ExpressJet

Captain_Bob said:
Brian,

Those type of questions are usually in the HR portion of the interview... it is here where the importance of "Being Yourself" really comes out. Be congenial, honest, and forthcoming in your response... They are simply looking at personality here.

giladal,

Nothing was said regarding my degree... I'm thinking they may have noted my "life experience" in various management positions, because I would still say that the MAJORITY who where hired had degrees. I have over 90 hours from Texas Tech and made a big mistake thinking I didn't need the degree to do what I wanted to. As a result I was stuck in Middle Management for the last 12 years before I made the career change to fly. I am currently enrolling in an Online Degree program where I can also get credit for my flight ratings as well so those credits combined with my transfer hours and a few semesters of work means that I should hopefully have my degree soon.

bigey,

Admit it... You really do enjoy it when the Aviation Bug starts biting again!
smile.gif


Bob
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Cant say it hadnt already hit, i just ran out of money for it!

But, i sucked it up, worked more hours...and made enough for about 2-3 flights.

Geez...i hope this all pays off one day.
 
Here's mine

Ok, paperwork is a must. You've really gotta be meticulous w/ the paperwork, they look at that pretty hard. Ok, that said if you currently use NOS charts, STOP and use Jepps because that is what you will be quizzed on. Don't take this lightly, Jepps is a huge part of this interview, know them and that'll be at least 25 % of the battle (paperwork is like 50%). Now, I know most of the guys in the morning group didn't get hired, my friends told me that they were weak on Jepps and aircraft systems. In my afternoon group I know about 9 out of 13 got the job, don't know about the others. Most of us were instructors, a 135er here and there and that was it. As for the ATP instructors who did the CRJ course, some of them didn't get it. You've gotta have a humble attitude and drop the cocky CFI attitude if you've got one. They don't give a rat's butt if you can fly a Seminole up God's ass, they want to know if you're not a toolbox douchebag who they can both train and fly with on a month long trip. Alright, all that said, I was asked a few situation questions directly from the gouge, bunch of Jepp symbols, speeds, holding info, aircraft systems from the biggest multi i'd flown (I imagine they hear Seminole crap all day), then what I had done to prepare for the interview and had I read the gouge. I was then asked what I had done to prepare myself from flying pudknocker pistons to prepare myself to handle an ERJ and what would my biggest obstacle be in training. HR wasn't tough at all, decode a METAR and a TAF (lots of unusual symbols on this, so read the FAA publication and review all symbols in METAR/TAF format) then the ILS into IAH w/ no IAF. The IAF is the GS intercept and that is also the FAF. Asked any busted checkrides, accidents, incidents, speeding tickets. Told to chill outside and got the offer in like 5 minutes. Orientation in Nov and class in Dec.
 
Thanks for the Express Jet interview info! I work the ramp for Continental Airlines at Chicago Midway and service Express Jet ERJ's all day long. Met some really cool flight crews so far. I plan to apply for an FO position after I graduate college in 2 years. Just curious how many hours you had (pilotkppsg) or anyone on here when you were interviewed? Also does CoEx have a set minimum time of instrument required? Last I heard minimum time for an interview was 600 and 100 but competitve was still over 1000.

Good point about the use of Approach Plates/Charts! I've only been using NOS and don't have much exposure to Jep but I will surely switch to Jep now. I have a buddy (he also works the ramp for Continental ) who has more flight hours then I do and is planning to apply to Express Jet soon but is really worried about his chances of getting hired on with a Regional because he busted his Instrument Checkride twice. The Oral once and then the Practical, 3rd time he passed. Any advice I can give him? Can busted checkrides be enough for them to say no way flying for us?

I've heard from some of the Express Jet Pilot's I've talked to and they said the New Hire Ground School is top notch training. Sounds like a good company to be part of from what I hear.

JetCareers Rocks!
 
buffalopilot said:
What did you answer when they asked if you have read the gouge?
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I looked the dude dead in the eye and said "yes." They're looking to see if you're fibbing or not; c'mon gang, they EXPECT you to prepare for the interview and if that means reading the gouge, then git-r-dun!

My times as of Oct. 13th (interview day) were 910 TT and 194.3 multi w/ about 40 hrs of actual time (plus to have multi eng. IMC). Took about 5 months from app. submit to interview invite. PM me if you've got any other q's.
 
This is a great post, Bob! Congrats! This really motivated me to hustle up and knock out my CFI training. Thanks!
 
Coney...

"Git'r Done!" :buck:

Come on man... your only 2 years younger than I am... I know you can knock it out quick. :)

Good luck!

Where are you training at? Are you in DFW?

Bob
 
EXJ New Hire

Just to answer some of the questions:
I got hired with a few problems in my past like 1) failed instrument checkride (ADF approach, which drew smirks from the Chief Pilot), 2) ATP written at 76%, 3) 720TT / 125 ME:rawk: .

You have got to tell them that you read the gouge - it is an essential part of the study process that I would expect from any pilot. Be truthful, and humble.
 
cfdoubleeye said:
I got hired with a few problems in my past like...
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Hi cfdoubleeye,

Congrats to you as well... and... I really don't think XJT considers any of those three things as problems... "Discussion points" maybe... but not problems. :)

I thought you were going to say "trouble with the law" or something like that. ;)

Welcome to JC!

Bob
 
Do they have ADFs in those planes? Also do they want to see that you already have taken the ATP written test? You only need it for upgrade right? I would think you would be able to score alot better after some experience as an FO for a while.

cfdoubleeye, congrats! Did you go through any particular program or get a reference to get hired at those times or did you just apply and come in "off the street"?
 
Yes, they have ADF's, but we do not do NDB approaches.

No need to have the ATP written done prior to an interview unless you just want it have it on your resume to be "one notch" above someone else... and yes... you only need it for upgrade.

As far as getting a better score after being an FO for a while... I wouldn't know, but after reviewing the ATP questions, a lot of them are a bit antiquated... the overall test hasn't been updated in years.

Typical time to upgrade? I don't know if you are serious about this question or not... Since this type of question has been covered in depth on the boards here... The answer is... there is no "typical upgrade time". Guys who were hired just before 9/11 have pretty much had the chance to upgrade by now (4 years), and guys who came in at the beginning of '04 are now upgrading (2 years). However, there are still FO's who are choosing not to upgrade to take advantage of QOL until they can hold a decent line in the base of their choice... and when they decide to upgrade then this will push back others... I came onboard 11/04, and upgrade time is a huge question mark. I'm actually right about 400 numbers from upgrade which "by the numbers" would mean I'd upgrade in just over a year, however, when you factor in the guys who are senior to me and have chosen to stay as an FO until a later date, then that could easily affect that time frame. Other things that could affect it are... Company gains more contracts for flying, Company looses contracts for flying, Company furloghs, Company goes on a hiring spree, etc...

Short answer... There is no specific answer... when it happens, it happens.

Bob
 
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