Alright, finally I get to say something here. Hopefully this will help. I will try and go into A LOT of detail for you guys.
First, I got an email (after like 3 months of hearing nothing from them) that asked me to fill out a questionnaire and send in a current resume. Such questions on the questionnaire were: What interview date would you like? 14th, 28th?; Have you ever failed any checkrides? If so, explain?; we have three bases, Cleveland, Houston and Newark, are you willing to relocate to one of them?; etc. Very basic. I answered the email and heard back from them the next day. WAHOOO!! Oh, I requested the 28th, because I didn’t want to rush myself on getting paperwork in order. Within the email was an attached document, three pages long. It had my ticket confirmation number in it, along with a flight time sheet you had to fill out (Multi total, Multi Day, Multi Night, Multi IMC, Single total, Single Day, Single Night, Single IMC, …. Make sure your times mach up - this should be common sense). The other couple of pages had instructions on what kind of paperwork they wanted. DUH!! MAKE SURE YOUR PAPERWORK IS JUST THE WAY THEY WANT IT!!! Being former military, I am accustomed to “Attention to Detail”. I heard of one person being walked out cause she had paper clipped her paperwork together, instead of using a staple.
So, I get on my flight, leaving Orlando at 6:50am (I got up at 3am, out the door at 4am) and continue to study all the way there. I only had about 3 hours of sleep. I read previously to eat something before you come, which you should. So, anyways. I got off the plane and followed the directions to go to the employee shuttle area. Don’t mistake this for the regular shuttle area. You want the doors that say “LIMO”. I met some other people there and got on the bus headed to Continental Express Training Center. Note: You bus driver thinks he’s batman with a jet engine on the back. Sit down, and Hold on!!
Got to the training center and saw that there were about 10-15 OTHER people waiting for the interview. At exactly 9AM, NAME came in and escorted us to their conference room. She collected out logbooks and STAPLED paperwork right away, along with the time sheet, and three resumes you were asked to bring. Then she went down her list to see who was here and who was not there. I was there. Then, she proceeded with a PowerPoint presentation on the benefits, pay, ect. about ExpressJet. I wasn’t too much listening as I was just trying to get past the interview first, and then worry about the benefits and such later. I didn’t wanna get too excited. When I first got there, I was a WRECK. I felt like I was shaking I was so nervous. But, I started to talk to a few people around me and we all asked questions to each other and helped each other out on the plates, enroute chart, systems, etc. I definitely would have gotten the VDP question wrong if it wasn’t for the lady sitting next to me. She really helped me out. So, yeah, after the PowerPoint thing, she left and we all started talking amongst each other, awaiting our name to be called.
They called everyone in twos. I got there in the morning, around 850am, interviews started at about 945am and I didn’t get my name called till almost 130pm (something like that). So, first room. It was systems and situational awareness. First, the interviewer (a Capt.) held the door open for me and extended his hand to shake (I am saying this cause of how nice and personable these people are). He led me to the room and told me that I can sit down (I was told never to sit down, unless offered to). The first thing he asked me was “So, I see you have flown the duchess quite a bit, have you ever had any emergencies?”. I said “yes, I’ve had to bring in the duchess single engine about 4 or 5 times.” His eyes got big and asked if that was a normal occurrence. I said “No, not really, it’s just that our planes are flown 24/7/365, and thus goes down for maintenance quite a bit.” Then he asked me if I have had any other emergencies. Of which I said yes, and I told him about my lost comms. He just asked me to explain it and did not ask me about light gun signals (but, I was prepared for that as well though). Then he asked about the factors that affect our VMC speed. HA!! That’s the one question I was really hoping for. I started to spit it out; standard day (explained that), takeoff power (explained that), then I asked if he wanted me to continue. He didn’t say anything so I just kept going: Rearward CG (explained it), then I said Angle of bank, but he stopped me and said that I obviously have taught that quite a bit. I said yes, about 80% of my flight time was multi. He asked me about Service Ceiling (dumb idiot I am, told him the wrong information), but I was confident in my answer, even though he questioned me. Looking back at it, I’m sure he knew I was wrong but didn’t say anything. Next were his situational awareness cards (2 of them). One was Captain doesn’t have his seat belt on, tower clears him for TO and he’s rolling; what do you do?. I said that I wouldn’t do anything until past 10,000’ cause if I take the controls while we are rolling on the ground, something could happen in the transition of the controls, thus leading into a safety concern for both the personnel in the plane and on the ground. He said “So, you would knowingly break a regulation?” I didn’t completely answer the question at first, I just continued on my argument on safety of the passengers and personnel were my number one concern. He was cool with that, and told me there is no right or wrong answer; he just wanted to see good judgment being made. Next situation was most senior capt at his hometown airport, he’s on the ILS and at 200 above the ground, you call out minimums minimums, and he still continues the descent. What would you do? I said since we are only 200feet AGL I would try and let him know I don’t see anything, we have to go missed. And if he still refuses, I would call tower and tell him, runway not in sight and we are going missed. The captain might get upset, but we would all be alive still. He asked me, what if you just told him again, he’s old, and maybe he didn’t hear you. I just about shot myself, stupid, that was common sense. Anyway, he asked me to wait out in the hall for the next interview room.
This next room was Jepp plates and enroute charts (high and low). There’s not much difference on the high enroute chart as appose to the low (but there are differences), I recommend looking it over. Same goes for the Mexican approach plates (yes, im sure youll get them). Try and get some from someone. So, two capt this time in the same room. Very Very Very nice. Honestly, this room was more fun than anything. They asked some tough questions, but, had I not got on here and prepare, I would have been screwed. So, first question, Mexican approach plate. What is this? (number one note thing); Do you know how to calculate VDP? Yes, HAT/300 = X, X+distance from FAP to Threshold = VDP. Know EVERYTHING on the enroute charts and plates. My questions were: MEA, MOCA, Grid MORA, Difference in color for Grid Mora (Maroon if 14,001 and above, green if 14,000 and below) and what does it do for you (1000 and 2000 clearances, etc.), what do you do above 18000? Set altimeter to 29.92. Ok, when would you do that on this departure? At Trans alt. - I didn’t really know this, but I looked around, took my time, and got it (I think they might have been former instructors, because they taught alittle). After missed approach what do you do? Just read it, climb to such and such altitude, on the ### radial from Blahblahblah VOR till 7dme and turn left direct to VOR and hold, direct entry. Read Metar, TAF, do you have to file an alternate? Note: read the ENTIRE TAF. Yes, you do. Oh and ceilings for clouds are broken, overcast, NOT scattered. High enroute chart- you are on V1234 and there is a Thunderstorm right in front of you, you are at 16000feet. What would you do? Ask for vectors, if unable. Then request to intercept a different airway to get around it (more than 20NM around the TS).
After those two rooms, I went back to the conference room. About 20 minutes later my name was called for the HR room. I went in and was seated. The guy started to talk to me about Hawaii because I am from there and he was based (military) in Hawaii. After about a minute or two of that, we went on to the questions. What was your job in the air force? I can’t remember the other question, but after that, Angela came in and asked me if I had any failed checkrides, I said yes and explained them to her. Any failed stagechecks? No. Any violations? Incidents? Accidents? Any questions for us? Yes. I really didn’t want to ask them about the 69 aircraft, but, I wanted to show that I knew some information about the company. I proceeded on about the 18 aircraft owned by Continental, and she and the other guy didn’t know what I was talking about. Anyways, she continued on about the 69 planes and gave a very quick and informative answer, extremely professional. Then I was told to wait outside by the picture and they will be right back to see me. After what felt like 5 minutes, she came by and said “Congratulations, etc. …. Would you like to accept?” Of course I said yes.
Next I went into another room and filled out paperwork for about 1-2hours (it’s NOT three, it just feels that way). Then you do your pee test, and fingerprints, then your off back to the airport.
I started at 3am and got home at 1am the next day. Very long day. I even had a 9am flight in the morning I had to do with one of my students.
Well, if anyone wants some Mexican approach plates, Private Message me.
Hope this helps. Good luck.
First, I got an email (after like 3 months of hearing nothing from them) that asked me to fill out a questionnaire and send in a current resume. Such questions on the questionnaire were: What interview date would you like? 14th, 28th?; Have you ever failed any checkrides? If so, explain?; we have three bases, Cleveland, Houston and Newark, are you willing to relocate to one of them?; etc. Very basic. I answered the email and heard back from them the next day. WAHOOO!! Oh, I requested the 28th, because I didn’t want to rush myself on getting paperwork in order. Within the email was an attached document, three pages long. It had my ticket confirmation number in it, along with a flight time sheet you had to fill out (Multi total, Multi Day, Multi Night, Multi IMC, Single total, Single Day, Single Night, Single IMC, …. Make sure your times mach up - this should be common sense). The other couple of pages had instructions on what kind of paperwork they wanted. DUH!! MAKE SURE YOUR PAPERWORK IS JUST THE WAY THEY WANT IT!!! Being former military, I am accustomed to “Attention to Detail”. I heard of one person being walked out cause she had paper clipped her paperwork together, instead of using a staple.
So, I get on my flight, leaving Orlando at 6:50am (I got up at 3am, out the door at 4am) and continue to study all the way there. I only had about 3 hours of sleep. I read previously to eat something before you come, which you should. So, anyways. I got off the plane and followed the directions to go to the employee shuttle area. Don’t mistake this for the regular shuttle area. You want the doors that say “LIMO”. I met some other people there and got on the bus headed to Continental Express Training Center. Note: You bus driver thinks he’s batman with a jet engine on the back. Sit down, and Hold on!!
Got to the training center and saw that there were about 10-15 OTHER people waiting for the interview. At exactly 9AM, NAME came in and escorted us to their conference room. She collected out logbooks and STAPLED paperwork right away, along with the time sheet, and three resumes you were asked to bring. Then she went down her list to see who was here and who was not there. I was there. Then, she proceeded with a PowerPoint presentation on the benefits, pay, ect. about ExpressJet. I wasn’t too much listening as I was just trying to get past the interview first, and then worry about the benefits and such later. I didn’t wanna get too excited. When I first got there, I was a WRECK. I felt like I was shaking I was so nervous. But, I started to talk to a few people around me and we all asked questions to each other and helped each other out on the plates, enroute chart, systems, etc. I definitely would have gotten the VDP question wrong if it wasn’t for the lady sitting next to me. She really helped me out. So, yeah, after the PowerPoint thing, she left and we all started talking amongst each other, awaiting our name to be called.
They called everyone in twos. I got there in the morning, around 850am, interviews started at about 945am and I didn’t get my name called till almost 130pm (something like that). So, first room. It was systems and situational awareness. First, the interviewer (a Capt.) held the door open for me and extended his hand to shake (I am saying this cause of how nice and personable these people are). He led me to the room and told me that I can sit down (I was told never to sit down, unless offered to). The first thing he asked me was “So, I see you have flown the duchess quite a bit, have you ever had any emergencies?”. I said “yes, I’ve had to bring in the duchess single engine about 4 or 5 times.” His eyes got big and asked if that was a normal occurrence. I said “No, not really, it’s just that our planes are flown 24/7/365, and thus goes down for maintenance quite a bit.” Then he asked me if I have had any other emergencies. Of which I said yes, and I told him about my lost comms. He just asked me to explain it and did not ask me about light gun signals (but, I was prepared for that as well though). Then he asked about the factors that affect our VMC speed. HA!! That’s the one question I was really hoping for. I started to spit it out; standard day (explained that), takeoff power (explained that), then I asked if he wanted me to continue. He didn’t say anything so I just kept going: Rearward CG (explained it), then I said Angle of bank, but he stopped me and said that I obviously have taught that quite a bit. I said yes, about 80% of my flight time was multi. He asked me about Service Ceiling (dumb idiot I am, told him the wrong information), but I was confident in my answer, even though he questioned me. Looking back at it, I’m sure he knew I was wrong but didn’t say anything. Next were his situational awareness cards (2 of them). One was Captain doesn’t have his seat belt on, tower clears him for TO and he’s rolling; what do you do?. I said that I wouldn’t do anything until past 10,000’ cause if I take the controls while we are rolling on the ground, something could happen in the transition of the controls, thus leading into a safety concern for both the personnel in the plane and on the ground. He said “So, you would knowingly break a regulation?” I didn’t completely answer the question at first, I just continued on my argument on safety of the passengers and personnel were my number one concern. He was cool with that, and told me there is no right or wrong answer; he just wanted to see good judgment being made. Next situation was most senior capt at his hometown airport, he’s on the ILS and at 200 above the ground, you call out minimums minimums, and he still continues the descent. What would you do? I said since we are only 200feet AGL I would try and let him know I don’t see anything, we have to go missed. And if he still refuses, I would call tower and tell him, runway not in sight and we are going missed. The captain might get upset, but we would all be alive still. He asked me, what if you just told him again, he’s old, and maybe he didn’t hear you. I just about shot myself, stupid, that was common sense. Anyway, he asked me to wait out in the hall for the next interview room.
This next room was Jepp plates and enroute charts (high and low). There’s not much difference on the high enroute chart as appose to the low (but there are differences), I recommend looking it over. Same goes for the Mexican approach plates (yes, im sure youll get them). Try and get some from someone. So, two capt this time in the same room. Very Very Very nice. Honestly, this room was more fun than anything. They asked some tough questions, but, had I not got on here and prepare, I would have been screwed. So, first question, Mexican approach plate. What is this? (number one note thing); Do you know how to calculate VDP? Yes, HAT/300 = X, X+distance from FAP to Threshold = VDP. Know EVERYTHING on the enroute charts and plates. My questions were: MEA, MOCA, Grid MORA, Difference in color for Grid Mora (Maroon if 14,001 and above, green if 14,000 and below) and what does it do for you (1000 and 2000 clearances, etc.), what do you do above 18000? Set altimeter to 29.92. Ok, when would you do that on this departure? At Trans alt. - I didn’t really know this, but I looked around, took my time, and got it (I think they might have been former instructors, because they taught alittle). After missed approach what do you do? Just read it, climb to such and such altitude, on the ### radial from Blahblahblah VOR till 7dme and turn left direct to VOR and hold, direct entry. Read Metar, TAF, do you have to file an alternate? Note: read the ENTIRE TAF. Yes, you do. Oh and ceilings for clouds are broken, overcast, NOT scattered. High enroute chart- you are on V1234 and there is a Thunderstorm right in front of you, you are at 16000feet. What would you do? Ask for vectors, if unable. Then request to intercept a different airway to get around it (more than 20NM around the TS).
After those two rooms, I went back to the conference room. About 20 minutes later my name was called for the HR room. I went in and was seated. The guy started to talk to me about Hawaii because I am from there and he was based (military) in Hawaii. After about a minute or two of that, we went on to the questions. What was your job in the air force? I can’t remember the other question, but after that, Angela came in and asked me if I had any failed checkrides, I said yes and explained them to her. Any failed stagechecks? No. Any violations? Incidents? Accidents? Any questions for us? Yes. I really didn’t want to ask them about the 69 aircraft, but, I wanted to show that I knew some information about the company. I proceeded on about the 18 aircraft owned by Continental, and she and the other guy didn’t know what I was talking about. Anyways, she continued on about the 69 planes and gave a very quick and informative answer, extremely professional. Then I was told to wait outside by the picture and they will be right back to see me. After what felt like 5 minutes, she came by and said “Congratulations, etc. …. Would you like to accept?” Of course I said yes.
Next I went into another room and filled out paperwork for about 1-2hours (it’s NOT three, it just feels that way). Then you do your pee test, and fingerprints, then your off back to the airport.
I started at 3am and got home at 1am the next day. Very long day. I even had a 9am flight in the morning I had to do with one of my students.
Well, if anyone wants some Mexican approach plates, Private Message me.
Hope this helps. Good luck.
