WestIndian425
Well-Known Member
I'm happy to be able to share my account on the interview process at ExpressJet Airlines. I'm not sure I can get as detailed as Stan's on his Eagle interview experience, but here goes:
My experience really started out the day before, as I didn't sleep a wink till I boarded my flight to IAH from OAK. I was up making sure my paperwork was together, paying attention to the most minute detail. I must have verified the order and content of the stapled paperwork that was to be submitted at least 7 times, and then even solicited the help of my other colleagues to make sure (which was a very good move, as there was a major discrepancy on my resume that I overlooked). Once everything was verified, it was too late to take a nap, so I just showered, and got ready to head to the airport. My flight was to depart at 6:20am, so I left Atwater at 2:30am. The day begins...
Our flight left on time, and I was happy to get a nice window seat just ahead of the left engine on the wingletted 737-800. I tried to study some more, but I was too tired, so I slept for most of the flight. I didn't even know when we were on takeoff roll.
I arrived in IAH at about 11:45am, and proceeded to the place where I can catch the shuttle to the training center. There were several other guys there as well. As a matter of fact, the evening interview group had 8 candidates. The morning group had much more. Since we were early, we waited in the lobby till Amber came and got us. Everyone seemed so friendly. Several pilots came in for various reasons and as soon as they saw us, they all said, "Good luck on the interview."
When we got to the main room, there were manilla folders on the tables for us to put in our stapled paperwork, letters of recommendation, and our logbooks so that they can be collected for review. After they were collected, we were given a short presentation about the company, benefits, pay, etc. After the presentation, we were given large envelopes with forms to fill out while we wait to be called for the interview. There were still a lot of people from the morning group that hadn't been interviewed yet, so we had some time to wait. We didn't actually start getting called till about 5pm.
As most of you already know, the interview was broken down into three parts and took place in three separate rooms. My first room was systems and scenarios. I met with a female captain who was quite pleasant. The first question she asked was how was I doing, and since everyone says to be yourself in the gouges, my reply was that I'm doing okay but a little tired as I hadn't slept the night before (with a smile, of course). She smiled and said that it was okay and that we'll get through this easily and quickly. Here were the questions asked:
My next room was the Jeppesen approach plates and enroute charts. The first thing I was given was a VOR approach plate for Saltillo, Mexico. As everyone said before, if you can practice how to finger-fly the approach on one plate, you can do it on all of them. I was told to take a few minutes to look it over, and then tell her how I would fly the approach. Here are the subsequent questions:
I also think that session took about 5 minutes. It went by quickly. When I got back to the main room, there were three of us left. I was the last one to get called for the final phase of my interview: the HR. This portion was done by two ExpressJet captains, and one HR lady (I'm sorry, I forgot her name). As everyone says, this portion is very informal, and it's more like a normal conversation you're having with people you meet for the first time, except that they're looking over your resume and other paperwork you submitted. Just be yourself here, and it'll be fine. Here's some of what I was asked:
After that, I was asked to wait outside by the famous ERJ picture, and while I was looking at the picture (I couldn't have been more than two minutes), they came out and offered me the job. I was so happy to have made it through successfully. This is truly a dream come true.
I hope this helps everyone out. Class date is on Dec. 18th, and there couldn't be a better birthday present right now.
My experience really started out the day before, as I didn't sleep a wink till I boarded my flight to IAH from OAK. I was up making sure my paperwork was together, paying attention to the most minute detail. I must have verified the order and content of the stapled paperwork that was to be submitted at least 7 times, and then even solicited the help of my other colleagues to make sure (which was a very good move, as there was a major discrepancy on my resume that I overlooked). Once everything was verified, it was too late to take a nap, so I just showered, and got ready to head to the airport. My flight was to depart at 6:20am, so I left Atwater at 2:30am. The day begins...
Our flight left on time, and I was happy to get a nice window seat just ahead of the left engine on the wingletted 737-800. I tried to study some more, but I was too tired, so I slept for most of the flight. I didn't even know when we were on takeoff roll.
I arrived in IAH at about 11:45am, and proceeded to the place where I can catch the shuttle to the training center. There were several other guys there as well. As a matter of fact, the evening interview group had 8 candidates. The morning group had much more. Since we were early, we waited in the lobby till Amber came and got us. Everyone seemed so friendly. Several pilots came in for various reasons and as soon as they saw us, they all said, "Good luck on the interview."
When we got to the main room, there were manilla folders on the tables for us to put in our stapled paperwork, letters of recommendation, and our logbooks so that they can be collected for review. After they were collected, we were given a short presentation about the company, benefits, pay, etc. After the presentation, we were given large envelopes with forms to fill out while we wait to be called for the interview. There were still a lot of people from the morning group that hadn't been interviewed yet, so we had some time to wait. We didn't actually start getting called till about 5pm.
As most of you already know, the interview was broken down into three parts and took place in three separate rooms. My first room was systems and scenarios. I met with a female captain who was quite pleasant. The first question she asked was how was I doing, and since everyone says to be yourself in the gouges, my reply was that I'm doing okay but a little tired as I hadn't slept the night before (with a smile, of course
). She smiled and said that it was okay and that we'll get through this easily and quickly. Here were the questions asked:1. I see you spent a lot of time in the Seminole. Tell me about the engines of the Seminole.
2. What is the emergency gear extension procedure?
3. When is it required to file an alternate for IFR?
4. What are the fuel requirements for an IFR flight?
5. We're on the approach, and the tower says that the weather has gone below minimums prior to reaching the FAF. What should we do?
6. We're flying together, I'm shooting the approach, and we get down to the DH. You say "minimums", and the airplane computer also says "minimums", but I still continue. What would you do?
7. We get down to MDA/DH and you're only able to see the ALS, what can we do?
8. Okay, do you have an questions for me? (I was saving my questions for the HR portion, so I smiled and said "not yet" )
I don't even think the first portion of the interview lasted more than 5 minutes. It went by quickly, and after it was over, I couldn't wait for the next two phases. Everyone who says the wait is the killer were absolutely right. Once the interviews start, most of us were so relaxed and ready to take on the next one.)My next room was the Jeppesen approach plates and enroute charts. The first thing I was given was a VOR approach plate for Saltillo, Mexico. As everyone said before, if you can practice how to finger-fly the approach on one plate, you can do it on all of them. I was told to take a few minutes to look it over, and then tell her how I would fly the approach. Here are the subsequent questions:
1. What would you do if the DME were to go out? (hint: read the notes)
2. You fly the approach, got down to minimums, and the runway was not in sight. Tell me about the missed approach procedure. What is the entry for the hold?
After that, she put the plate away and then took out a Low Altitude Enroute Chart. She pointed to MEA, MOCA, Grid MORA, Compulsary Reporting Point, distance on an airway segment between VOR's, and the VOR boxes themselves. I had to talk about all of those things briefly, and there was asked a few follow-up questions:1. When do you have to make a position report at a compulsary reporting point?
2. What does the "D" in the VOR box mean?
3. What does the "H" in the VOR box mean?
4. What does it mean if the Grid MORA is maroon instead of green?
5. Where can I find information about a restricted airspace on the chart?
6. Why are some airports green and some blue?
7. Do you have any questions for me (again, I said "not yet" )
)8. Where is that accent of yours from?
I also think that session took about 5 minutes. It went by quickly. When I got back to the main room, there were three of us left. I was the last one to get called for the final phase of my interview: the HR. This portion was done by two ExpressJet captains, and one HR lady (I'm sorry, I forgot her name). As everyone says, this portion is very informal, and it's more like a normal conversation you're having with people you meet for the first time, except that they're looking over your resume and other paperwork you submitted. Just be yourself here, and it'll be fine. Here's some of what I was asked:
1. Brooklyn! Wow! Where did you do your flight training?
2. Where did you go to college?
3. How is it at your current job?
4. What would you consider to be your highest accomplishment in your aviation career so far? (They liked my answer for this one. It was unique to them. )
)5. Describe a tense situation you encountered while flying. (funny they should ask that; I had an interesting moment just a few days before, and it made for good conversation. )
)6. Have you failed any checkrides?
7. Any accidents, incidents?
8. What was your success rate as an instructor?
9. Do you have any questions for us? (Now was the time to use what I had been saving all day 
)
)After that, I was asked to wait outside by the famous ERJ picture, and while I was looking at the picture (I couldn't have been more than two minutes), they came out and offered me the job. I was so happy to have made it through successfully. This is truly a dream come true.
I hope this helps everyone out. Class date is on Dec. 18th, and there couldn't be a better birthday present right now.
