Day 1

Meet with sim instructor. He briefly goes through logbooks and asks what type of flying you've done, where you did your training went to college etc. All stuff they would know if they actually read that application you worked so hard on. Then he briefs you on the CRJ sim. He'll tell you exactly what he's going to have you do. Gives you pitch and power settings to use. He asked us if we wanted to use ATL or TLH. In the sim (from the right seat, raw data) you T/O rwy hdg, climb to 5000' and accelerate to 250kts. Level off. Climb to 8000'. Do some turns, 25 and 30 degrees of bank. Constant speed decent. Proceed direct to a VOR and track outbound on a radial. Enter a hold (I wasn't given the hold for some reason but everyone else did??). Vectors for an ILS down to lndg. WX is 600' and 2sm with a 10kt crosswind.

Later that night they have you call a phone number to see if you can come back for the second day. We had 5 guys. 3 furloughed (or soon to be) regional pilots, 1 citation pilot, and 1 GA sales guy. 4 out of 5 of us made it to day 2, the sales guy said he had trouble with the sim

Day 2

Fingerprints and drug test.

Then it's written test and one on one with a captain.

The written is a 30 question multiple choice. From what I remember: What type of fog requires wind to form? What is always associated with frontal passage? What does "nimbus" mean? What altitudes (low, mid, high) would you find cirro---- clouds? Which gives you the worst performance: high / low temp, humidity, pressure? When does a plane make the worst wake turbulence: heavy, clean, slow etc? Appropriate alts above FL240? Holding entry? What do you do when you're getting close to your clearance limit? PAX O2 requirements? On an ILS, as your GS changes how does your VS need to change? On an ILS, if getting fast, what do you need to adjust pitch or power or both? Part 91 alternate mins for filing? What is balanced field length? What is V2? What is V1? How does CG affect Vmc? Lost comm. procedures? What is min vectoring altitude? When is DME required? What equip is required in class B? Holding speeds? What kind of NOTAMs are regulatory in nature?

My one on one interview was pretty short. What do I dislike about 121 regional flying? Would I fly for a career if it was always going to be low pay? What was the hardest flight training I've done? Would I be bringing any negativity from being furloughed to ASA? He had me pick a system from the CRJ (my current plane). He asked pretty straight forward questions about it. Another guy who's last airplane he wasn't familiar with didn't get asked any systems questions. How did I get into flying? Then he took out the ATL jepps. The class B chart: speed limits above 10,000' but still in the class B? in the class B below 10,000' and under the class B? Rwy lengths and widths? Apt elev? ARP? MSA? ILS FAF? Lose GS on ILS, what do you do? RVR stuff and t/o mins? Some stuff others said they got asked: How did you prepare for the interview? Low and high chart stuff? Strengths and weaknesses?

The interview process has not changed much since the last posting I saw from the mid part of last year.

You get there the first day and you and the other applicants meet at flight safety. A check airman meets you all and reviews log books. He/she gives a great 30 minute briefing of what they are looking for in your flying skill (basic instrument skills). You will be shown what you need to focus on in the simulator - power gauges and flight instruments.

My ride went this way:
Set power for takeoff
Climb runway heading to 5,000 feet maintain 250 KIAS.
Practice a few turns (30 degrees of bank)
Track inbound to a VOR descend to 2,000 feet and hold 200 KIAS.
Given hold assignment and actually enter it.
Track outbound from VOR.
Vectors for ILS and fly it.
Break out at 400 feet AGL, land, and stop on the runway - ride is over.
Then sim partner does his/her turn.

Sim partner can tweek power settings for you, change heading bugs and VOR radials. Your main job is to "hand fly" the simulator from the right seat.

We were instructed to call the phone number and hear our last four digits of SSN. When hearing that, those that made it, reported the next day for Phase II.

PhaseII
Watch a video of ASA
Do pee test
Do finger prints
Take a written test
After that is all over a line captain calls you back and asks you a variety of questions.
Why do you want to work for ASA?
Why do you feel you are qualified to work at ASA?
Do you know anyone at ASA?
Do you have recommendation letters? What is V1? What is Vmc? When is a T/O alternate required. Be able to breif a Jeppesen approach plate - they are different than NOS plates which I am most familiar with. The AIM, FAR 1, & 91 are excellent sources to study. Look at the previous postings on the web site from other people's questions. I studied from this web site and felt very well prepared.

Everyone at the company was super nice and I am looking forward to working for a super company.

please study the far/aim atp and private pilot books.also questions/questions and aviation weather and you will be fine. q's ask light gun signals, class airspaces/speed limits.vmc. what makes an airplane stall./fly. what does nimbus mean. virga. how many types of ice and what is worst one.how much frost is allowed on an aircraft on take off.what is induced drag.when ldg behind a big jet where will you plan to touchdown.lost comm procedures. oxygen reqd for crew and pax.how far should you fly from a thunderstorm.waht is v2.be able to brief an ils/loc approach.drug test fingerprint and 25q's written exam atp stuff. sim ride is in crj200or crj700 which ever is avl at the time.
t/o rwy hd to 5000 mtd 200knots lt turn then rt turn direct to a vor then hold if you could explain type of hold and say int turn you may not hold then cleared for and ils app dn to 200' land on center line ride is over.i was not offered the job, i get the impression they dont want to hire high time pilots.but they are a very good airline with lots of crj aircrafts on order, so if you meet thier mins apply right away they will call you to set up an interview.everyone was very friendly and will put you at ease.i hope this info is helpful in getting someone out there the job with asa the best regional airline.also try this website for more info www.prepasa.com

Interview was pretty straightforward. What helped me out the most was getting prepped by ASA prep (check out prepasa.com). I also did the Air Inc. Prep which I would not recommend at all. Prepasa was half the price and 100 times better; it made all the difference.

This was my first Airline interview and I must say that it was a great experience. This is the regional that I wanted to work for and was extremely excited to get an opportunity to interview.

Got a room at the Red Roof across the street for like $48 with the ASA corporate rate. I was in a group of 3 with a 91 corp guy and furloughed 121 guy.

Met in the lobby of the Flight Safety building at 2pm. Went with the examiner to a breifing room and asked technical questions. He was very friendly and made you feel very comfortable. He looks through your logbook and checks out your licenses and asks you some "get to know you questions", then onto the tech stuff.

Here is what we remebered:
What is an MEA and what does it give you?
When does an airplane stall?
Flashing red signal and what does it mean?
What is Vmc?
How does CG affect Vmc?
What is a Convective Sigmet and what does it cover?
In a headwind do you add power or decrease power to get maximum range? Read a metar.
When do you need DME (altitude).
What do you need to be current ( 3 t.o. & lndgs etc.).
What alt do you fly when you have a lost com?
How far do you fly from a thunderstorm for safety?
What determines rate of descent?
How many feet do you fly over a congested area?
What determines when you go missed on an ILS?
What are VG's?
What do you need to accept a visual?
Know the holding speeds.
What is associated with a cold/warm front?
What constitues severe icing?
What does minimum fuel imply?
My partner and I were asked about 15 questions each. They don't expect you to know them all, but just be honest and tell him if you don't know and take a best guess answer.

After the questions we went out for a quick break then went back in the brief room for a short brief on the sim. Sim was all the same as before except everything was done out of Tampa Fl instead of Albany GA. The sim will be easy if you are flying a jet already and are instrument proficient. If you are a CFI or prop pilot, just be real light on the controls and it will be a peice of cake. You fly from the right seat and your partner is allowed to make power corrections and change your bugs but that is about it. Try and stay a couple steps ahead of what you are doing and you will be just fine. The landing is not graded. After the sim you are done for the day and you get to go sit in your hotel room and wait till the results are posted.

You call the number and listen for you SSN. If you hear the last 4 digits you come back for day 2. Day 2 started with a video. Then we did the pee test and got fingerprinted. You take a 25 question written test that isn't too difficult but does have some obscure questions. You won't find out how you did on the test. After that you conclude the interview with a line captain who asks you the typical hypothetical judgement questions. Drunk capt?
Doesn't go missed at DH with no lights in sight.
Nav light broken and want's to continue anyways.
Asked questions about the ROA approach chart.
Asked when you need a t.o. alternate.
Why ASA?
Why hire you?
What can you bring? Strength and weakness.
What was your favorite previous job and why?

Then I asked him a few questions I had and that was it. Got the letter in the mail 3 days latter and am currently waiting for a class date. Lots of good things going on at a great company. Can't wait to start.