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ASA Pilot Interview Profiles

» Home » Pilot Interviews » National Airlines » ASA
Date Interviewed: October 2010
Summary of Qualifications: ATP
Were you offered the job? Don't Know
Pilot Interview Profile:
Atlantic Southeast is currently interviewing and hiring for new-hire classes, as well as a hiring pool. The previous gouges still apply to the current interview process. But to review, here was my experience.

Day 1 begins at 12:00 Noon with a short company overview covering fleet, bases, management team, routes and benefits. They will administer a 30 question multiple-choice test covering topics such as Aerodynamics, IFR Procedures, FARs, Weather, etc. I would recommend studying the FAR/AIM and the Instrument/Commercial study guides or written test preps. The 50 question cognitive test is nothing to talk about. Follow the instructions and answer as many questions as possible in 9 minutes. You will also be asked to write a short paragraph on a topic, such as What is CRM or What makes a good First Officer, just to name some examples. The one-on-one interview also hasnt changed. Know your current multi-engine airplane and Jeppesen charts and youll be good to go. The HR interview is brief covering standard questions (Why ASA? What can you bring to ASA? Tell me about a good/bad day at work? Etc.). Day 1 will conclude with fingerprints and a pre-employment drug test. Plan on about 4-5 hours from start to finish.

Day 2 you will meet at FlightSafety (right across from ASA) for the simulator evaluation. Again, the previous gouges are still apply. You will be flying the CRJ-700 sim. Pay attention during the simulator pre-brief. Remember to use the trim and slow down when you get holding instructions.

Its a straightforward interview process. Good Luck!
Date Interviewed: March 2008
Summary of Qualifications: Commercial (Multi/Singl), Instrument, CFI
875 total time, 85 multi-engine
Were you offered the job? No
Pilot Interview Profile:
Flew out to Atlanta the previous evening on the "red eye". You fly non-rev. as with most airline interviews so make sure you check the load of the flight that you're trying to get on. The interview started late; there were six of us waiting together for a good 30 minutes past the scheduled start time because they didn't have a room available for their presentation. The presentation was given by a retired captain and was pretty basic info. (number of a/c, routes, pay scale, etc.) Then we took a tabular test, (as previously mentioned you can't study for it) basic hand/eye coordination. Then we took a basic written test straight out of the ATP book (mostly regs. and weather). We took a break and were told to stand by for our interview. Five of us were interviewed, not sure if the other applicant failed the tabular or written. The interview was pretty straight forward. A lot of "what if?" questions (i.e. "you're here and you get a gear-in-transition light. What do you do?"). Made it through the interview and was scheduled for a sim. ride the following day (FYI they dont pay for your hotel). Four of us met for the sim ride the following day at Flight Safety (they use a CRJ700 full-motion). Everyone who says "unless you have jet time you're not gonna make it" is full of it. I didn't have a single hour of jet time and I did just fine. In fact, he complemented my landing. Three of us were sent back to the ASA office for drug tests. We were advised that we were hired that day. However, there were no immediate training dates sceduled. Consequently, we were told to expect to receive notification of the next available training date. Instead, I received a generic rejection letter from the senior captain stating that I failed to meet the minimum requirments, and to re-apply in six months, despite the fact that I had already been offered the job!?! I was shocked to say the least, as was the recruiter that I immediately called to confirm the contents of the letter. I also learned that another applicant who interviewed that day had the same thing happen to him. Needless to say, I will not be re-applying in six months, nor would I recommend anyone consider ASA.
Date Interviewed: March 2008
Summary of Qualifications: 1420TT/520 Multi Comm/Multi CFI/CFII/MEI SIC CE-500
Were you offered the job? Don't Know
Pilot Interview Profile:
If you've read the below posts, then you're already familiar with what ASA throws at you during this process. A quick note about the paperwork packet they send you prior to your interview...it is OK to bring the paperwork with you instead of mailing back in once you've completed everything. If you mail the paperwork back to them less than a week before your interview day, there is a chance that they won't have it on the day they interview you, so if you can't complete it and mail it back to them within 7 days of your interview, just take it with you and hand it in when you walk in. With that being said...here goes...

Day One: Try to get to ATL the day/night before your scheduled interview. Do NOT attempt to non-rev the same day on DAL as the flights are almost always full. Show up 30 minutes ahead of your scheduled time to the 3rd floor office (Out of elevators, right, straight ahead). A recruiter will come out at the scheduled time and take you upstairs where he/she will show a short PowerPoint presentation that details the company's history, mission statement, pilot pay and benefits, and what they're looking for in a pilot applicant. Then the recruiter will go over the profile for the next day's simulator eval, and will give you tips on how to pass each phase. Next comes the cognitive test that involes a graph of numbers and a list of "coordinates" that gives you an X and Y value on the graph that you have to find. You have nine minutes to answer as many as you can. They are looking for speed and accuracy...it is an easy test, and they give you five examples to practice on before they start the clock. When taking it, be methodical and swift, but take just enough time to be as accurate as possible. Rumor has it that you must answer at least 30 questions in the nine minutes. Next is the written exam...Study the ATP Gleim and go over it time and time again if you are weak on testing. If you are a weak tester and you don't study, you might find yourself in hot water, so do not underestimate this written...it's not hard per say, but it's nothing to blow off. Minimum passing score is 80%. You must pass both tests to move onto a one on one interview. Depending on who you get for the one on one it can be very detailed, or it could be very minimal. Expect the standard "What do you do if...Engine failure at V1, Engire Fire 200 feet above runway before landing, You're OUTSIDE the FAF and you get a updated WX report saying that RVR/Ceiling are below minimums etc... Then he pulled out an approach plate at JFK and had me brief the entire plate, and asked a few questions about the plate. The below gouges highlight some of the other questions asked (I didn't have to explain anything on a high/low chart, or did I have to spit out any airspeeds...but I think I got an easier recruiter than others have gotten). That is is for day one, call the number and listen for the last four of your SSN to see if you move onto day two.

Day Two:
Simulator Check-See detailed profile below in other gouges...but, it's runway heading to 5000. Climb to 8000. 180 degree turns both ways. Direct to VOR, Hold, then ILS. This sim check is briefed on day one in detail, then briefed in more detail on day two. ASA does everything for you but fly the sim, they do an excellent job in briefing you and they aren't out to get you, or exploit a weakness in your flying skills...it's yours to screw up. As many have said, if you do not have any jet time, or any glass cockpit time, this sim check will be a challenge...not impossible or exceedingly difficult, but challenging. If you have lots of jet time/glass cockpit experience then you'll have an easier time with it, but don't expect it to be a softball either. Try your best to keep the thing level, and use the power settings they brief you. It is OK to have +/- 200 feet, 10 knots etc, but just correct as much as possible if you're off, and keep the aircraft as stable as possible. They are looking to see if you are trainable...not to see if you can pass an ATP checkride in the CRJ-700...so mistakes are expected, so don't freak out if you see +/-300 feet...just correct for it and try your best to not do it again. Something I noticed was the yoke in the CR7 is much "fatter" than the yoke in a 172 or Citation CJ. With that being said the feel of the aircraft will be different in that regard...it helped me to place my hands on my knees and fly it with my thumb, index and middle fingers while in level flight...just an observation on my part. You are allowed to give the non-flying pilot the flight controls as you figure out the hold, and you can direct him/her to make any mode control panel changes for you. They however, cannot coach you or tell you if you are to fast or to slow etc. Remember the proper holding speeds for the altitude you're assigned, and do what you've been trained to do. If all goes well in the sim (you'll know immediately if you've busted) you'll head over to the ASA building again and most likely go through a drug test, fingerprint and final interview with HR. The interview ends with HR, not at the Sim...so just because you've done prints and drug it isn't a done deal until HR sees you!! Some have said that they were offered the job on the spot, some have said it takes a week...I'm told though that if it's a "no" then you will most likely leave the building knowing that...I was told I'd be contacted in a week...so we'll see. Good luck to everyone, and I hope this helps (sorry for being long winded...safe flying!)
Date Interviewed: January 2008
Summary of Qualifications: 1100 total
Were you offered the job? Yes
Pilot Interview Profile:
This is a great website. It helped me prep for the interview. Three hour process the first day. 30 question ATP multiple choice. 9 minute speed and accuracy test (can't study for). One on two interview. Know all the information on Jepp enroute charts and approach plates. One question was what is the elevation of this class C airport and what is the MSL elevation of the ceiling of that class C airspace (field elevation plus 4000 feet). Study airspace. Remember on an ILS the FAF is the interception of the glide slope at the PUBLISHED ALTITUDE and that FAF on the ILS is shown by the end of the localizer flag, not the OM. During the interview they beat me up a little. I think they want to see if you will get angry or frustrated. They also like to teach you something in the interview so be prepared for them to ask you something off the wall that you don't know. These interviewers have 30 years of airline flying under their belt so you will never be able to compete with them on knowledge. However, don't let them fool you into changing your answer if you know you're right. The second day is the sim ride. Listen to the brief and ask questions. Try to sit left seat first and watch the other guy. When it's your turn just fly the profiles and power settings you were briefed on and keep up your scan. Good luck.
Date Interviewed: January 2008
Summary of Qualifications: 600TT, 65 ME, 50 Turbine, CFI
Were you offered the job? Yes
Pilot Interview Profile:
As is stated in many previous briefings, the biggest thing on this interview is to relax, especially on the sim check. Everyone you meet will be courteous and definitely expect the same of you. So just relax, be yourself, rely on what you know and you’ll do fine. If not, you are simply not ready for the job and need to get some more experience.

My interview began with 4 of us. We were taken into the briefing room in the main building where Joe Mimms gave us an introduction to the company. It was very thorough and included a history, the equipment they fly and a little about reserve (ready, short and long call), benefits (they are not owned by Delta anymore, so ASA employees are another step down on the seniority for non-revving on Delta flights) and finally a timeline of events for the next two days. When he’s finished, Mike McAllister came in and gave us about a 20 minute briefing of the sim check. Everyone is aware that the sim is hard, and they do their best to prepare you. If you have had some glass time that’s great, although they give you a lot to look at to get an idea of what it looks like. More important is to get some jet time under your belt. I’d had a fair amount of both prior to the interview, but during the sim check it is painfully obvious who has or hasn’t flown jets and swept wing aircraft.

After the lengthy sim brief, they will administer the written test and ask you to write a paragraph on a topic that they choose. This test was given by Joe Andouze, who is great at making you feel laid back and relaxed. The written was very simple, all the normal questions you’d expect. There are a few with slight “tricks.” For example, was is the std. alternate min. for a non-precision approach? 600/2SM, 600/2NM, 800/2SM, 800/2NM. Basically, if you have paid any attention during your flight training and you RTFQ, you’ll be fine. The paragraph is for HR and there isn’t really a way to study for it. Our question was “What is the most important issue in the airlines today?” There are others but don’t sweat it.

After the written test and paragraph were done, we were taken to another room and given the tabular test. Basically, this tests your ability to read a graph quickly and accurately. There isn’t any way to study for the test, but just keep in mind that you need to keep moving. There are 50 questions and you have 9 minutes. Do that math and you have just over 10 seconds per question. I completed all 50 and the other guys got through over 40 of them. From what I’ve heard, getting through 30 is satisfactory, but shoot for higher.

The last event of the day was the one-on-one interview. I had Joe Andouze, and it was a blast. We started off with a few situational questions (questioning the captain, large crosswind, when is it ok to bend/break the rules). After those, he started into aircraft systems. He was interested in electrical mainly, and had me explain the entire system of the airplane I had the most time in, then asked me to clarify a number of parts. Throughout the interview he would try to convince me to go back on my answer, but if you know you’re right stand fast and he’ll be pleased. We finished the systems and then finished up with an overview of a Jepp Enroute Chart (low alt) and an approach plate (Albany ILS 4).

As it says on your paperwork, you call a number to see if you go to the sim. 3 of us were selected and met at FlightSafety (right next door) at 8AM the following morning. They reviewed the profile and cockpit again, then left us to come up with any questions we had and figure out a batting order. Then it was off to the sim, which was run by Stan Knight. I’m not going to write the profile again. It’s detailed in earlier gouges and they tell you at least twice the entire thing. The pointers I’ll give on it are to listen up for the pitch and power settings they tell you. THEY WORK. Pay attention during the sim and trim trim trim. Again, anything I’m telling you now will be reiterated two- or three-fold during your interview. If you have some time to fly a jet sim (even FSX) do it.

After the sim, we finished with drug testing, HR interview (basic, nothing to worry about) and fingerprinting. An exit briefing by Dan Robertson completed the two days. They tell you to expect a call in 24 to 48 hours. Good Luck!!
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