Interview experience: Day 1 consists of a 30 minute interview and a sim. eval. Some questions I
was asked: What makes an airplane stall? Define Vmc. What is P factor? Max
airspeed in Class B airspace? What are the cloud clearance requirements in
Class B? Where is the final approach fix on an ILS? Define severe icing.
What is the wake turbulence spacing for a small aircraft landing behind a
757? How far should you fly around a thunderstorm? What are the IFR
altitudes above FL 290 for an aircraft heading between 0 and 179 degrees?
You are doing 210 knots with a 30 knot tailwind and you must descend from
21000 to 11000 feet. How far will you travel? What is a MOCA? Flashing red
light gun signal in air means what? What's a microburst? What kind of winds
are associated with a warm front? What does BR mean in a METAR? What type
of engines does the airplane you fly have? How much thrust do they produce?
How much fuel does it hold? Emergency gear extension? Tell me about an
emergency you've had? The sim lasted about 30 minutes. Take off from
Albany, GA, climb at 180 knots, do 2 30 degree bank turns, hold at PZD,
track 178 degree radial outbound, lose an engine, then gain engine back and
shoot ILS 4. All pitch and power settings are given in the brief. Day 2
consists of a 30 question test, another 30 minute interview and then the
fingerprinting/drug test. Some types of questions on the test: Where is
bleed air taken from? Symptoms of tunnel vision. When do you have to report
an accident to the FAA? What does FAR 25 deal with? FAR 121? Flashing white
light gun signal in air? Flashing red in air? What is an MOA? Symptoms of
hypoxia and hyperventilation? Holding pattern entry. Small aircraft landing
behind heavy. Question about a hold short symbol and a Runway Approach
Holding Area sign. Several questions about Roanoke approach plate. The
second interview only consisted of approach plate and low/high enroute
chart questions: RCO symbol. MEA. MOCA. Class D operating hours. Compulsory
reporting point. Tick marks around airport symbol (fuel available). Time
zone boundary line. TACAN symbol. MAA. Low vs. High VOR. Brief the
Nashville ILS plate with G/S OTS. Transitions depicted on the plan view of
the approach plate. Areas covered include everything you've ever learned:
Private, Instrument, Multi-Engine, etc. The AIM will help prepare you the
most.

We had 6 applicants. 1 airline Airbus driver, two USAF military, and 3 part 135 turbine pilots. One was a re-applicant there for the second time. For
those of you worried about maybe not making it the first time, don't worry
you may have a second chance. Don't ever think that just because you didn't
make it the first time that you can't try again.

Phase I was the simulator interview at Flight Safety International (FSI).
The FSI interviewer was very friendly and worked very hard to put everyone at
ease. One-on-one consisted of a short review of your flying experience and
some basic totals from your logbook. He asked what was "your worst
emergency". Other questions consisted of basic airmanship and multiengine
aerodynamics. The only question on procedures and regulations was two light
gun signal questions. Airmanship and aerodynamics covered factors for Vmc,
and a short discussion on how each factor affects performance and why. He
asked how to fly with an engine is out and how to recover engine out below
Vmc. The simulator portion was right on what others have said. The profile
was very basic and flown from the right seat. Takeoff, constant airspeed
climb (200KIAS), fly direct to a VOR and hold, after entry into hold fly
outbound on a radial, fail an engine, give you back the engine, then vectors
to an ILS to minimums and land. The whole profile took about 30 mins. He
made everyone fly from the right seat. We used the Brasilia EMB-120
simulator. He will give you all the power settings and if you forget them in
the sim everyone was able to ask again what power settings should work for an
airspeed and configuration. He will not help you adjust from the baseline
power settings he gives you. Use your basic pitch and power setting
crosscheck and you'll do fine.

A word of warning, the Brasilia is very touchy in throttle movement. Even
the smallest change in throttle position is too much. You spend a lot of
your crosscheck correcting power adjustments and evening out asymmetric
torque. Also, after you make any power changes and get it to where you want,
USE THE RUDER TRIM! it will make your life easier. One more thing, I had a
lot of negative transfer of habit patterns from other aircraft. Do not use
too much rudder when the engine fails. If he does it at 200KIAS it takes
only toe pressure to maintain control and it is a "non-event". I don't know
what it would require at lower airspeeds closer to Vmc. All of us had an
engine failure at 180 to 200KIAS. We all received letters the next morning
inviting us to continue to Phase II so we couldn't have done that bad as a
group. We all complained about our performance. Keep the big picture and
remember he is looking for basic airmanship/crosscheck, not your ability to
fly a plane you've never flown before.

Phase II was the introduction to ASA, 30 question multiple choice test,
paperwork/logbook review, one-on-one interview and drug screening. The
30-question test covers ATP knowledge (FAR/AIM). They even had some
medical/physiology questions. Each of us had different versions. Some
questions where straightforward and some were very vague. The six of us
poled each other; the highest was a 71. The next highest was a 68. The
lowest was a 58; so don't get nervous when you take the test. It is designed
to be hard and you will miss questions. They give you as much time as you
need so take the time to read the full question and understand what they are
asking before looking at the answers.

They divided us between two line pilots for our one-on-one interview. The
two interviews were very different. Apparently the other interviewer asked
lots of situational human resources type questions with very little technical
questions. My interviewer was the exact opposite. He asked all three of us
30 mins of technical FAR/AIM questions relating them to situations and only
about 2 or 3 CRM type questions. Some of the questions were very basic
knowledge and others he definitely wanted to see the level of in-depth
knowledge and ability to apply knowledge. Some questions were very narrow
short answers and others were very open ended were he wanted me to
regurgitate what I knew. He was very friendly and would restate the question
if I was not going in the direction he wanted with my answers.

Overall everyone we encountered was friendly and professional. They all made
us feel welcome. I have been impressed with the people at FSI and ASA.

Of the 6 interviewed that day only 5 were given offers of employment. I
received my letter 5 days after the interview. We're not sure what made them
single out one.

I recently had an opportunity to interview with ASA. Out of the normal nervousness of being in an interview it was very pleasant. Be prepared for a
very long day. So get good sleep and eat well before you show up. Maybe
even take some power bars or something.
Show up time 0800. We had 4 applicants show about of 6 expected. Each with
different backgrounds: Corporate, commuter, older guy from airline and cfi
backgrounds.
We get a presentation on the company. If you did you homework, nothing new
but a great opportunity to ask questions. Than we did the drug test with the
cup thing. Afterwards some interviewed while other took a 30 Q written. If
you studied and are inst current no sweat. Than the interview with 2
captains asking questions about your paperwork (it helps if you complete it
correctly and completely) .
Brief an approach and couple situational Q about how you would get to the
airport. Minimum requirements for TO or Land and of course what if the
Captain went below minimums. What would you do?
After that we all received an invitation to return for the sim eval after
lunch. We were running a bit behind so lunch was a bit rushed. So again,
sleep well and eat well before.
After we returned to take the Prevue mental test. Can't study for it but if
you are tired it will affect your spped too resolve some of the math or word
problems. I had taken it before and did much better before it was the first
thing done that morning when I was fresh. In this case you have been
interview and tested and have waited for your turn and it takes a toll.
We proceeded with the sim orientation and received a good explanation of what
to expect but no power settings of any kind. You are on your own to
determine pitch and power for alt or as. You will fly from right seat and
the left seat is your "FO" but he is very, very limited on what he can help
you with. Mainly setting bugs and obs but not to confirm hold entry. This is
up to you. To, climb at 170 kts, level at 200 slow down to 180, direct to
vor, cross and fly a heading than return to vor for a hold After entering
hold engine failure. They emphasize basics. So go back to your recip se
procedures if that's what you are comfy with but really, use any procedure
you are proficient with in the a/c you fly. Little roll or yaw in the ATR 42
full motion sim.
Secure engine and after a bit of flying you get it "magically" back.
You get frozen to review and brief approach. Set Navs and coms and discuss
your plan with your FO. When you are ready to go you will be slewed on to
final approach on the loc outside of the FAF. Just ride it down as planned
and land. NO tricks. Landing is not graded. Done. They are looking for
BAI flying and planning. Basic airmanship and knowledge. They want to know
that you can do the training and you are upgradable to Captain asap. At this
time we were all exhausted, hungry and spent. They say they may call in 1-2
weeks. I haven't heard anything yet but neither have the other applicants. 12-2000 Day starts at 8am at FlightSafety. Brief intro to the company... benefits,
work rules, etc. Then you take an avaition knowledge
test. Basic stuff that every CFII-MEI should know. Then you pee in a cup.
After that comes the one-on-one interviews with
a line captain. Really no "standard HR" questions, mostly technical.
-Tell me your background/how you got into avaition
-Tell me your scariest moment in an airplane
-Tell me about the dumbest thing you have done with an airplane
-What would you do if captain...(could be drunk captain, brief to go below
mins, wants to fly into t-storm line, etc.)
-Jepps. Know every single symbol on approach AND enroute chart. They will
try to find something you don't know. Don't
BS, admit you don't know and move on. However,if they question you on
something you're sure of stand your ground. They
will try to confuse you and see if you will change your mind.
-Types of airspace (again, be ready to stand your ground if questioned).
-Lost comm procedures
-Weather (dewpoint, metar, fronts, basic stuff)
-Logbook. Be ready to explain anything that doesn't look like garden
variety flying. anything that stands out will be
questioned. Be careful about what you log as PIC.
(read between the lines here)
-Systems on current a/c. Nothing too hard, just basics. Stuff you should
know.
Before the questions start, they will go over the application and paperwork
line by line with a fine tooth comb. Make sure the
paperwork is PERFECT! Read the directions carefully. Bring origional
copies of everything and bring transcripts. EVER had
a ticket? Make sure it's on there or you'll get a lot of grief, regardless
of how long ago it was.
I really got the impression that they were intentionally trying to be
confrontational to see how you react. Others who
interviewed with somebody else didn't get that.

When everybody is done, letters are handed out that either thank you for
playing or invite you to phase two. Everybody was
invited back.

Phase two is the FSI Preview Analysis (IQ test and personality profile).
Typical IQ test stuff.
Then comes the sim. Sim is an ATR 72. The check airman will interview
everybody one on one for about 10 minutes each.
More systems q's plus basic avaition knowledge. Basically a get to know you
thing.
The sim profile is not complex. You will basically fly single pilot from
the right seat. Your PNF is only allowed to turn the
heading bug and raise the gear. The instructor will make all callouts, and
set the power initially. After that, it's up to you. They
won't give you the power settings... they want you to "hunt for it". No
flight director either.
Profile... Takeoff rwy heading, climb to 4000ft at 170kt. Direct to a VOR,
maintain 200kt. Track outbound on a radial,
engine failure (they don't care how you secure the engine, just do your
normal procedure for whatever you fly). Keep the shiny
side up and get engine back. Direct back to VOR for a hold. Enter the
hold, if you get it right, he'll reposition you onto final
for an ILS. Fly the ILS at 160 to the marker, then 130kt down to 200 and
1/2. DO NOT look up when he calls approach
lights or you will balloon back up into the clouds. Beware of the first 15
degrees of flaps (he'll do it for you at the marker) you
will balloon about 500ft if not trimming down. Break out and land the
plane. Not graded on landing.
After that, it's over. It is an all day affair. You will not leave before
7pm. They say expect to hear something within 2 weeks.

I Interviewed at ASA a few days ago. It has changed. Everyone is just as friendly but there are some new procedures. In at 8 AM, Introductions and company basic information (same as before). Then they explain the NEW "two phase program". The urine test, oral test and the 30 question written test are first. If you don't measure up you are invited to leave around noon time. Those that make it to the afternoon have the same goofy little Psyche test. Then sometime late in the afternoon another short oral (with sim instructor) then the sim ride. We were in the ATR. The written test has apparently changed. There was some mention of this web page and that may be the reason it was changed. The test is similar. One ques. on light signals. Distance between a small and a heavy. Airspace etc... I suggest just spend a few days reviewing the Gleim(s). Brush up on airspace and weather (fog !!). Know the Jepps. Sim ride is about the same. T/O climb out to 8K. A vector or two. Direct to a VOR. A descending turn. A hold at the VOR. If you get the entry right you probably won't have to complete the hold. Then the engine failure (use the rudder trim). Perhaps in the hold. Then they freeze the sim, you get the engine back and brief the approach. Then fly the ILS to 200 and a 1/2. They don't care if you land or crash below 200' they are just looking for basic (BAI) flying skills. All in all a good experience. 11-17-2000 Tech Eval:
ATR72 Captain Rick? Great Guy! Really made me feel at home and put me at
ease, but remember that this is an eval and stay on your guard. He did ask
me not to call him sir, but that was very hard for me, and assured him that
it was out of respect.

1. Why ASA? While he was looking through my logbook. He seemed to really
like the fact that I had a computerized speedsheet version of my logbook.
2. He asked me about APTAP?
3. He noted that I had 128 hours with in the last six months and was happy.
4. I took the opportunity to hand him a copy of my entire background check
that I had completed myself. He really liked it.
5. I gave him a copy of my current resume, he liked that I had.
6. He asked me whom I knew at ASA.
7. He asked me about two failures I had eight years ago on my CFII and MEI,
and I answered honestly and it was a no issue after that.
8. Max holding speed at 3000 MSL?
9. Max speed in Class C? Within 4 Miles?
10. What determines what engine is critical?
11. Jepp Charts Asked about Grid MORA
12. Asked about Jet Routes on the Low Altitude charts, why would they put
these on the LOW Altitude Chart? I said situational Awareness.
13. Asked about MSA?
14. Asked about ILS symbol on the ELA
15. Asked about a Cross Radial, Can I use this for Navigation?
16. Asked about Roanoke, VA.
17. What runway would you takeoff from
18. What if the WX was IMC can you land runway 15?
19. Where is the FAF on an ILS? What if you get the glide slope at a
different Alt, is that a FAF?
20. Where was the FAF on a Non-precision with no Maltessecross (Procedure
turn inbound)?
21. What would you do if the Captain wanted to land runway 15 at Roanoke, Va
in IMC conditions. What would you do if he still wanted to do it?
22. What if the Captain showed up drunk to fly, what would you do?
23. What will your relationship be with the Flight Attendants?
24. Asked my how a propeller hub works (in General)?
25. Asked me the three types of Icing and what was worse?
26. What are the Mandatory Reports to ATC?
27. Was asked about how far out I would need to descend to be at 4000 MSL by
this point?
28. Was asked what my decent rate would be if I only had 23 miles to descend
I think I was at 10000 MSL, but I really don't remember.



Written Eval:
Multiple Choice, made by Auburn Interns, Version #3, 30 Questions.

1. Severe Icing Definition?
2. Isogonic Line?
3. Taxiway Sign?
4. ILS critical Area sign?
5. Closed area sign?
6. ATIS?
7. LAHSO lights?
8. Other test versions had METAR to read?

Overall impression was that this test was really easy, but I have heard that
-10 was an average score? I hope one day that I can find out how I did.

Urine Test:

Easy, but make sure you have your drivers license with you.

Personality Profile Test:

You can finish the sections with in the time provided, I had heard that you
can't, but I did finish them. All sections I finished except the mixed
letter section. You are required to find a Five-letter word in a group of
mixed letters and that was really hard for me. Maybe 2 or 3 letters, but 5
was difficult. The last section was not timed and contained 110 questions.
Example, if you committed a crime would you rather go to a prison,
undecided, or a deserted island? I said island, but that may be the wrong
answer? Never go with undecided or the middle answer because it can
invalidate your test. The FSI guy will brief you on this. He was an ex-
Customs Pilot and loves the Black hawk Helicopter!

Sim Eval:
ATR72, with Dale ? An ATR72 Check Airman. Nice guy!
Gave us a quick brief and I went back to the briefing room to figure out the
radios before I went in the sim. A lot different than the Black Hawk. They
have a cockpit poster in the briefing room, which really helped. You will be
evaled from the right seat, and will have to move the throttles yourself.
The captain can help but on very limited stuff.
1000 feet prior
200 feet prior
He can set courses
He can set heading bugs
And move throttles (fine tune) once you ask him to.
He can clear left and right (which I did)
Set Time?

He called us in one at a time to review our resumes and ask us questions.
1. He asked me about Advection Fog?
2. VFR mins for Class B?
3. VFR mins for Class E below 10000?
4. My Cross wind landing Technique?
5. What type of flying I was doing now?
6. He asked some other guys about the hazards associated with T-storms?
7. He asked when I last flew an Airplane?
8. How much AMEL greater than 12,500 lbs? None.

The ATR72 was not that bad to fly if you are instrument proficient, but do
not even think about the electronic trim on the yoke. I think it was inop.
So I just drove on and flew. VR 112 KIAS, Positive Rate Gear up, Accel to
135 KIAS Flaps up, Climb at 170 KIAS. Level off 8000 MSL Accel 200 KIAS and
then reduce speed to 180. Cleared Direct to Pecan Vor, 1.5 DME out I got a
hold clearance. I was tracking inbound on the 090 radial and got the, Hold
NE on the 035 Radial. I said Parallel entry and entered hold. I don't know
if you can, but I did. I used the Captain for Time. Descended to 5000 MSL
in hold and Got an engine failure. I said Engine Failure left engine, Verify
with Torque and verify with the throttle. It was the correct engine and I
was in a cruise profile I said lets get out the checklist and troubleshoot,
and declare and emergency, but other people feathered right away? I think
that this was my error, I don't know at this point because I haven't heard
anything yet. I was able to maintain altitude and heading no problem, but my
leg was waxed. Sim then went to Freeze and I was then repoed to a new
location and given vectors for the ILS RWY 4 into Albany, GA, after briefing
the approach. There was no briefing strip on this approach so I briefed it
IAW the Air Inc. Sim Eval survival packet. Power settings were: full power
for Take-off, Instructor set for climb; I set 62% for cruise, and 25% for
the ILS. One dot below glide slope I dropped the gear and set 15 of flaps,
at the OM I set 30 flaps and started time. The sim was set for 200 and ? and
I broke out to the right of the runway, with it in sight and landed on the
TDZ lights.

It took about 3 months to get an interview scheduled after I faxed my resume in. I hear some get one right away.

Four of us interviewing that day. One Brasilia captain with 4,500TT and
about 2,500 in the Brasilia. One Baron guy that has 4,000TT. One military
helio pilot, not sure how much time he had. And me, I have 1600TT 500multi
400turb.

All of the information previously listed is right on about the day of the
interview. We did all of the same tests and interviews as mentioned. My
experience was great that day. Everyone is nice and very relaxed. I felt
comfortable all day which allowed me to be myself and not be nervous.

The sim was a little different for us. We had to hold, each person got a
different entry and some even a different fix to hold at. We also had steep
turns. The engine failure was easy, just use the procedure you are used to
using. Then he made me trim it out single engine to where I didn't have to
use my hands or feet to keep it straight and level. It's very important to
use the trim the whole time ESPECIALLY WHEN ADDING FLAPS. Be careful not to
balloon when adding flaps. When adjusting all power setting he wanted us to
make the initial adjustment then call for the other guy to set whatever
power you want. The ATR feels similar to what I fly now so the only thing I
had to get used to was the EFIS. With EFIS my inst scan had to change from
the norm that I use. If you can find a pic of an ATR flight deck it would
help. I never saw the inside of an ATR 'til I got in it. A big change from
the metro. The Brasilia guy struggled through the whole ride as did the
Baron guy. Neither got a job offer in the end. I left to catch my plane
before the military guy had his turn.

Things I think you should study would be:
Jepps (very important!! Most of my interview was about them), ATP Book, FAR
AIM, instrument procedures (very important!!), the systems on the plane you
fly now, the plane you flew before that, the opspecs for the company you fly
for, Airline pilot Tech interviews book and checklist for success. Bring
letters of Rec. from anyone you know already flying at ASA.

The two guys that didn't get the job got a letter 10 days after the
interview. The military guy and myself got a call 16 days after the
interview along with a letter a week after that informing us that we were
hired. We have a class date for Jan. They no longer tell guys what they
are going to be flying, they tell you sometime in class, maybe after basic
indoc I think.