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.
Date Interviewed: October 2010
Summary of Qualifications:
ATP
Were you offered the job?
Don't Know
Pilot Interview Profile:
Atlantic Southeast is currently interviewing and hiring for new-hire classes, as well as a hiring pool. The previous gouges still apply to the current interview process. But to review, here was my experience.
Day 1 begins at 12:00 Noon with a short company overview covering fleet, bases, management team, routes and benefits. They will administer a 30 question multiple-choice test covering topics such as Aerodynamics, IFR Procedures, FARs, Weather, etc. I would recommend studying the FAR/AIM and the Instrument/Commercial study guides or written test preps. The 50 question cognitive test is nothing to talk about. Follow the instructions and answer as many questions as possible in 9 minutes. You will also be asked to write a short paragraph on a topic, such as What is CRM or What makes a good First Officer, just to name some examples. The one-on-one interview also hasnt changed. Know your current multi-engine airplane and Jeppesen charts and youll be good to go. The HR interview is brief covering standard questions (Why ASA? What can you bring to ASA? Tell me about a good/bad day at work? Etc.). Day 1 will conclude with fingerprints and a pre-employment drug test. Plan on about 4-5 hours from start to finish.
Day 2 you will meet at FlightSafety (right across from ASA) for the simulator evaluation. Again, the previous gouges are still apply. You will be flying the CRJ-700 sim. Pay attention during the simulator pre-brief. Remember to use the trim and slow down when you get holding instructions.
Its a straightforward interview process. Good Luck!
Date Interviewed: March 2008
Summary of Qualifications:
Commercial (Multi/Singl), Instrument, CFI 875 total time, 85 multi-engine
Were you offered the job?
No
Pilot Interview Profile:
Flew out to Atlanta the previous evening on the "red eye". You fly non-rev. as with most airline interviews so make sure you check the load of the flight that you're trying to get on. The interview started late; there were six of us waiting together for a good 30 minutes past the scheduled start time because they didn't have a room available for their presentation. The presentation was given by a retired captain and was pretty basic info. (number of a/c, routes, pay scale, etc.) Then we took a tabular test, (as previously mentioned you can't study for it) basic hand/eye coordination. Then we took a basic written test straight out of the ATP book (mostly regs. and weather). We took a break and were told to stand by for our interview. Five of us were interviewed, not sure if the other applicant failed the tabular or written. The interview was pretty straight forward. A lot of "what if?" questions (i.e. "you're here and you get a gear-in-transition light. What do you do?"). Made it through the interview and was scheduled for a sim. ride the following day (FYI they dont pay for your hotel). Four of us met for the sim ride the following day at Flight Safety (they use a CRJ700 full-motion). Everyone who says "unless you have jet time you're not gonna make it" is full of it. I didn't have a single hour of jet time and I did just fine. In fact, he complemented my landing. Three of us were sent back to the ASA office for drug tests. We were advised that we were hired that day. However, there were no immediate training dates sceduled. Consequently, we were told to expect to receive notification of the next available training date. Instead, I received a generic rejection letter from the senior captain stating that I failed to meet the minimum requirments, and to re-apply in six months, despite the fact that I had already been offered the job!?! I was shocked to say the least, as was the recruiter that I immediately called to confirm the contents of the letter. I also learned that another applicant who interviewed that day had the same thing happen to him. Needless to say, I will not be re-applying in six months, nor would I recommend anyone consider ASA.
Date Interviewed: March 2008
Summary of Qualifications:
1420TT/520 Multi Comm/Multi CFI/CFII/MEI SIC CE-500
Were you offered the job?
Don't Know
Pilot Interview Profile:
If you've read the below posts, then you're already familiar with what ASA throws at you during this process. A quick note about the paperwork packet they send you prior to your interview...it is OK to bring the paperwork with you instead of mailing back in once you've completed everything. If you mail the paperwork back to them less than a week before your interview day, there is a chance that they won't have it on the day they interview you, so if you can't complete it and mail it back to them within 7 days of your interview, just take it with you and hand it in when you walk in. With that being said...here goes...
Day One: Try to get to ATL the day/night before your scheduled interview. Do NOT attempt to non-rev the same day on DAL as the flights are almost always full. Show up 30 minutes ahead of your scheduled time to the 3rd floor office (Out of elevators, right, straight ahead). A recruiter will come out at the scheduled time and take you upstairs where he/she will show a short PowerPoint presentation that details the company's history, mission statement, pilot pay and benefits, and what they're looking for in a pilot applicant. Then the recruiter will go over the profile for the next day's simulator eval, and will give you tips on how to pass each phase. Next comes the cognitive test that involes a graph of numbers and a list of "coordinates" that gives you an X and Y value on the graph that you have to find. You have nine minutes to answer as many as you can. They are looking for speed and accuracy...it is an easy test, and they give you five examples to practice on before they start the clock. When taking it, be methodical and swift, but take just enough time to be as accurate as possible. Rumor has it that you must answer at least 30 questions in the nine minutes. Next is the written exam...Study the ATP Gleim and go over it time and time again if you are weak on testing. If you are a weak tester and you don't study, you might find yourself in hot water, so do not underestimate this written...it's not hard per say, but it's nothing to blow off. Minimum passing score is 80%. You must pass both tests to move onto a one on one interview. Depending on who you get for the one on one it can be very detailed, or it could be very minimal. Expect the standard "What do you do if...Engine failure at V1, Engire Fire 200 feet above runway before landing, You're OUTSIDE the FAF and you get a updated WX report saying that RVR/Ceiling are below minimums etc... Then he pulled out an approach plate at JFK and had me brief the entire plate, and asked a few questions about the plate. The below gouges highlight some of the other questions asked (I didn't have to explain anything on a high/low chart, or did I have to spit out any airspeeds...but I think I got an easier recruiter than others have gotten). That is is for day one, call the number and listen for the last four of your SSN to see if you move onto day two.
Day Two: Simulator Check-See detailed profile below in other gouges...but, it's runway heading to 5000. Climb to 8000. 180 degree turns both ways. Direct to VOR, Hold, then ILS. This sim check is briefed on day one in detail, then briefed in more detail on day two. ASA does everything for you but fly the sim, they do an excellent job in briefing you and they aren't out to get you, or exploit a weakness in your flying skills...it's yours to screw up. As many have said, if you do not have any jet time, or any glass cockpit time, this sim check will be a challenge...not impossible or exceedingly difficult, but challenging. If you have lots of jet time/glass cockpit experience then you'll have an easier time with it, but don't expect it to be a softball either. Try your best to keep the thing level, and use the power settings they brief you. It is OK to have +/- 200 feet, 10 knots etc, but just correct as much as possible if you're off, and keep the aircraft as stable as possible. They are looking to see if you are trainable...not to see if you can pass an ATP checkride in the CRJ-700...so mistakes are expected, so don't freak out if you see +/-300 feet...just correct for it and try your best to not do it again. Something I noticed was the yoke in the CR7 is much "fatter" than the yoke in a 172 or Citation CJ. With that being said the feel of the aircraft will be different in that regard...it helped me to place my hands on my knees and fly it with my thumb, index and middle fingers while in level flight...just an observation on my part. You are allowed to give the non-flying pilot the flight controls as you figure out the hold, and you can direct him/her to make any mode control panel changes for you. They however, cannot coach you or tell you if you are to fast or to slow etc. Remember the proper holding speeds for the altitude you're assigned, and do what you've been trained to do. If all goes well in the sim (you'll know immediately if you've busted) you'll head over to the ASA building again and most likely go through a drug test, fingerprint and final interview with HR. The interview ends with HR, not at the Sim...so just because you've done prints and drug it isn't a done deal until HR sees you!! Some have said that they were offered the job on the spot, some have said it takes a week...I'm told though that if it's a "no" then you will most likely leave the building knowing that...I was told I'd be contacted in a week...so we'll see. Good luck to everyone, and I hope this helps (sorry for being long winded...safe flying!)
Date Interviewed: January 2008
Summary of Qualifications:
1100 total
Were you offered the job?
Yes
Pilot Interview Profile:
This is a great website. It helped me prep for the interview. Three hour process the first day. 30 question ATP multiple choice. 9 minute speed and accuracy test (can't study for). One on two interview. Know all the information on Jepp enroute charts and approach plates. One question was what is the elevation of this class C airport and what is the MSL elevation of the ceiling of that class C airspace (field elevation plus 4000 feet). Study airspace. Remember on an ILS the FAF is the interception of the glide slope at the PUBLISHED ALTITUDE and that FAF on the ILS is shown by the end of the localizer flag, not the OM. During the interview they beat me up a little. I think they want to see if you will get angry or frustrated. They also like to teach you something in the interview so be prepared for them to ask you something off the wall that you don't know. These interviewers have 30 years of airline flying under their belt so you will never be able to compete with them on knowledge. However, don't let them fool you into changing your answer if you know you're right. The second day is the sim ride. Listen to the brief and ask questions. Try to sit left seat first and watch the other guy. When it's your turn just fly the profiles and power settings you were briefed on and keep up your scan. Good luck.
