PSA Interview!!

[fly243]

D_R_ACT thank you for the gouge, but I was wondering if you could please give me and every one else a bit more information on the SIM portion of the testing. What approach did you flu, how much if any briefing did they give on you the “top of the line-high speed PCATD” or any other information you can help me and every one else out on.

[D_R_ATC]

D_R_ACT thank you for the gouge, but I was wondering if you could please give me and every one else a bit more information on the SIM portion of the testing. What approach did you flu, how much if any briefing did they give on you the “top of the line-high speed PCATD” or any other information you can help me and every one else out on.

Well the appch was to rwy 18R at CLT down to mins. The briefing was not too lenghty. In fact it all happened very quickly. The Captain just gave me a quick overview of the PCATD with an MD-80 Setting. Began the simeval with a T/O from rwy 35L and track outbound on the Loc/IlLS to 6000 feet and about 12 degrees nose high attitude, then decrease to about 5 degrees nose high attitude upon reaching 3000 feet and continue to 6000. level off. He then just said, do whatever it takes to maintain 250kts and 6000 feet. I'd tell ya...that thing was very touchy!! I found myself chasing the aispeed like crazy. I was not able to maintain 250..I believe I was within 10 to 20 kts of the assigned airspeed. Then the capt froze the sim and said..ok..your are traking inbound to the CLT VOR..look at the RMI and tell me on what radial are we on....at nail that...that was easy, subsequently, he gave some hold instructions and asked me what type of entry I needed to make...then again..nail that...easy stuff...Lastly, he repositioned the aircraft on a 30 degree intercept angle to shoot rwy 18R ILS Appch...and everything went to hell...Like I was chasing the airspeed before, I found myself chasing the LOC needle...never broke out of the clouds..went down to the middle maker with dot and a half deflection to the right or may be two dots...I cannot remember..but I do remember that it was not a full deflection..anyway at that point I had not reached DH...I was a few feet high, but since I knew I was close to the ground and off the final appch course I elected to go around and that was the end of the simeval.....needless to say..I did not get the job, but overall great experience...I would like to fly for PSA and in six months I will reapply...that will give me enough time to polish up my instrument scan...

I hope this helps...I would suggest though to stay on top of you instrument skills. I believe that if mine had been somewhat decent, I would have had the job...good luck to ya!!

[EDUC8-or]

Originally Posted by SmitteyB

I had foriegn students at Skymates. They were some of the worst students I've ever seen. But, because the DPE's knew they weren't gonig to fly passengers around in the United States, they would happily take their $300-500 and give them a ticket, with really no standards whatsoever. They were going to fly A340's at 251TT/15 Multi.

So to answer your question- YES, I did tell them they weren't ready to fly an airliner. And they had the same attitude you do. The good old- "I don't need to CFI, I'm better than that. It's too hard, I need to be an airline pilot right away, I'm sooo good!" "Look at me!! 275TT- LET ME IN!!!!"

I would love you know what types of real flying you've done...? Caught yourself in between two supercells at 10,000 feet, with no WX radar in a 172, at midnight with no approach plates for your alternate? Icing in a 152? Landing a duchess at Key West on 9 with wind 180 @ 29 G 36? Those are just a few that I've lived through and learned. Not to mention some of the things I've learned from my students. Those situations aren't even impressive compared to the freight dawgs on here.

The likes of PSA, TSA, and Piedmont have their minimums down so low because they are some of the least desireable places to go right now therefore not a lot of people are applying there.

Honestly sir, with 275 and 15 multi- do you really think you can handle a jet? Can you even handle an engine failure on a Seminole?

Don't stop participating in jetCareers just because you've posted in a hot topic and didn't get the support you expected. You'll learn as all of us do that everyone here is willing to help. However, since we're all pilot, we all think we're the best and we don't like it when people disagree with us. We have many pilots who are the older generation, and they're mind boggled that we get hired sub 1000 hours. So when someone with a wet commercial comes on here and says they dont want to get a CFI because it's too hard and they're ready to go fly a regional jet- you can see where we're coming from. Get the CFI- it's hard but you will be a better, sharper pilot. Good luck in everything you do, sir.

From the way my buddies make things sound, you should add Colgan to that list. About the only reason they stay is the upgrade time.