Tail Weel Endorsed and English Proficent.
Were you offered the job? Yes
Pilot Interview Profile:
Very long and boring interview. A lot of waiting for this one, it felt like I was applying for the NASA space program. Very easy though once you actually got to talk with the interviewers. Just study up on the Jepps and know the jepp charts in and out. They have some pretty easy, HR questions, as long as you are an interesting person you will be ok. My favorite qestion was, pick one word that describes you. They really liked my answer. The sim is very easy but the problem is that you have to wait for hours to actually do it. Other than that if you make it past that, you go and do the drug test and then you are conditionaly hired. You then have to wait for the Eagle Review board and that is where the actual hiring takes place. I heard from peoplle that they like people that do not have a past history of running away from their job. One guy that I know of was from Mesa and they hired him because Mesa is most likey shutting down so he won't accept a recall. But one other guy who flew ERJs who was furloghed did not get in. Other CFIs got in just fine though. Very intersting people at Eagle though I think most of them went to eagle because they wanted to be in an Eagle base city rather than the actual airline. Hopefully I can get the CRJ700 but the ATR would be cool too. I don't know, expect the worst, hope for the best. Good luck.
Date Interviewed: March 2010
Summary of Qualifications: Previous 121
Were you offered the job? Don't Know
Pilot Interview Profile:
Everyone over at American Eagle was great. They make the whole interview process a pleasurable experience. The previous gouges are right on.

Good luck to all!!
Date Interviewed: March 2010
Summary of Qualifications: 1000TT, 50ME, College Degree, CFII, Former AE Intern
Were you offered the job? Don't Know
Pilot Interview Profile:
There was very little that occurred in my interview that hasn’t been discussed, but I’ll try to highlight the important and slightly different stuff. At the end I was given a conditional letter of employment.

Before 8 o’clock you’ll all congregate in the American Eagle Recruitment lounge located not far from the security desk. Make sure to sign in once you get there. I was the last one there and I showed up at 7:45am.

We were then taken to another room deep in a mess of cubicles so pay attention to where you are in relation to the bathrooms and cafeteria. Then you’ll get the overview of AE, probably things you already know. At this point they take your logbooks, pilot supplement, and FAA Records release form. From there people get called out randomly for the HR, Tech, and Sim portion.

Tech was first for me. There was no mention of my logbooks. We briefly talked about some questions I had concerting matching my flight times to AirlineApps, but they didn’t seem to think it was a big deal. We quickly whipped through some of the basic gouge questions. If you’re wondering how to answer the drunk captain scenario, here’s the feedback I got. First, get a second opinion from the gate agent and/or flight attendant to see if they agree he has been drinking. Then, give him the option to take a sick day by suggesting he doesn’t look well. Next, call your union representative. Lastly, and as a final resort, call the chief pilot (via scheduling if you need to). Make sure to come prepared with some questions to ask. They’ll probably ask you if you have any at the end. It shows a real interest in the company and makes you stand out from the others. This portion lasted 40 minutes.

Next was HR. I had a great, younger, very personable pilot do the HR questioning. Here we turned in and verified most of our documents (passport, licenses, driving record, transcripts). No questions about my one speeding ticket. The actual questioning period is a bit awkward. They are required to write down what you say for the captain review board to look at later. It helps to make your answer short and concise so they’re not writing a book. This portion took about 30.

I then had a couple hours break which I used to fill out some odds and ends paperwork and go to lunch. They are starting to email you additional paperwork prior to your interview. This stuff would normally be filled out during the day, but they’re trying to give people a chance to fill it out more accurately. Unfortunately, it’s a little confusing and nobody felt extremely sure they handed in all the correct paperwork.

The sim session was next. I have a lot of time in level-d simulators and about a hundred hours in G1000 cockpits so I think I had a big advantage. However, it was still very challenging, mainly because of the workload of a new airplane and the uncertainties how to do everything. At the beginning of the day, everybody got a profile sheet. Only Memphis and Los Angeles were used. The profile was only loosely followed. Just remember the speeds and where you need to call for checklists. Be prepared, you might feel a bit dizzy in the sim. A lot of people complained about that. Don’t be afraid to ask your PNF to do things for you. They are no longer pausing the sim for you to brief the hold and approach so you have to transfer controls. If you find yourself more than 100ft, 10-degrees, or 10kts off just say “correcting” and fix it right away.

Everybody got done with the process by around 1pm. We then waited about an hour and a half before they called out two guys and were sent home. They said from the start, they won’t tell you why you get sent home, so don’t ask. Three out of five remained. From there we just had a driving record release form to fill out and then hand in our remaining paperwork. They said to expect a call in about a month about the results of the captain review board.
The second day is pretty painless. You return back to the Eagle Recruitment Lobby, which doesn’t require you to check in with security. You then fill out an I-9 form, so make sure to bring your passport. Then you get a conditional letter of employment. It states that you have a job pending the medical screening and captain review board. You are then pointed down the hall to the medical department. Make sure you drink a bottle of water or something in the morning. First, was the drug (i.e. pee) test. You need to take two samples; one for the DOT and one for company testing. What is difficult is that there is a couple of minutes between having to provide those samples. Next was a hearing test. They put you in a soundproof booth with headphones and a button to push. Make sure the headphones fit correctly. After that you are free to leave. This took about 1hr 30min.
Date Interviewed: March 2010
Summary of Qualifications: GOUGE RE-POSTED DUE TO LENGTH
Were you offered the job? Yes
Pilot Interview Profile:
You'll stay the night at the Candlewood Suites. The hotel is very nice. You'll have the option of leaving at either 0700 or 0730. I suggest taking the 0700 shuttle as there are always a number of people on the 0730 and just in the event of a hiccup, you don't want to be late. The interview starts promptly at 0800 by signing in. There were five of us to start. We signed in and were brought back to the HR department where we entered a room to wait. This is where you'll wait in between the various stages of your interview. Shortly thereafter, two men, Mark and Tony, walked in, to greet us, introduce themselves, and tell a few jokes to break the ice. Right off the bat, your log books are collected and disappear for a while to be reviewed. They also suggested we come to the front of the room to introduce ourselves. In my experience, they are two of the nicest, most down to earth guys you'll ever meet. My biggest piece of advice, other than to study your tail off, is to Be Yourself. They're not looking for you to be something you're not, they're looking for you to be You.

I was the first one called and it was for the Technical portion of the interview. A gentleman and check airman by the name of Mike Ackerman sat down with me and began to ask me questions. I will do my best to reproduce the majority of them here. He was a very cool guy and had a great sense of humor. He began by asking me what plane I was most familiar with, to which I responded, “the Dash-8”... Let the rapid fire Q&A begin...

Max Takeoff weight? Max Ramp Weight? Total Usable Fuel? Electrical System Volts? What is V1. What does “blue-line” represent? What is the name for the same speed in a jet? [V2] What is the definition of “Accelerate-Stop Distance”? When would you need an alternate? A second alternate? A takeoff alternate? What are the fuel requirements regarding alternates? [Enough fuel to fly to destination, then FURTHEST alternate, and thereafter for 45 min at normal cruise speed.] How would you determine if you can list an airport as an alternate or not? [Back of Airport Diag., very bottom.] Where would you find takeoff minimums for a specific runway? At what altitude do flight levels begin? At what FL does RVSM airspace begin? What equipment is needed to fly in RVSM Airspace? What is max speed in Class B Airspace? Class C and D? [Almost a trick question; Within 4nm of class C or D airport, within 2,500' from surface, 200kt, otherwise 250kts.] FAR's regarding Alcohol? [8 hrs bottle to throttle; .04% BAC.] Rest requirements? Maximum duty day? (16hrs)

… Then he pulled out a Metar and Taf, an Airport Diagram, an RNAV DP, a Low Enroute, an Arrival, and an Approach Plate … All for Dallas Fort Worth, DFW. Again let the rapid fire begin.

Read this Metar and Taf. (NOTE: Vis was ¼ sm, However, rnwy RVR was 2200V2600. RVR ALWAYS governs, I'll reference this again later in t gouge.] Given this weather do we need a take-off alternate?

… Pulls out Airport Diagram

What frequency would you pick up your clearance on? What frequency would you use to call for initial taxi leaving this terminal? What frequency would you use if departing runway 18L? Are there any “Hot Spots”? [There weren't any.] How do you know, how are they depicted? [Red Circle with Capital “H” inside.] Takeoff length available for RNWY 18L? Landing distance available if on the glideslope?

He asked if I had ever flown an RNAV DP and I responded, “No, at my prior airline we weren't authorized to do so.”. He was VERY helpful and responded, “Ok, no worries, just take your time and read through it and tell me if you see any speed restrictions and/or altitude restrictions. It was the AKUNA 2 RNAV DP...

There were restrictions. Take your time and read carefully. What is the final altitude you would expect to climb to as per the departure? [Bottom right side of chart, 10,000'.] What would happen if you departed RNWY 17R but entered RNWY 18L in the FMS for the RNAV DP? [The Flight Director would command a turn toward the wrong waypoint and planes could possibly collide.]

...Pulls out Denver Low Enroute

MEA- what is it and what does it provide along route? Same for MOCA, MORA [green numbers
Date Interviewed: March 2010
Summary of Qualifications: GOUGE RE-POSTED DUE TO LENGTH ... cont'd
Were you offered the job? Yes
Pilot Interview Profile:
… Other scenario related questions...

If you declare an emergency, what FAR's can you violate? [Any and all germane to the emergency.]
Your taxing to the runway and your capt is talking with the jump seater and you haven't yet completed the checklists, what do you do? If you're at the runway and tower clears you for takeoff and the checklist isn't completed? [Respond unable] You have a scheduled departure at 0600. It's 1815 the night before and your captain says he's going to order a beer, what would you say? If he says it doesn't matter and drinks it anyway, would you fly with him? If he insists on flying what could you do? [Convince him to call out sick.] If he Still persists? [Call pro standards and as a last resort, call chief pilot.]

For my HR, I had the privilege of interviewing with Tony LaRotta. He is a Great guy. It started off as simple conversation and collecting lots of your photocopies, reviewing your application and making any necessary corrections. It was a very relaxed yet professional atmosphere. In the midst of conversation he would ask certain questions and we exchanged a number of laughs... he's a Very funny guy... he even poked a little fun at me for how OCD organized I was. Again, they want to get to know You so be yourself...they'll see right through you if you try to fake who you are.

Tell me something about yourself that we can't decipher from your application or resume. What is one accomplishment that you're very proud of? Why should we hire you here at Eagle? Why did you choose Eagle? Have you applied elsewhere? What, in your opinion, makes a professional pilot? What is one quality/personality trait about yourself that you would change given the chance?

If you have any letter of Rec or anything that you would like to have included in your folder for the captain review board, now is the time to present that to whomever is conducting the HR portion of your interview.

A gentleman by the name of Jeff conducted our sim rides and again, was an awesome guy. He makes you feel very comfortable and advises you that he is there to do Anything you need so that you can concentrate on flying the plane. Use him for EVERYTHING... tuning and I.D.ing frequencies, setting the heading bug, setting your CDI, adjustments to the power, etc... The sim is a Frasca 142 G1000 Baron. You are not expected to know speeds, or power settings. They are looking for basic yet Solid instrument flying skills and good situational awareness. Prior to having entered the sim, sometime in the early morning you are given a sim packet with profiles, a general overview of what will take place, and an approach plate. They were using LAX 24R and Fort Wayne Indiana ILS 5. I had Fort Wayne and here's how my ride went...

Before takeoff checklist
Depart off rnwy 23, rnwy heading to 2,000'... turn left 040 and continue climb to 3,000'
“positive rate, gear up” … 800' he calls acceleration altitude, “set climb power, after takeoff checklist”
on a 040 heading, intercept the 180 degree radial to Fort Wayne VOR.
Level at 3,000... Accelerate to 190 kts ... “cruise checklist”
upon reaching the VOR track the 360 radial outbound and we have holding instructions, advise ready to copy.... make sure to verbalize a POSITIVE transfer of controls while you copy your holding clearance... here was mine …. “Eagleflight 5400, hold North of the 11DME fix on the 360 radial, left turns, 3 mile legs at 3,000'”
Again, have him set headings, cdi.... etc.
entering the hold have him announce the entry, fly the entry and he'll vector you for the approach.
Upon receiving vectors, “descent/app checklist” and slow to 160
2nm from FAF “app flaps” dot above glide slope, “gear down, verify down, 3 green”
fly the approach at 120kts... full flaps are optional, this app is w/o FD
200' AGL, go missed. rnwy heading to 2,600'.
“max power” hit the go-around button and follow the bars
He'll vector you back around for the same app w/FD to a landing which is not graded.

Off to lunch with a $5 voucher and back into the holding room until about 1330... at this point 2 people were sent home and 3 of us remained. We were told we made it to the second day which was a medical exam and were congratulated. We spent the next hour or so filling out paper work. All in all it was an AWESOME experience. The facility is immaculate and everyone you meet is warm and welcoming. They'll book you a night (on them) in the Admiral Hotel and the next day you'll be in and out for a urinalysis and a baseline hearing test and back to the airport you'll go. The three of us received conditional offer letters and you'll most likely hear from the captain review board the following Friday. All the prior gouges were spot on, but use EVERY available resource to study (AIM, FAR, oral exam guides, Jeppesen chart intro pages etc.) and it will show. I hear great things about eagle and am absolutely elated to have been chosen up until this point. Good luck to everyone!
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