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! |
