|Date Interviewed: October 2015|
|Summary of Qualifications:||Commercial Multi-Engine Pilot. Applied for the Pipeline Instructor Program.|
|Were you offered the job?||Yes|
|Pilot Interview Profile:|
|I applied for the Pipeline Instructor Position. The interview process for the Pipeline Instructor Position is nearly identical to the FO interview position. The day started off with checkin into the front desk, they then direct you to a waiting room where the pilot recruiters come out and take you back to the pilot briefing room. From there they show you a video while they process your paperwork, then give you a sheet with a bunch of information relating to the future of the company. From there you can ask them any question that you have relating to the interview process and the company as a whole.
Then, your main recruiter will tell you what approach you can expect to fly in the sim, for me it was a simple VOR approach. He'll give you a copy to look over while you wait for the paperwork to be completed. Once the paperwork has been finalized, you'll start with either the sim evaluation, technical evaluation, or the HR interview.
I got started with the technical evaluation first. Just went over an airport diagram, enroute charts, approach/departure procedures, and briefing an approach. Basically, everything that you would do at Envoy. I then got asked some regular regulation questions (when do you need an alternate, what is RVSM, etc.) They are just looking to see what you know, so if you don't understand something , or don't know something, just say that you don't know.
Next was the sim evaluation. If you are IFR current this will be a breeze. First time using a FD (which is on the entire time), and first time using a G1000 for approaches. Memorize the callouts that you receive in the packet, they want to see you using them. CRM is very big, so fly the aircraft, and make your evaluator do all the dialing in. When you receive holding instructions, give the evaluator the controls, draw it out and explain the hold to him. Same with the approach. I wound up doing a parallel entry, and once I turned inbound, I was told that was great and to brief the approach. They make it very clear, this is NOT a check-ride atmosphere. They want you to succeed! They are just trying to see what your instrument skills are. Study and you will be fine.
Last was the good ol' HR interview. Basic questions (How'd you get into flying? How do you take criticism? How do you prepare for a check-ride, etc.)They make it clear this isn't an HR person talking to an employee, it's a pilot talking with a fellow pilot.
After the HR interview, we broke for lunch. They give you coupon for the cafe located in HQ so you don't pay anything. After lunch, you wait in the briefing room while they decide if they'll issue you a pre-offer of employment (pending the background check). After that, they'll have you notarize your driving records then complete the fingerprinting process for the background check.
Overall the atmosphere during the entire interview was amazing. They try there very best to make the entire interview process as relaxing and stress free as possible. They make it very clear that this isn't a check-ride atmosphere, they just want to see what you know. All of the people I interacted with that day were incredibly friendly, and got to know you on a personal level. I was very impressed. To everyone reading this with an upcoming interview, study, know your stuff, and have fun. They're there because they want you to be apart of the company, they want you to succeed.
|Date Interviewed: July 2015|
|Summary of Qualifications:||Navy Helo pilot, commercial SEL and Helo with instrument
Total: 834 PIC: 203 PIC Turbine: 194 Instrument: 388 Multi Engine: 0
|Were you offered the job?||Don't Know|
|Pilot Interview Profile:|
|Hotel was LaQuinta, put me up in a sweet suite. Top floor, separate living room and huge bedroom, 2 huge TVs and a big closet (for a hotel). Fridge, microwave, nice bathroom. Apparently a new contract w/ them. The gym wasn't great but served its purpose. Breakfast was ok. Arrived at 7 since the hotel put me on the 0630 shuttle, 0700 one was booked. Only interviewee today. HR interview only for this program. He collected my papers, we talked about them a bit, read through the info packet they had sent me in an email. Easy to talk to, fellow pilot. I got the feeling that it was less about your answers than making sure you were a pilot bro and not weird. I am glad I had read up on standard interview questions and how to answer them though. I asked my questions that weren't clarified in the brochure: Is it reasonable to expect ERJ-175's out of DFW for new hires? Yes, generally picking domicile for new hires and most go 175. Reserve time estimate? 0-3 months for 175's, 3-6 months for 145's, up to 9 months for CRJ-700's Effect of the shortage on the average pilot? Quicker flow How is performance evaluated? Captain inputs a grade from 1-5 on various traits for your first year. How did you get your start, why do you stay? Long story, then basically for the flow vs. swapping airlines. Covered everything at that point, G2G. Fingerprint paperwork, notarized, and fingerprinting. Got a tour of the training facility. They happened to be having an employee appreciation lunch of sorts, I stuck around for that. Met some current pilots, was cool to pick their brains a bit, and the CEO was dishing out burgers. They paid for my Uber back to the hotel, and obviously my flights to and from. Fun fact, American was massively delayed to and from.|
|Date Interviewed: March 2015|
|Summary of Qualifications:||CFII 1000 hours|
|Were you offered the job?||Yes|
|Pilot Interview Profile:|
|Got there just before 745 and they took us to a room to fill out some additional paperwork and applications and such. They then took us to a big briefing room and showed us the recruitment video that's on their website. Basic rundown of the day followed with some Q&A and more info about how the company as a whole is doing. Most new hires are being given DFW as a start out hub. The oldest person of the class date gets to choose first their base followed by the next oldest on down to the youngest there, all based on availabilities based on the needs of the company at that time.
HR: Basic check on all of the paperwork they asked you to bring with you. Things like logbooks, passport, 10 chronological history, etc. That followed with some questions following the basic HR format. Why us? Why should we choose you? Tell me about the last occasion you went out of your way to help someone. I asked them the best way to prepare for the job should I be hired. I suggest you do the same. Really good feedback from them.
Sim: followed exactly what was outlined by everyone else. Baron G1000 sim with moving map disabled on the MFD. DFW runway 36L depart runway heading to 4000. They give you profiles to memorize a week ahead of time. Have those down so you don't have to think about it much. Have the guy examining you do everything: bug heading, turn green needle here, put gear and flaps down. All you should do is move the throttle and fly. He had me tell him some memory items that were also part of the profiles given ahead of time in the middle sometime (it was an engine out procedure they outlined). He then had me intercept a radial and track it to the station. About 5 miles out he gave me holding instructions. I gave him the controls to copy and set up for it. I the. Took the controls back and he asked me how I would fly the hold (it was a direct entry). He seemed satisfied with that and told me to cancel the holding instructions and then vectored me for the VOR 13R approach. He turned off the flight director at that point and had me shoot the approach. Pretty straight forward. Remember all the call outs from the profile! Once I got down to minimums I saw the runway and he had me land. Extremely straight forward and simple. Sim was much less sensitive than what I was expecting. If you're at all IFR current, you'll be fine.
Tech: he started out by asking me the limitations of the Baron that were in the before mentioned packet. I didn't realize that I needed to have that down. Don't make my mistake! He asked things like Vr, Vy, Vyse, Vs, Vne, max takeoff and landing weights... All listed, don't forget to memorize those! He gave me a METAR/TAF from SFO and had me read a few lines. Nothing tricky, straight forward.
Airport diagram: what is a hotspot, what's the displaced threshold symbol, how much available runway, EMAS, airport elevation, etc. He pulled out the 19L ILS approach and asked if we could takeoff with the weather given (1/4 SM VIS). Know the 121 takeoff alternate requirement. If the visibility is less than the CAT I ILS minimums, you need a takeoff alternate within an hour of single engine cruise. When is a destination alternate required, what are the requirements for the different types of approaches?
SID: city one RNAV: what is the first altitude restriction on departure, what's the FL180, 6000T and 39.4 mean, is the RNAV symbol compulsory, is it a flyover or fly by, what's the difference between the dotted and solid lines?
Enroute charts: used e one just north of SLC: point out Bravo, how high is, speed restrictions in and under Bravo, find a Delta: speed restrictions, runway lengths, elevations, is it full time, VFR weather requirements; name this Victor airway, total distance between VORs, different airport and MORA colors, holding racetrack on Victor airways, etc.
STAR: golden gate 6: what are your altitude and speed restrictions (only restriction is 11,000 at LOZIT), read a leg, pretty simple.
Approach: ILS/LOC and VOR 19L: what's the altitude at your GS intercept, how high are the minimums, how big is the MSA radius, ATC tells you the RVR is less than minimums when you're prior to GS intercept what do you do, same after descent has started on GS? You're at minimums, what do you need to see to descend lower?
All in all it was thorough but good. There were a handful of questions I didn't know the answers to and he moved right along. Good general assessment of IFR and jepp knowledge. He ended with the passed out captain scenario. I said what everyone else did of putting the O2 mask on, calling the flight attendant and requesting a diversion for a medical emergency. He asked what I would want to inquire about with regard to the diversion airport. I said weather, runway lengths and types of approaches. He seemed ok with the answer.
It was a great experience throughout the day. They definitely have a family type welcoming environment. Everyone there wants to see you succeed, but at the same time they want to make sure you know what you're doing. Of the four of us, only two made it through to the end. Know your IFR regs and how to read some Jepp charts, fly a sim for about 20 minutes and you're good. If you haven't flown a sim in a while I would suggest doing so, especially one with a flight director!
|Date Interviewed: February 2015|
|Summary of Qualifications:||Military Pilot 1500TT Heavy turbine, ATP written|
|Were you offered the job?||Yes|
|Pilot Interview Profile:|
|(Envoy) I was called very shortly after I applied. They sent me a packet containing various forms to be completed and copies to be made of various documents like DL and PP. ****Bring all of the originals with you as well as copies. They also include a simulator packet with speeds, ops limits, and a boldface item (memory item). They also included a link to Jepp stuff which I was completely unfamiliar with.
They will fly you out the day prior to your interview and give you some hotel options. I stayed at the Hawthorn Suites. Shuttle picks you up from the airport and takes to to hotel and Envoy training center in the morning. Overall, great trans compared to what I have experienced in the past. Very friendly and professional. Tip them well and they will take you wherever you want to go. There were many Envoy employees traveling to and from the training center and the hotel; so you are mixing it up with the current employees. Pick their brain.
I was the Lone wolf that morning. I saw it as an advantage to talk to the interviewers and ask the questions I really wanted to ask. Overall, everyone is great. Very professional and polite. I thought it was a great indicator of their hiring caliber and what I could look forward to if hired. They start off by showing a video of the company and the current progress with respect to recent changes. *** They are losing about 10 to 20 a month to the flow to American. Envoy DOES NOT prevent you from going to American before the flow. That being said, if you wait for the flow, you will not have to interview and you will keep your COMPANY seniority, but unfortunately you will not keep pilot seniority.
First off was the sim. Twin Frasca as it was called. G1000 set up with visuals, no motion. Multi engine piston, zero experience in something like this, so it was kind of a struggle. The moving map function is not available. You will have a flight director (which works....kinda...depending on what you are used to flying). The HSI is standard, and he will spin in and tune whatever you tell him to. ***Those of you not coming from a crew airplane, seriously think about how you could use the guy next to you. Make him do everything, YOU just fly. Take off RWY heading KMEM (lots of different profiles I saw on the table, but I think most of them are the standard) to 3000FT. He will give you vectors to intercept a radial and ask you what you want him to spin in. He will then give you vectors to hold. Just like everyone else has said prior, hand the aircraft off the the evaluator and draw out the hold. I actually flew it, then got vectors for the ILS. Look over the sim packet and know when to call for checklists and speeds to fly. I actually went below glideslope around 700 feet and sent myself around. Flew published missed, talked about the holding entry and got vectors for the LOC. Forgot to start timing at the FAF but broke out and landed. You are not graded on your landing at all......which was good for me. Overall for the sim experience, obviously do your best and be prepared. They are focused on you being able to maintain aircraft control with headings and altitudes. For me, that was a challenge. I drifted here and there about 100 feet on altitude and obviously forgot a few things like timing. They understand where people are coming from (especially military dudes) and want to see how you cope.
After the sim, the evaluator departed and left me to get some coffee in the waiting room. Shortly after, another interviewer comes in and takes you to the GK session. Again, very friendly and easy to talk to all the while maintaining their professional attitude. We sat down and looked over literally everything. He stated it as "A day we show up to fly." We started off looking at METAR/TAF's and some questions about what things meant. Scenario based questions, literally too many to list. Then we went to a APD. Questions there were: do we have wx to t/o, where are HS, hat does it mean, what is the distance avail for t/o whats the climb rate, why, fuel req, O2 req. Next was the Sid. standard questions like: distance between fixes, compulsory vs non, flyover vs, flyby, altitudes, basically how to read the SID. En route charts: distance between fixes, MORA, MOCA, Airport Colors, Airspace, Cloud Clearance, holding speeds. Next was the STAR. Just know how to read a star. altitudes and speeds. Last was the approach plate with many scenario based questions again. Know your minimums for weather, alternates, fuel required, all of that. Seriously, there was probably 100 questions asked over a 45 minute time frame. Study, and you will be fine.
Last was the HR portion. Very Easy. I sat down with a woman who was equally as easy to talk to as well as professional. she was also an envoy pilot. No sweat here, just answer the questions. Why Envoy, that type of thing.
After HR, I went back in the waiting room to look over a few things and make some updates to my flight time. The HR person come in and presented me with a conditional offer contingent based upon my background check and the captain's board where they review all the details.
Envoy no doubt had its struggles in the past, but it looks as though the company is on the up and up. The vibe I got from being there surprised me. I had several offers and Envoy is the one I am going with. I was impressed by their entire hiring operation and hope to see that continued throughout the training process.
|Date Interviewed: November 2014|
|Summary of Qualifications:||500 TT, 30 Multi|
|Were you offered the job?||Yes|
|Pilot Interview Profile:|
|As you can probably see by my qualifications, I interviewed for the Pipeline Instructor Position. It's the exact same interview process.
First things first: they'll definitely make you feel at ease. Everyone is right about that.
The day starts off at 8am. Be there at 7:45am. Two mechanics. One interviewing for FO. Myself interviewing for Pipeline.
They'll talk to you for an hour about how the company got to where it is today, and what you can expect from the future of the company. The highlights from this lecture:/
-They do a vacancy bid once a quarter. So if you're not happy about where your first assignment is, you can change it shortly.
-Trips can start at LGA and end at JFK. If you're up in that area, they'll pay you a $100 "Travel Stipend" every month to offset travel costs.
-At the end of your interview, you'll either get a pre-offer of employment, or not. There's no waiting games. You'll know exactly where you stand with the company before you leave the building on your interview date. After the pre-offer, they send your information on to the Captain's Review Board who makes the final decision. It's rare that the CRB doesn't extend a formal offer.
-A new hire standardization class starts every other Monday.
-At stands, you can expect for them to pay for your room, but it will be dual occupancy until you start up in the sim.
-The first week of stands is indoc. m-f, then another monday. Timeline from there is you'll be home for 2 weeks, then back for a 2 week ground school. You'll do your oral and then they'll send you off to do the 10 sim sessions. After that, you're off Initial Operating Experience with Pax on board.
-The new starting payscale is $25.84/ hour with a monthly guarantee of 64 hours. Per diem of $1.85.
-Finally - for all the new CFIs out there trying to figure out how to get your ATP - they plan to pay for your ATP. Even if you don't have your written done.
SIM: I was the brave soul to start on the sim. It's a bit touchy, so pay attention to your altitudes. I blew through one and went up another 300 feet. You'll be at DFW. Runway 36L. Fly runway heading up to 3k. Expect vectors and altitudes. Intercept a course. Track inbound on that course. Hold (Same thing as everyone else is saying - hand over controls and draw the hold). As I got established in the hold, he broke me off and we did the ILS 36L to the MAP. The vectors for the LOC 36L. Be sure to hand over the controls and brief the approaches. They'll give you a good run down of the sim, but you should memorize your packet and then go find a g1000 sim to get familiar.I blew altitude and forgot to time the LOC. So don't forget that.
TECH: It's now JFK. Expect to read the airport diagram, an approach, the ROBER1 Arrival and the enroute charts for the DC Area. Know what T is on the enroute. Know speeds on the arrival. Read off the "Expect to cross XXXX at FL 240." V1- Decision Speed. V2- Single Engine Climbout Speed. And then the question about the passed out captain.
HR: This is so simple. It's pretty much an interview to become someone's friend. Do you like potato chips? Yes. Why Envoy? Because you guys are awesome. TMAATW you had to make a difficult decision. Weekend work? Holiday Work? How about them Cowboys?
That's pretty much it. They'll pay for lunch ($8 worth) so that's a bonus. If you prepare and read the gouge you'll be fine.