I was scheduled for the Air Inc. at noon on 4-25. Got there about :45 minutes early, so I started on some paperwork. While we were waiting we did the drug test. There were 3 applicants to show up for the noon screening.

Then we were taken in and briefed on the computer cognitive test.
Which took about an hour. From there we went across the hall and started the 25 question written aeronautical test. After we completed it an Air Tran DC9 pilot came in to
brief us on the sim eval along with another guy who would be giving evals for Air Inc. in the future...

The sim is an AST 300 pretty stable in pitch as compared to a Frasca 141... but it is very roll sensitive.... The profile that has been posted is still pretty much the
same...with a few changes.. since there were 3 of us I volunteered to ride right seat with the other 2 applicants... 1 male former military helo pilot , 1 female corporate baron
pilot and myself.. male corporate pilot..

The lady flew first and then she did the right seat for me... the right seat is mainly to set power and to help identify and secure the engine upon failure.. other than that they
don't want you to help....

Sim profile.. depart rwy 26L at ATL climb rwy heading to 3,000 then a right turn to 090 up to 5,000 then intercept a radial off of the ATL VOR.. 2 of the 3 received the ATL
050 radial.... I was given something like the ATL 125 or something... after getting established on the radial was given an engine failure.... want to see you use some limited
CRM and still be able to fly the airplane... after that got the engine back and then was giving a heading and a decent clearance to 3,000 and told to go direct ATL VOR and
hold... all their looking for is if you can explain the entry, entry heading, etc.... you can use the right seat applicant for help if needed... after that the sim was paused and
was handed the approach plate for the ILS 26L at ATL and was told to brief your F/O...

Once your comfortable with the brief the sim has been slewed for you to intercept the ILS final no tricks straight forward.. They want you to do about 130KIAS until getting
established then slow to 90KIAS for the approach... At one dot below Glideslope intercept I did as was recommended to go flaps 15 then gear down.. STAY ON THE
GAUGES till you are at 200'AGL use your peripheral vision to see if you have broken out then land.... the sim ride is over....

Next day arrive at ASA G/O at 0800am fill out more paperwork. Then 2 pilots an RJ Captain and an ATR F/O on this day took us into a conference room and started the
brief. Went around the table and give each applicant a chance to introduce theirself and tell about the type of flying each was doing..... then they gave the company speech
and also I was impressed at how they gave their own personal opinions on different aspects of the company.... the brief lasted about an hour then we were taken to a
break room and was pulled out... I was interviewed by the RJ Captain... very nice guy.... the one-to-one interview lasted about an hour or so... very relaxed laid back .. start
off logbooks... certificates.... looked over those items and did some paperwork he was required to do then was asked tell me about yourself and background... he seem to
be very interested in what I was saying... and from there we just sit and talked about the company, and each of our backgrounds...and was asked the typical HR style
questions... what would your students say about you? what would your Captain say about you?.... He did ask for his own sake about the Payne Stewart accident since I
have been in a Lear 25 for the past 6 months so we discussed openly different things that could possibly have happened... then finally he pulled out an approach plate....
and asked a few questions.... over all very relaxed very non confrontational.... very enjoyable experience... was told you should hear something in 7-10 days...

Exactly 7 days later got the call your hired! Looking at the ATR or E-120 for July class date... maybe sooner

The previous info (especially the JAN stuff) is quite accurate. Same set-up at Air, Inc. People there are friendly and helpful. Pretty laid back. My day
started off in the afternoon. I got there early and was given the written
test. It's a 25-question pen and paper exam with questions out of the ATP
and/or Instrument study guides. Some aerodynamics (wake turbulence, what's
an aft CG give you?), along with thunderstorms, light gun signals, airport
lighting, airspace classes and speeds, windshear avoidance, lost comm, loss
of nav equipement, definition of critical engine, etc.

The sim was next and was quite straightforward. It's an AST-300, basically a
twin-piston. Pretty pitch and roll sensitive so fly it with your fingertips.
The great thing is that flying is your only duty. The evaluator sets the
radios etc. Your partner jerks the gear and lowers the flaps for you, but
that's all they're expected to do. Each gets different radials to intercept
and different holding instructions, but everything else is basically the
same. Climb rwy heading to 3000, turning climb to 5000, vector to intercept
radial outbound, engine failure (no worries, just put in aileron, step on
the correct rudder, and keep it right-side-up) After getting your engine
back, a descending turn to 2600 and a dog-leg to final. They freeze the sim
while you brief the approach and then you fly an ILS down to minimums. Fly
it to 199' AGL and you'll see the lights, if you go missed any sooner you
won't... They do a great job of briefing all this info so don't sweat it.

The cognitive test is NOTHING you can study for. It's done on a computer and
scores you on how many you get right and how long it takes you to answer. I
bombed one complete section... Don't worry about it, just do your best while
you're sitting there and don't stress.

The next day at ASA was fairly relaxed. About an hour listening to an FO
tell us about the company and what to expect if we get hired-- Pay,
benefits, airplanes, routes, orders,etc. Then the face to face interview.
Mine lasted about 30-40 minutes. Brief this approach, where is the FAF on an
ILS? When can you go below DH/MDA? How low can you go? What do you need to
go lower? What do you do if you go lost comm while on the missed and you
don't have divert fuel? (Squawk 7600 and proceed to an IAF for more
approaches until it becomes a fuel emergency and land) Situational question:
Captain decides he wants to go below mins to "check it out" and get down
sooner, and briefs this to you well before beginning the approach... Tell
him you're not comfortable with it. Remind him that he has ## pax in the
back and is responsible for their safety... Situation continues and he
actually does not respond to your DH call... Look over and see if he's
alive... He is... Call "missed approach for weather" over the radio -- This
cancels your landing clearance. Bump up the throttles but whatever you do,
don't fight with him over the controls! A couple more questions about Jepps
plates and that was it for the technical portion. While he was asking
questions, he was verifying my application, resume, logbooks, reading
letters of recommendation, etc. and asking questions about them in the
middle of my answer. Sort of distracting and annoying, but just stay
relaxed, answer the question and continue with whatever you were doing.

Talked a little about my background, why I wanted to fly for ASA and that
was it. He actually told me right there that he was going to recommend me
for the right seat of the RJ, but I think that's highly unusual. There are
at least 3 other people that have to sign off on your package, so don't
expect to hear anything for at least a couple of days.

The biggest advice I can give: Relax. Study up on the company and tell them
that ASA is your first choice. They want people that want to be there. Be
excited, but not annoying.

One more thing: ASA has officially ended the pay for training. However, they
are very strict on the 1200TT, 200 ME. The applicant pool is growing
rapidly, so if you're interested and qualified, get your stuff in!! If you
do get hired the training is paid for, the hotel is paid for and they give
you $5.50/hour plus per diem while you're in training. Pretty good deal.

P.S. I got the offer for the RJ at the end of the second business day!! Good
luck~

written; 25 questions basic knowledge style psychological; timed, pain in the rear!
sim eval: ast-300 sim basic manuevers, engine failure enroute, asked to
explain hold, how to enter etc, did not have to do it if explained right,
vectors to ILS. If current on inst no need to practice.
The interview is with line captain. Very relaxed, some tech questions,
explain approach plate, etc. once again, for those that are flying 135 and
the like should have no problem. I was called Monday morning and offered a
job. Looks to be 60 day wait at the moment, but that could change. Anyone
interviewing can email me and I will go more in depth at:
av8erwil@hotmail.com 1-25-00

Day one of the two day process began at 0800 at Air Inc. in Atlanta. I arrived a little early which for the morning session was good
as it gave me time to fill out some standard information forms. Be sure to have all your licenses with you and valid picture ID,
Passport, Drivers license. On this particular morning their were only three of us but the number varies depending on the day. We
were taken into a small briefing room where we were briefed on what we were going to do for the morning, Sim Ride, Cognitive
Test, Drug Test, Written Test and not nesassarily in that order. We were also given a briefing on the Simulator that we were going
to fly, AST 300, very standard and basic multi-engine piston sim. You are not expected to know or memorize any speeds for the
sim and although they pair you up with one other applicant we were told that they are evaluating the person flying only so 90% of
the work load should be handled by the pilot flying. In other words do not try and delegate very much to the pilot not flying.

After the sim briefing we all did a 25 question written test. The questions were all multiple choice and were very basic in nature.
Part 91 and the AIM section.
Some of the questions were as follows:
1. Light signals
2. Wake turbulence
3. Vmca definition and parameters
4. Speed limits in types of airspace
5. Thunderstorms
6. Windshear
7. Runway lighting
8. IFR take-off and landing limits
9. No alternate weather limits
10. Approach clearance regulations
11. VFR circuit procedures
12. Lost comm. procedures
13. Loss of navigation equipment, Report it to ATC
14. Marker beacon colors and morse codes

After the written test myself and my sim partner did the cognitive test and the other fellow went to do his sim ride. The cognitive
test consisted mostly of number and number sequence recognition. The test takes about 20 min. and is done on a computer. No
real way to prepare for this test all I can suggest is read the instructions for each part of the test carefully and each section is
timed so work quickly.

Sim Ride
It appears that all they are interested in at this point is to see if you posses the very basic instrument scanning skills to keep it
right side up.

Sim Profile:
Take-Off and climb runway heading to 3000 feet, prior to level off you will be cleared to 5000 feet and given a turn to intercept a
radial off the ATL VOR. Level off and track the radial at which point you will be given an engine failure. With both engines back
you will be cleared direct to the VOR and then given a holding clearance. I explained the hold entry and did not have to fly the
hold. At this point the sim was put on hold and I was given a Jepp plate for the ILS at ATL and was asked to give an approach
briefing and then the sim was taken off hold and I flew the approach to a landing. Sim ride was over.

I finished the day with the drug test.

Day Two

Arrived at the ASA Flight operations building at 0800, more forms to be filled out. Shortly after 0800 a few line pilots came to get
us and we all went into a large briefing room where for about an hour we were given all the information that most of us were
probably going to ask anyway. I was quite impressed with the relaxed and open nature of this process. We were given all the info
on pay scale, passes, benefits, scheduling, aircraft and projections for hiring in the near future. 30 - 50 pilots a month for the
foreseeable future. ASA is currently at 1100 pilots and expects to have close to 2000 by the end of 2002. Lots of RJs being
delivered with more options. All first year FOs make $18.10/hour with a 75 hour guarantee. All new hires sign a three year
contract. Low time pilots pay for training, higher time pilots do not.

After our briefing we all went to the lunch room and from there were called one by one for our interviews. I was interviewed by the
fellow who gave the briefing that morning, an RJ captain, and a training captain. The feeling I got was very positive from both
interviewers, you are made to feel relaxed and welcome. The process by which they interview candidates varies with your
experience and background.

I was one of the last people to be interviewed and while waiting I heard people who had just come out from their interviews talking
about the questions they were asked. Some wx questions, IFR, Jepp approach plate questions and of course the situational
questions.

I was asked only situational questions and most pertaining to experiences that they would have expected that I would have
encountered based on my previous job types. I found this to be a very comfortable line of questioning. The interview lasted about
an hour.

Interviewed with ASA 1-12-2000. Flew to ATL on a Delta pass; they send a list of nearby hotels. Started at 0800; 11 applicants there. There are basically two ways to ASA - AirInc or Flight Safety. I don't know about the AirInc path, except that they did a sim
check in an ATC sim the day before the ASA interview, as well as their drug screening. I don't know if they did a Brazilia check
ride. For all of us the day began with about an hour of company information - everything you want to know about working at
ASA. Then all the flight safety people did the drug screening. One on one interviews with captains came next; these include Joe
Mimms (retired - head of pilot recruiting), Fred Lambert, and others. Typical HR questions - tell me about yourself, why ASA,
where do you see yourself in 3 years, 10 years, etc. Logbook reviews, certificate reviews. Some technical questions; I was
asked about critical engines and V1, as well as some scenarios to develop thoughts on CRM, etc. We also went over Jepp charts
in excruciating detail - but it's easy if you're willing to take the time to learn what's in the Introduction section of your Jepps. After
lunch we went to Flight Safety for the Brazilia check ride. Began with another logbook review to see who to pair up in the sim.
Prior to the sim checks we got another series of technical questions by the sim instructor. All of the questions came from the
topics covered on the ATP written: holding speeds at various altitudes, speed limits in different airspace, types of icing,
differences between and examples of anti-ice and de-ice, time limit to check wings for contamination before takeoff if you've deiced
the plane, purpose of vortex generators on the wings, what's implied by a "minimum fuel" advisory, and some other stuff I can't
remember. The sim check is with two pilots, but the PNF isn't supposed to do anything but set the power on takeoff and help
change the heading and course bugs. The profile is this: take off, fly runway heading to 4000 feet, turn to a heading and intercept
a radial outbound. Course and altitude changes, airspeed changes. You may or may not get a hold - or you may get holding
instructions and after you decide the correct entry you get frozen and repositioned outside the marker for an ILS. You also get an
engine failure in there. The ILS is straight forward, and then you land. Or in my case you land several times bouncing down the
runway. Surprisingly they let us use the flight directors the whole flight, which made it easy. They said the purpose of the sim
check is to show basic instrument skills and get enough points - past some threshold, but they didn't say anything about how
points are accumulated, or when you have enough. Overall a very positive experience. The pilots we talked to are very up-beat
about the company; upgrades are at 18 months and moving downward. Pay is good, and Delta owns ASA so good things are
happening.

This week I was there in Atlanta for ASA Interview. It takes 2 days for the process. You can stay at the Clarion Hotel for 39$ + tax per day if you tell
them that you are there for the ASA interview. They will drop you and pick
you up from the Airport, Air Inc and ASA. Make sure you check out of the
hotel on the second day before going to ASA for the interview as your check
out time is 12.00PM. ASA sends you Delta tickets for the interview.
The Air Inc process takes you about 3 hrs.... you go in and do a small
interview with the person who does your Sim eval and then he will brief you
about the Sim ride, then you do the sim eval and you do a drug test and the
last of all the IQ test.
The questions askes to me before the sim eval was
1. what are the stages of a Thunderstorm.
2. what is wake turbulance.
3. Define Class B airspace
4. What is critical engine.
The sim eval was pretty easy and standard........ It consists of a take off
and climb upto 3000 ft with full power using 25 & 2500 and then cruise at 23
& 2300. During your take off you will be doing a turn to a heading just
before you reach 3000 ft. Then you will be asked to track a radial. There
after a enroute climb to 5000 ft.. Then you will be asked to do a descenting
turn at 130 kts to 3000ft and come on another heading. Then he will fail your
engine when you are leveled out. After that he will freeze the sim and ask
you to give a briefing for an ILS approach for 26L at Atlanta. Then he will
position you before the marker and you do a ILS and the weather is 200 and
1/2 and you will see the airfeild at the DH continue and make a landing..I
suggest that you continue on the ILS till about 50 ft and then make a
landing instead of looking out at the screen from 200 ft. That will be your
Sim eval.
You do your drug test and then you do your IQ. I would suggest that you are
always relaxed when you do the IQ and also read the instructions properly
and throughly before doing the test.
The next day you go for the ASA interview and you are briefed (usually takes
45- 1hr) about the company and aircrafts etc etc....... Its a one to one
interview and there are about 3-4 line captains doing the interview for
different people. I was the last one to be called for the interview and it
lasted for 30 min... I was asked mainly Jeppesons and weather packages.......
some of the questions I remember are
1.What is the circle on the right side of the chart..how much is the raduis
of that chart and can it be more or less???
2. If there is no SID's charts available for an airport and if the weather is
IFR then how will you depart.
3. What does BR stand for in a weather package
4. what is it for snow
5. what does it imply to you when the aircraft ahead of you has reported that
he lost 20 kts on the final approach.......
6. what will you do if your capt. continous to do an approach in that
condition and there is a CB around the airport.
7.Explain any critical phases you had when you were flying
Thats all I remember.....