Overall pretty simple: The beginning of the day consisted of why ASA speech.
Listen to all the buss word cause they will be asked, in the one-on ?ne with
the flight officers. Then a simple flight test Written by Emery Riddle interns.
30 question:

1.. Color of LAHSO light
2.. What does a ATIS state and when
3.. Holding speed of Turbine A/C
4.. Which is controlling RVR or Visibility (RVR)
I wish I could remember more, but don? be afraid of "writing up" a question.
It? a multi-choice test and the one I took had a lot of incorrect answers.

After the test came the Drug screening. Then filling out forms for background
investigation. On completing these forms you interview with a flight officer.
It? a one-on-one interview with the standard HR question.. If a passenger tell
a flight attendant they smelled alcohol on you breath what would you do? ( Stand
Down from flight)If a captain briefs an approach and tells you he? going below minimums, what would you do? (Declare a missed at the DH). Then he asked about
the JEPP? Nothing out of the ordinary. He asked me to brief an approach.
Date/plate, approach (14ILS_XX) initial heading, Intercept GS ( which is the
FAF), DH and Follow the Missed,.. if you have the new format JEPPS just follow
the format, but brief the date and plate·/FONT>

The sim ride, all they want to know is if you can hold ALT/HDG/AS.. It? in an
ATR72 at flight safety. The instructor will controls most of the power settings.

1.. Climb out at 8 degrees nose high attitude, The instructor will call out
200 feet to level off
2.. IAP Albany GA ILS4 ( I understand they change it daily)
3.. Took an heading of 010 to 3000 feet then intercept 090 radial off the
Pecan VOR
4.. The Pecan Will be set in Nav 1. And you Co-pilot will tune in the radial.
5.. Intercept and hold ALT.
6.. You will get an engine failure, stay on the instrument, and call max power
7.. Hold HDG and ALT Call Verify/ Fuel Check/ Feather / Check list/ declare
emergency
8.. You?l be given a 180 degree turn to the Pecan VOR and at 10 out, given a
hold
9.. Every one had a tear drop entry,
10.. Be able to tell the instructor you initial heading for the entry.
11.. You won? fly the hold, but get vectors to the ILS
12.. Call HDG change to CO-pilot and intercept the ILS
13.. While inbound to intercept you will let the CO fly and you brief the
Approach to the instructor.
14.. A 30 degree intercept and fly the approach
15.. At FAF GA intercept GEAR and 15 degree flaps
16.. At OM LDG FLAPS/ 30Degrees
17.. Reduce speed to100 knts.. HLD HDG and GS
18.. He?l call the light·"Continuing"
19.. Then he?l talk you through the landing.
The ceiling is about 1000 feet above TDZ so you?l see the RNWY early. Don?
look up when you here light.. you?l balloon quickly.. The most important about the sim is TRIM, TRIM, TRIM.. Then let the aircraft fly as much "hands off" as
you can stand.

The sim is done by age.. Oldest first. You can jockey for order if you departure
is close 7pm .. don? plan on being out before 7 p.m.

I had an interview on August 2nd with ASA. It was the first day of their new interviewing process.
We met at 8am at the Flight Safety headquarters in Atlanta. We were
greeted by Fred Lambert and a line captain, I can't
remember his name. We were briefed for an hour on the airline, pay,
benefits, etc. They plan on hiring 50/month this year and next year going
to 100/month.
Then from 9-11:30 we were taken individually, there were 7 of
us, to the personal interview. Three different people were giving the
interviews. Mine was with Patrick Gosselink. He was really friendly. He
really put me at ease. He filled out a bunch of paperwork and then looked
through my logbook briefly. He asked me some systems questions, personal HR
type, and just got to know me. He was really laid back and everyone there
was really nice. After the personal interview we had a break and then came
back for a psychological test and a general pilot knowledge test (60
questions). We didn't have to take the pilot knowledge test because there
wasn't enough time. Then we were briefed on the ATR72 sim and each of us
flew it. It was a typical profile. Takeoff, intercept a radial, engine
failure, enter a hold and then an ILS. The sim instructor was very helpful
and it was very easy. no wind. I got a call a week later and am expecting
a class date. Good luck everyone.

The interview is now quite different from the old Air. Inc. version. Apparently due to the high wash out rates from the Air Inc. candidates, they are now doing
it in house (actually at Flight Safety across the parking lot) and it? a bit
more through.

Here are the highlights!

Time: One very full day, could run from 8:00 am till 8:00pm, depending upon when
you do the sim.

Into: Brief intro. to ASA by HR. Covers the basics.

Drug Test: Pee in the cup. No need to study for this test.

Aviation Written: 30 questions, multiple guess. Not to bad and covers a lot of
ground so be familiar with the AIM and Regs, Jepp charts etc. Was 60, but took
to long so they shortened it to 30.

HR Interview. Relaxed, covers the usual and a few easy scenario questions.
Logbook and paper work review. Be yourself!

Preview Test (Psyche/IQ) : Six parts (4 are timed), cannot study for it, not
very easy and you cannot complete each section that is timed! Takes about 45 minutes and will leave you wondering if you can even think at all.

Tech Interview/Sim Ride:

Before the sim an ASA Check Airman (ASA now requires that one of the check
airman will do all sim evaluations) will interview you for about 5 minutes and
review you last logbook. Basic stuff related to turbo-prop operation, maybe one
question about a system on the airplane you're flying, one question on a Jepp
chart. Pretty easy!

Note about the Sim. It's an ATR-72, full motion - Level 3 Simulator that they
use for training. Really nice. If you have never been in a Level 3 sim you are
in for a treat! BUT it prevents everyone except the very rich from prepping for
this ride. Apparently ASA was getting annoyed at Air Inc. for selling sim preps
on day and then giving the evaluation ride the next. Can you say, conflict of
interest!

Then the group meets and receives a briefing on the ATR sim and what he expects.
No checklists and PNF is not to do anything unless asked. You will fly in the right seat. Ask the PNF to do as much for you as possible! He is not allowed to
do anything unless you ask, so ask!!!

Profile is unusual: a take off RWY heading and 170 kts, climb to 2000. Level
off. Cleared present position direct to a VOR (can you use an RMI?) and continue
climb to XXXX. Maintain 170 again. Gives clearance to track a radial outbound
after passing the VOR. Level off at assigned altitude and the airplane will
accelerate to about 230. Shortly you will be asked to slow to and maintain 180.
Then right and left turns to assigned headings (about 180 degree turns)while
maintaining 180. Somewhere in there an engine will fail, go through usual engine
shutdown procedure you normally use. In other words, if you fly pistons, use the
piston procedure, if you fly jets, use those procedures. Maintain heading and
altitude!! After a while you will get the engine back. Then descend to xxxx (GS
intercept altitude) at 180 (reduce the power!) and prepare for vectors for an ILS. He will do the flaps and gear for you at the appropriate time. Fly the ILS
down to 200 and land the plane. Sim ride is over. The reason I'm not positing
the actual approach is that it's really not that important. It's an ILS and you
will be all set up so just fly the approach. It could be anywhere. I actually
never looked at the plate, the radios are tuned and he sets everything.

That's about it. Two weeks till the good/bad news, Maybe sooner.

Interview day was cool. 9 guys in total all had jet or turbine time except me (1200 TT, 390 M/E). A lot of 121 guys (Transtates, Great
Lakes, and a guy who had flown for ASA from 88-93 and hated it so much
he started his own co. with his wife). Got the co. info and ASA is
going places. Got 104 firm jet orders over the next few years with many
options. Talks with Comair & Delta about merging seniority. Lots of
good things. No pay for training. New E-120 drivers go to DFW. More
ATR's are coming in to ATL. Some people are going to the jet in ATL,
DFW is too senior. Great benefits!!
Interview with a Jet Capt. who has been with the co. for 3 years not too
bad. Talked about flying and some situations I have been in. Then got
in to the Jepps (make sure you read everything on the chart). Some
situational questions like "at 8,000 and capt is doing 285kts what would
you do?" "any problems with current boss or chief pilot?" and then just
shot the breeze. Very relaxed and enjoyable.
It has been 3 weeks now and still no word however Fred Lambert needed
some more paperwork to complete the file and that was about a week ago
so I am hopeful. Rumor has it that ASA is going to start putting more
people straight in to the Jet starting in Sept. and I hope I am one of
them. ASA is where its at. If you talk to some the older capt's that
have been around for a while up until a year ago they said they would
not recommend ASA to anyone, now it is one of the premiere regional's.
Good luck everyone!!

Did the sime eval at AIRinc. If you stay anywhere other than Clarion you will have to take a cab which was very tough because the cab driver
had a tough time finding the place. Written test was very straight
forward, cogscreen was easy but don't get ahead of yourself. The sim is
what I want to comment on the most. The instructor's name was Jay a
former ASA capt. and Delta FE on the 727, cool guy. The AST 300 is not
as twitchy as some say it is. After doing the Comair screening back in
may it was very easy. First things first is use your FO for as much as
possible. When figuring out your hold entry make sure you stick to your
guns because the instructor will ask the FO if you are right and my FO
doubted me at first which made me doubt myself, so stick to your guns, I
had it right. Got the eng. failure and make sure declare an
emergency!! When shooting the ILS go all the way down to 1195' MSL
because as soon as the altimeter hit 1200' MSL I looked up and didn't
see anything and executed the missed and that had me shaking in my boots
because I thought I was S.O.L. Jay said that he forgot to brief us that
if you don't go down to 1195' MSL on the dot you won't see anything, but
I also didn't want to bust DH. So I got to shoot the ILS again and yes
I was graded on it. Done by 1230pm and went bach to the HoJo.