Checked in in the lobby of the A-Tech Center, a massive facility located on the north side of the field. Was then brought into the cafeteria by the front desk lady and met the group of interviewees. A total of seven were interviewing that day. At around 11:10, we were brought upstairs into the conference room where a presentation was given on the company, pretty much just a general overview. Then we went on a 10 minute break and met back in the conference room to take the written test and on the back of the answer sheet was an essay to write. We were given an hour to complete both.
Written test:
What is an indication of freezing rain above your altitude?
What do you squawk when you lose radio?
You are told to hold on the 180 radial of the VOR, and you are flying on the 030 radial, what entry?
You are outside the FAF when the weather goes minimums, what do you do (FAR121)?
Inside the FAF?
What does an aft CG do to Vmc?
As the air cools, what happens to it's density?
How long do you have to notify the NTSB of an accident?
If your altimeter was set at 30.51 and you flew to a pressure of 29.98, how would it read?
What illusion would a narrow runway create?
What is the definition of night?
What is the purpose of the REIL?
What is the max speed below the B?
When are ATIS broadcasts updated?
RVR24 converts to what visibility?
When finished, we again met back up in the break room for a while for the recruiters to grade our tests. We then went back to the conference room to complete the tabular speed test. Not too hard, just keep working. I found it best to have the coordinate plane over the question sheet so you could easily remember what number you were on. Given nine minutes on this, so do not stop and do not second guess yourself. I finished 47, and others ranged from 27-50.
After the tabular test we were back in the break room for a while awaiting the technical interview. We were brought down to the second floor where I met my interviewer. The first thing he did was hand me a sheet that had the typical HR questions on there and told me to fill it out while he went over my paperwork. He then began asking me some questions, all about Jepp charts. After about 15 minutes he told me that I would be joining everyone that passed today in the sim the following morning. After the technical they send you off down the road to Concentra for drug testing.
Technical:
When do we need a takeoff alternate?
What is the difference between these two VORs?
- Looked at an LDA chart into ROA.
What is an LDA approach and why is it different than an ILS?
Why is this an LDA and not an ILS?
What is the highest terrain?
What is the MSA?
- Looked at the ILS into ROA.
Why are the minimums so high for this approach?
Looked at an ILS chart into AVL, tower and approach are closed.
Brief this approach.
Over SPA, center clears us for the approach, sends over to CTAF. Do we need to do the hold over BRA?
Over FREEZ, at MEA, do we need to descend in the hold or can we turn inbound?
What is DH?
What type of entry would you fly for the hold on the missed approach?
The next morning began at 9:50 where we met at Delta’s OC3. We were met by Mike, a retired ASA RJ200 Captain. He briefed us over the profile for the sim that we would be flying. Takeoff 27L at ATL, set power for 1.90 EPR, rotate at 130kt, pitch for 15*. At 1000ft the sim instructor brings the flaps up, pitch 8-10* for 250kts and climb to 5000. Level off at 5000 and 250kts. I got a right turn climbing to 8000. Then at 8000 got a left 180 then immediately back right 180. He then gives you direct the VOR tells you to expect holding. Gave me my hold clearance, parallel entry. First thing: SLOW DOWN...and plan for 220kts (max speed is 230, gives you some wiggle room, even though it's not needed). I turned parallel and then began my inbound turn and he had me exit, then vectors for the ILS27L. He works the flaps, sim partner gets the gear. Vref at 130, takes about 1.50 EPR to maintain it. Fly the ILS down to about 600, lights then runway in sight but keep inside the plane, at about 300 look out and start the visual. At 100 pull the power to idle and begin to flare. Do not worry if your sim is not the best. It’s an airplane, so just fly the thing. Put the right arm rest down as soon as you get in it, and if you need to do a pitch change, get on the trim, it’ll help big time. All the guys that went before me did not trim as much as they should have and you could tell that they were really wrestling with it. If you can fly a plane, you can fly this sim and pass. |
