Xjet 8/9/07 Interview...

GreenDayPilot · August 13th, 2007, 13:32

My day started off at around 3:15am as I had to catch a flight from LAX. On the flight over there I made sure I studied all my multi engine stuff as a last minute refresher. Once you get to Houston, make sure you get on the right shuttle... just ask the driver and they'll tell you where to wait and what not. The interview experience was overall very relaxed. We arrived at the training center at about noon with an interview time of 1pm. Angela came about shortly after 1pm and took us into the classroom where we began filling out a lot of paperwork. Make sure you bring everything thats needed and in the order they request it. Paperwork that will help you fill out all the apps include previous employers (supervisor's name, addresses and phone numbers)and previous home addresses for the past 10 years

We started getting called up for the 1 on 1 interview (there's 2 of'em- Systems & Jepp's). The first one I went to was systems with a young F/O. Since I flew the King Air, I made sure to study everyting anything about that ME airplane, but it turns out he wanted to make it easy on me so he mostly asked questions about the Seminole. Anyway, it went something like this- How many fuel nozzles in the PT6 engine? How does the landing gear system work in the PA44? What is the emergency gear extension procedure? How does the propeller governor work? What is Vmc? What is Vyse? What are the factors that contribute to Vmc? Why do you lose up to 80% of airplane performance when you lose one engine?... and that's about it.

Went back to the room to continue filling out paperwork and then I was called in to the jepp room- Briefed him on the Torreon, Mexico VOR approach, then finger flew the entire approach. How would you enter the hold? How would you calculate VDP? WWYD if the captain wanted to continue descend through MDA? Then pulled out the low enroute chart (Atlanta) and asked me to explain everything in an area he circled, it included- MEA, MOCA, MCA, leg distance, and total airway distance. What is the difference between MOCA and MEA? Then asked what the top of class Bravo was (the easiest question of the whole interview and the only one I fumbled on, hah!). Then asked me to tell'em everything about a VOR, which included- freq, ID, morse code, DME capabilities, High class, HIWAS, 2.1G (guard), and FSS name. Asked me what HIWAS was? Differences between AIRMET's and SIGMETS? What is the range of a high class VOR? Then pointed at the class bravo information to reveal the one previous answer I couldn't find... we laughed about it.

Then waited around finishing up the paperwork before I was called to the 2 on 1 HR interview. Both, Angela and the Captain, made the interview very relaxed. What are the qualities of a professional pilot? What does the word professional mean to you? What are three words that describe you? Any incidents/accidents? Any violations? Then I was asked to stand outisde, waited for 2 minutes before Angela came out and offered me the job.

The whole interview was a great experience and the BEST advice I can give you is to go in with a great attitude. I made sure I was relaxed throughout the entire process. I even made the interviewers laugh on occassion. The 2 guys that I know didn't make it through failed out because of the technical interview and I think because they seemed a bit too serious. They're looking for friendly people who will have no problems getting along with their crew... so just go in there with a smile and a very relaxed attitude and you'll do fine. If you don't know some of the answers to their questions, be honest, but if you keep messing up then maybe you're not ready for 121 flying. Oh, by the way, it took 2 weeks for them to get back to me after I submitted my app online... Anyway, Good Luck!!! I'll see you guys and gals on the line!

skidz · August 13th, 2007, 13:55

Congrats dude!

dc3flyer · August 13th, 2007, 14:13

Good write up!

Congrats on the job!!!

CAFFEINE · August 13th, 2007, 22:04

Congrats and welcome!

taseal · August 14th, 2007, 02:36

nice!

question though...

why does a plane lose 80% of perf on single engine? I don't know this because well, i don't have my ME yet lol

Snickersnwa · August 14th, 2007, 08:20

Congratulations! And, welcome aboard!

oespinoza · August 14th, 2007, 09:54

Congratulations!

NJT916 · August 14th, 2007, 16:17

Nice post. Congrats!!!!

cfii2007 · August 14th, 2007, 17:59

Quote:

Originally Posted by taseal

nice!

question though...

why does a plane lose 80% of perf on single engine? I don't know this because well, i don't have my ME yet lol

There are a few variables.....drag being the most obvious, windmilling prop, sideslip...gear, flaps....

Timbuff10 · August 15th, 2007, 00:35

Welcome to the party!!!

Now memorize all the limitations, get all the flows down, hit the memory items in the CFM, and read the profiles and callouts and try to memorize them too.

Congrats!

GreenDayPilot · August 15th, 2007, 01:28

Quote:

Originally Posted by taseal

nice!

question though...

why does a plane lose 80% of perf on single engine? I don't know this because well, i don't have my ME yet lol

From what I remember from my ATP days it goes something like this.... Remember, they fly Seminoles... so we'll use that as the example....

Light twins only require 1/3 of the total horsepower to fly (at sea level? idk where this info is form). So both engines (180HP/each) equal 360 horsepower. One third of that power is 120HP, leaving 240HP as excess power. If you lose one engine, you lose 180 out of 240HP remaining. 180/240 is 3/4 (75%) of the excess power you had with both engines. So when you lose one engine, you lose 75% of excess power (performance). You add about 5% for pilot error and that equals 80% loss of performance when you lose one engine....

Tah daaahh!!! I'm not sure how much of this is correct, but that's what I learned and that what I answered and the guy was impressed (maybe cause I confused him, haha)

Quote:

Originally Posted by Timbuff10

Welcome to the party!!!

Now memorize all the limitations, get all the flows down, hit the memory items in the CFM, and read the profiles and callouts and try to memorize them too.

Congrats!

Thanks... I'm hitting the flows, limitations, and callouts.... its A LOT of stuff, but I think I'll be alright... I'll see you around...

KW · August 15th, 2007, 01:46

Congrats! Which class date did you get? I interviewed the day before and got 8/27 so I'll probably see you in class.

GreenDayPilot · August 15th, 2007, 02:03

Yeah, I got 8/27... see you in a couple weeks!!