Updated ASA gouge...
- Thread starter jacksjj
- Start date
PT6drvr
New Member
ASA interview
Mine was 03-16-06.
First day was meeting at 0800 at the headquarters. You'll meet three RETIRED captains (not line pilots). You'll be shown company computer based video. 30 multiple choice test (mine covered from private through ATP and some 121 questions). Light gun signals, IFR, hydroplanning, descents from a certain altitude to another by a certain DME. Remember your altitude to loose X 3 plus your DME restriction is how far you need to start your descent. How far off course are you with CDI deflected so much at a certain distance, Icing, what do the 121 rules cover, oxygen requirement, etc. You may not be done with your test, you'll be called to do your fingerprints and your interview with one of the retired captains. Study every symbol on jepp enroutes (I was asked on low enroutes) and briefing an approach. My interviewer picked a victor airway from a VOR to another and asked me to explain every symbol and asked if you lost comm at this point, what do you do, when can you descend to your airport and there is no VFR area anywhere around. Why ASA, What do you have to offer ASA, Your best qualities and not so good traits. Have you ever flown with a difficult captain, What do you do on overnights, your hobbies.
I was the highest timer there 5K+ hrs and over 40in age and was the only one not picked for the sim day. The interns(looked like they were 12 yrs. old were - I didn't see them being interviewed either, it doesn't mean they weren't at one point, though). There was another pilot over 40 with about same experience as mine who interviewed the week before me and didn't get hired either. The second day is supposed to be the sim and drug test at Flight Safety. You may find some more gouge on aviationinterviews.com. Good luck.
Mine was 03-16-06.
First day was meeting at 0800 at the headquarters. You'll meet three RETIRED captains (not line pilots). You'll be shown company computer based video. 30 multiple choice test (mine covered from private through ATP and some 121 questions). Light gun signals, IFR, hydroplanning, descents from a certain altitude to another by a certain DME. Remember your altitude to loose X 3 plus your DME restriction is how far you need to start your descent. How far off course are you with CDI deflected so much at a certain distance, Icing, what do the 121 rules cover, oxygen requirement, etc. You may not be done with your test, you'll be called to do your fingerprints and your interview with one of the retired captains. Study every symbol on jepp enroutes (I was asked on low enroutes) and briefing an approach. My interviewer picked a victor airway from a VOR to another and asked me to explain every symbol and asked if you lost comm at this point, what do you do, when can you descend to your airport and there is no VFR area anywhere around. Why ASA, What do you have to offer ASA, Your best qualities and not so good traits. Have you ever flown with a difficult captain, What do you do on overnights, your hobbies.
I was the highest timer there 5K+ hrs and over 40in age and was the only one not picked for the sim day. The interns(looked like they were 12 yrs. old were - I didn't see them being interviewed either, it doesn't mean they weren't at one point, though). There was another pilot over 40 with about same experience as mine who interviewed the week before me and didn't get hired either. The second day is supposed to be the sim and drug test at Flight Safety. You may find some more gouge on aviationinterviews.com. Good luck.
rausda27
Well-Known Member
The interviews on aviation interviews are the most recent, there are very few from 2006 due to the fact that ASA wasnt interviewing the beginning of this year. From what I hear, the major difference in the interview is the order of the interview process, as they do the sim day two now instead of the first day.
Good Luck!
Good Luck!
Stone Cold
Well-Known Member
slity1984 said:
No, a suit is not business casual. Business casual is slacks and a button down shirt. Having said this, I would use the suit pants and have the coat and tie ready just in case (i.e., bring with you) and if they want you to dress more formally for day 2, then you have it. I always thought the airlines wanted you in a suit, but I guess ASA is trying to get away from the professional attire. Go figure...what does a cargo pilot know...
The interview went quite well I think. I am still waiting on the letter in the mail, so we will see. When I have a little more time, I'll type up a gouge for you.
I actually did not stay at the red Roof because I live in Atlanta. However, there were a few guys there from out of town that stayed there. It is a pretty nice place, and its across the street from FS and the GO. So, its a pretty safe bet.
I actually did not stay at the red Roof because I live in Atlanta. However, there were a few guys there from out of town that stayed there. It is a pretty nice place, and its across the street from FS and the GO. So, its a pretty safe bet.
All the gouges from willflyforfood and aviationinterviews are pretty right on. They know everyone reads them.... and they expect you to. However, the downside is... they expect you to know the stuff in the gouges pretty well.
Day 1: Sim ride. Meet at FSI at 1400. The guy was really nice and laid back, he does his best to make you feel comfortable. He goes over the RJ and power settings pretty thoroughly. He never looked at our logbooks one time. Asks basic questions about your background. he is a very laid back guy... very cool. He will get you in the sim, and brief you on all the knobs and levers. Pilot flying is right seat, pilot non flying is left seat. left seat handles all the bugs, flaps, and gear. The only flying you get to do is a level descent while the PF briefs the approach. i used the left seat time to talk A TON. Constantly saying altitudes and pretty much anything I can remember just to help the guy flying, he is busy enough without trying to remember what altitude he was told to maintain. The guy told me he liked my CRM... so I think it helped.
The profile is as follows: T/O, maintain 250kt climb to 5000, level off at 250, begin 250kt climb to 8000 and a right turn direct to a VOR, he gives holding instructions a while out, so you have time to set up and SLOW DOWN, (be sure to remember holding speeds - he will NOT remind you), enter the hold and go around once in the racetrack, then begin vectors for ILS into ABY. Like I said, upon starting to descend, you can hand it over and brief the approach to yourself while you load the bugs and frequencies, once you take it back... plenty of time to gather your thoughts and fly the ILS. he said it would be 600OVC and 2mi. It was more like 1000 OVC and 5. The landing is not graded.
Over all - the sim is not too bad, but by far, the most stressful part of the interview if you havent flown one. If you screw something up, he will stop the sim - ask you what youre doing, and let you do it again. (My partner had to fly the ILS twice) So - if you screw one up, dont sweat it. All they are looking for is basic instrument skills, asituational awareness, and the ability to fly a glass cocokpit SOMEWHAT. My biggest piece of advice is to get all the glass time you can get. The tape will throw you off if you have never seen it. When youre done - go home and call the number. If you hear the last 4 of your social, back for day 2. All four of us made it.
Day 2: Meet at 9 at the GO. They give you the urine test, have you watch a powerpoint, and take a written before your HR and tech portion. The written is not too bad - but study ANY information you have on EVERYTHING. You will never know what youll see on the written. There are 4 versions and EVERYTHING is covered.
Examples: What is p-factor? That does 121 cover? What is MOCA? What does it give you? How much frost on the wing is allowed for TO? Where does bleed air come from in a turbine engine? Define class B airspace. What does an aft CG give you? Where is the FAF on an ILS? What color is a taxiway direction sign? Nothing too hard - but the questions are all over the place. Study the AIM and you will do fine.
The tech and HR are pretty similar to all the other gouges. Why ASA? What can you bring to us? Ever scare yourself in an Airplane? What is CRM to you?? Your captain wants to take off 30 pounds overweight... what do you do??? Tell me about your current aircraft's electrical system... (he tried to get me here by asking me how it relates to other systems. I.e. - If no electrical, will the landing gear still work? Etc...) Know the Jepp enroutes. he said "we are taking off here - and going here. Tell me what every single one of these symbols means." If you dont know one.... tell him you dont know. Honesty is crucial with these people. They want to know if, when you screw up, you can admit it and save yourself.... or cover it and cause a problem. He will give you three Jepp charts (An ILS, a DP, and an airport diagram) and have you brief an approach. Then asks what adequate visual reference means under takeoff mins... then youre done.
The guy is very firm in his attitude. One of the things you are being evaluated on is your composure. Hold strong on your answers throughout. However, he is still a nice guy and tries to make you feel at home. I think he just wants to see if you know what youre doing and cant be pushed over.
Hope this helps man, any more questions...feel free to ask.
Day 1: Sim ride. Meet at FSI at 1400. The guy was really nice and laid back, he does his best to make you feel comfortable. He goes over the RJ and power settings pretty thoroughly. He never looked at our logbooks one time. Asks basic questions about your background. he is a very laid back guy... very cool. He will get you in the sim, and brief you on all the knobs and levers. Pilot flying is right seat, pilot non flying is left seat. left seat handles all the bugs, flaps, and gear. The only flying you get to do is a level descent while the PF briefs the approach. i used the left seat time to talk A TON. Constantly saying altitudes and pretty much anything I can remember just to help the guy flying, he is busy enough without trying to remember what altitude he was told to maintain. The guy told me he liked my CRM... so I think it helped.
The profile is as follows: T/O, maintain 250kt climb to 5000, level off at 250, begin 250kt climb to 8000 and a right turn direct to a VOR, he gives holding instructions a while out, so you have time to set up and SLOW DOWN, (be sure to remember holding speeds - he will NOT remind you), enter the hold and go around once in the racetrack, then begin vectors for ILS into ABY. Like I said, upon starting to descend, you can hand it over and brief the approach to yourself while you load the bugs and frequencies, once you take it back... plenty of time to gather your thoughts and fly the ILS. he said it would be 600OVC and 2mi. It was more like 1000 OVC and 5. The landing is not graded.
Over all - the sim is not too bad, but by far, the most stressful part of the interview if you havent flown one. If you screw something up, he will stop the sim - ask you what youre doing, and let you do it again. (My partner had to fly the ILS twice) So - if you screw one up, dont sweat it. All they are looking for is basic instrument skills, asituational awareness, and the ability to fly a glass cocokpit SOMEWHAT. My biggest piece of advice is to get all the glass time you can get. The tape will throw you off if you have never seen it. When youre done - go home and call the number. If you hear the last 4 of your social, back for day 2. All four of us made it.
Day 2: Meet at 9 at the GO. They give you the urine test, have you watch a powerpoint, and take a written before your HR and tech portion. The written is not too bad - but study ANY information you have on EVERYTHING. You will never know what youll see on the written. There are 4 versions and EVERYTHING is covered.
Examples: What is p-factor? That does 121 cover? What is MOCA? What does it give you? How much frost on the wing is allowed for TO? Where does bleed air come from in a turbine engine? Define class B airspace. What does an aft CG give you? Where is the FAF on an ILS? What color is a taxiway direction sign? Nothing too hard - but the questions are all over the place. Study the AIM and you will do fine.
The tech and HR are pretty similar to all the other gouges. Why ASA? What can you bring to us? Ever scare yourself in an Airplane? What is CRM to you?? Your captain wants to take off 30 pounds overweight... what do you do??? Tell me about your current aircraft's electrical system... (he tried to get me here by asking me how it relates to other systems. I.e. - If no electrical, will the landing gear still work? Etc...) Know the Jepp enroutes. he said "we are taking off here - and going here. Tell me what every single one of these symbols means." If you dont know one.... tell him you dont know. Honesty is crucial with these people. They want to know if, when you screw up, you can admit it and save yourself.... or cover it and cause a problem. He will give you three Jepp charts (An ILS, a DP, and an airport diagram) and have you brief an approach. Then asks what adequate visual reference means under takeoff mins... then youre done.
The guy is very firm in his attitude. One of the things you are being evaluated on is your composure. Hold strong on your answers throughout. However, he is still a nice guy and tries to make you feel at home. I think he just wants to see if you know what youre doing and cant be pushed over.
Hope this helps man, any more questions...feel free to ask.
