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ASA Pilot Interview Profiles

Date Interviewed: April 2011
Summary of Qualifications: 1020 TT, 75 ME, 950 PIC, 15 TPIC
Were you offered the job? Don't Know
Pilot Interview Profile:
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.

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 Deltaís 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. Itís 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, itíll 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.
Date Interviewed: March 2011
Summary of Qualifications: 1400TT, 250ME
Were you offered the job? Don't Know
Pilot Interview Profile:
The rest of the gouges are pretty accurate. You start off with an introduction to the company. Not much there, you can ask question as necessary.

The next part was the written. Real basic stuff, nothing too crazy. If you've been teaching or flying for a while and you've been studying, then you should be good to go. The items covered were Commercial, Instrument and Weather. There were some part 121 questions. Just a few.

The next part was the Tabular Speed Test. Take your time when they let you practice it. But when you do the test, keep moving. DO NOT go back and try to correct it, you won't have time.

The next step was the technical/HR interview. It was a one on one based so not too much pressure there. The HR questions were pretty much out of the gouges. Some questions that I got were:

1. Who inspire you?
2. What was the worst thing that you've seen/done in an airplane?
3. What is Professionalism?

The technical questions were pretty simple also.
1. We discussed the Jepp charts.
2. Talked about current aircraft system ex. describe the landing gear.
3. How high should you be on final if you're 6 miles out?
4. How does ice affect the aircraft?

The sim was in a B737-200.

Trim and more trim. Remember it takes time to spool up. So the power adjustment won't be as responsive as the reciprocating engine with propeller.

Good luck!
Date Interviewed: February 2011
Summary of Qualifications: 900TT, 100ME
Were you offered the job? Don't Know
Pilot Interview Profile:
The interview is really cut and dry. You go in for the presentation first. ASA is really a good company and it shows. Everyone makes you feel comfortable and welcome.

We were told they are running 1 class a month of 12 for ASA and 2 classes of 20 a month for ExpressJet. Those who want to go to the ASA side might get put into a pool. Classes are currently scheduled through March.

After the presentation is the 30 question written exam. It is nothing tough. If you have to study for it, you are not ready for the airlines. It is all basic knowledge you should have up to this point. This is followed by a written paragraph. Nothing tough. You then take a break while everyone else finishes.

Next comes the tabular test. Again, it is nothing you can study for, but just do your best and trust your eyes. Once you're done, you take a break. You are given an HR questions form to write out your answers to questions like, best/worst quality, worst time in an airplane, etc.

After all that, they call you out of the break room and take you downstairs. My technical interview was straight-forward. Jepp plates, a high/low enroute, what freq, etc., ME systems, etc.

I was then fingerprinted then sent for a pee test. Some guys didn't have their own transportation and I guess they got them a cab. The drug testing facility is only about a mile away.

Sim was the next morning at 0700. CRJ-200. There was a half an hour brief. It is so simple, takeoff, climb to 5000, left turn, direct ATL VOR, follow 360 radial outbound, left 180, right 180, climb to 8000, direct ATL, hold, then descend and vectors for the ILS. It is all raw data. I reccommend TRIM TRIM TRIM and SMALL corrections for heading and altitude deviations.If you keep it between 1-2.5 degrees pitch up during level flight and turns, you'll be fine. They are not looking for perfection, just that you have basic instrument skills and are able to learn the airplane. Beware of that AI, when you turn right, at first glance it will appear you are turning left.

Was told 5-7 days I will hear. Fingers crossed.
Date Interviewed: January 2011
Summary of Qualifications: 1700TT 280ME Comm.SE,ME Inst. ATP written, current 135 freight, internal rec,
Were you offered the job? Don't Know
Pilot Interview Profile:
The interview is the exact same as all the rest. The process starts at the ASA A-Tech center. They send you standby on Delta to ATL. Also, ASA suggests the Motel 6. I dont.. haha. I heard some not good things about that place. I stayed at the Wellesley Inn just up the street, 79 bucks a night and within walking distance for everything you need to do.

I walked in to the tech center (an impressive building where ASA is headquartered and the old Eastern hangar) signed in and joined the rest of the interviewees in the cafeteria. We were told to get lunch but nobody did. Too nervous I guess. Someone came down and got us from the cafeteria and brought us up a couple floors to a conference room where they started with a few handshakes. There were about 5 retirees in there conducting the tech portions for the 5 of us. We introduced ourselves and they started the powerpoint on the company. Explained where they were headed (the superregional name was thrown around), benefits, aircraft, etc. Nicely done. Also gave you a fact sheet. After that we started the written. 30 questions. Study ATP, IFR stuff, regs, etc. Just like everyone says. It isnt too awful. Along with the written they gave us the essay sheet. I wrote a paragraph on the importance of CRM. No biggie. We were sent out to the breakroom afterwards and then they got each of us one by one for the tech. My tech interview wasn't like the others Ive heard of on here. It started with tell me about "aviate, navigate, communicate". What does it mean? What constitutes and emergency? Then kind of went into systems on the 402.. asked about the landing gear.. what would I do if the in transit light wouldnt go out? He also asked about speeds in a Class B, read a METAR, what mins do we have to have to use an airport as an alternate? Max Speed at 10000? There were a few other questions but not much. After that I was sent out to complete the HR portion downstairs.

They started fingerprinting us and doing the HR at the same time. I was fingerprinted first then waited for awhile then went into the interview with a really nice lady who has been with ASA for quite awhile. It was about 8 questions or so. Why ASA? Where do you see yourself in 5 years? What made you want to fly? What would you do if you had a strong disagreement with a captain? Describe your work ethic. How do you feel about shift work? And the last question was.. How did we do? That was easy because they really made the process enjoyable and very relaxed. All the interviewers conducted themselves professionally and really seemed to love their jobs.

After that we were sent to the drug test.. Nothing to talk about there.

The interview started at noon... ended about 5ish. We had a 2 hour break and then met back at Flight Safety (right across the street from ASA) for the sim. We were given a half hour brief. Cockpit layout, ILS 27R into ATL. They just want to see if you can fly a plane. I have no glass or jet experience and I did fine. Basic IFR skills, scan, can you hold an airspeed, etc. You pair up and one guy flys while you monitor then you swap. Profile is the exact same. Takeoff ATL 27R, climb to 5000 at 10 degrees pitch up at 250 knots. level off, 30 degree banked turns to headings. Climbing turn to 8000. Given direct ATL VOR.. on the way there given a hold. I dont remember what mine was but I remember it was a parallel entry. I told the sim guy that and he said ok turn right 360 for vectors for the ILS. Oh, by the way, your sim partner sets headings and altitudes for ya. No radio comms really either. Also for landing they set gear and power for you.. all you do if fly the plane. Ok back on topic. Vectors for the ILS 27R, dont even bother to look at the approach chart. They just want you to intercept the glideslope and localizer.. we took it all the way down to mins. Saw the rabbit and the runway and had a so so landing. Its not graded. All I can say is Trim Trim Trim. Its very pitch sensitive. I was extremely overwhelmed by the whole thing but I ended up flying the profile pretty well. A dot off here and there on the loc and GS. A 100 or so feet off on altitude, but the sim guys said I did fine and that I was showing constant improvement. Thats what they are looking for. They can train you to fly the CRJ. So there... you guys shaking about the sim dont worry.

After that its over. I went back to the hotel feeling pretty good about the whole thing. I hope the call comes soon. Im already going nuts. Good luck!
Date Interviewed: November 2010
Summary of Qualifications: MEI, CFII, CFI, Bachelor's Degree
Were you offered the job? Don't Know
Pilot Interview Profile:
Let me first say that from start to finish everyone that I talked to associated with Atlantic Southeast Airlines was extremely personable and professional. My interview was a two day interview that started on Thursday at noon and ended Friday mid-morning after a sim evaluation in the crj200.
Day 1 starts out extremely easy. I was there with three other people, all but one had zero airline experience. We met with two company representatives that gave us a brief company overview with projections for the future as well as hopeful class dates. They opted out of giving us the cognitive test that is mentioned in their pre-interview packet. ( I was actually sweating this one...) They did have us write a short essay on the three main responsibilities of an ASA pilot. After that we did a 30-question, multiple-guess quiz composed of commercial, instrument and maybe a couple of 121 questions. Two of us scored 100s on the quiz... You will want to really study and prepare to make that grade. Some of the answers are worded so that two could be correct but you have to choose the most correct answer. After the quiz we were taken into the company break-room where we waited to be called back one-by-one for the technical interview. I was the first up. Although initially I was nervous, talking with the representatives that performed the interview was like talking to some of my dad's friends... of course the formality was still there, but remember COOL, CALM, and COLLECTED is key!
Now for the meat and potatoes... Here are the questions I was asked:
Tell me everything you can about Class B airspace.
-Class D.
-What's MEA, MOCA? What's the difference?
-Is MVA published? (Careful! it really is published.)
-Comm failure
-When would I descend for the approach after a Comm failure?
-What does "Radar Contact" mean?
-V1, Vr, V2... segments of a departure?
-LDA approach?
-How do you calculate PDP?
-What's the reciprocal of heading 318?
-what is a yaw dampener?
-Light gun signals?
-Hydraulic accumulator?
-If ATC assigns a speed of 250 can you deviate from it?
-Holding Speeds?
-Oxygen requirements (give 121)
-Where would you find MSA?
-Take-off alternates and when to file an alternate
I studied for a solid two weeks so I was prepared to answer RVSM, bleed air, systems of my current multi-engine as well as reading over an approach plate and going over low-enroute charts. It just depends on the questions they've already asked other applicants.
The next step was to go down and get finger-printed. After that was the HR interview. These ladies are extremely nice and personable so don't let your guard down and admit that you're a serial killer or anything.
These questions included:
-why ASA?
-what made you interested in aviation?
-3 adjectives that describe you
-describe your best day on the job.
-what's your worst day on the job?
-what would you do if you smelled alcohol on the captains breath?
As long as you don't blow this then they'll give you a cab voucher to go to a medical center to get drug-screened. don't eat 20 poppy seed cookies the night before and you'll be fine.
That was it for the first day. oh, and one important note is that one the interviewing representatives HATES red ties because every interviewee walks in there with his shiny red tie.... So if you're one of those guys that decides to rock the "Power tie" go with maybe a red and some other color tie.
Now, Day 2 (sim day) was the one that concerned me because I have no previous jet experience, but I assure you... don't accost the sim evaluator or fly the hold bas-ackwards and you'll be just fine.
This was my profile: (it can change)
-Take-off from ATL 27L and fly runway heading up to 5000.
-Make a climbing right turn to 8000.
-Level off and do 1 set of quasi-steep turns at 30 degrees
-track outbound from the ATL VOR on the 320 radial
-turn back inbound and fly direct to the ATL VOR
-Do a hold (mine was a parallel entry)
The evaluator will ask which direction you'll turn once you cross back over the fix. Answer it correctly and he'll end the hold an begin vectors for the ILS 27L
-Don't fluff up the ILS.
-the grading ends once you go visual so the landing is all for fun.
During the sim you do this with another interviewee. I don't actually believe that they can be the reason for a busted sim ride because they're not allowed to help or talk. All they do is the items they're prompted to do by the evaluator (i.e. flaps, gear, heading, course, and speed bugs, and hold the airplane while you draw out the hold) so unless they nose dive you to the ground while you're drawing the hold it's really just all on you.
Once you finish the sim it's all over and you're free to leave. ASA is very forthcoming and they have said that all applicants will receive a notice of whether or not they've been accepted. Good luck! I was extremely nervous going into it but after I finished the sim I had the greatest feeling.
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