IFTA interview

SpiraMirabilis · February 26th, 2008, 11:13

I was wondering if there are any instructors at IFTA (http://www.ifta.aero) here at JC. I may have an interview there in the next couple of weeks and am curious about the interview process. I was told its a 3 parter:

1st - written test
2nd - flight in A36
3rd - oral

Does anyone have some pointers on what to brush up on the written and what maneuvers they'd like demonstrated on the flight portion? Right now I'm just studying the AIM, ATP and CFIA test bank and reading up on 'Everything Explained for the Professional Pilot.' This sounds like a great job (good enough to make up for having to live in California! :P) so I don't want to mess things up so any advice would be appreciated

mattc206 · February 28th, 2008, 05:20

Also wondering what the interview is like, also the training process, as I may be applying come July.

SpiraMirabilis · February 29th, 2008, 15:28

I've got an interview date so I'll post how it goes after. Seems like a far better job than flying RJs.

SIUav8er · March 1st, 2008, 03:24

I heard its somewhat intense. Curious to hear how it goes for you!

SpiraMirabilis · March 9th, 2008, 20:08

It's in the next few days. I'm going into the interview assuming I won't be offered a job, which is how I go into every interview I go to. I've heard it was pretty tough too. I'll relate my experience once I'm done -- hopefully it won't be too embarassing.

SpiraMirabilis · March 11th, 2008, 20:12

Alright, before I slink off under a rock in shame here's the promised info. Everyone at IFTA is extremely nice, you'll be met by a lady from HR who will walk you up to waiting room if you're early. Once the interview begins you'll be sitting in a small conference room for the written test. It's 50 questions straight from the CFIA and FOI exams, should be easy smeasy. Then you'll have either the flight portion or oral next. I had the flight portion.

You'll be met by one of their standardization instructors and he'll brief you on the bonanza and exactly what the flight profile will be. He'll do everything including taxing, checklists, run-up and you'll be given controls on the runway, lined up and cleared to go. After your take-off you'll go to one of the practice areas they have (I think there are 7 or 8?) -- you'll know which ones, where to go, their dimmensions from the briefing. Mine was 18-36 DME away from the vortac bounded by a highway and a lake and then mountains on the far end but thats just coincidence most likely. They'll be pretty quiet in the cockpit and they expect you to do everything -- IE they wont say 'Do slowflight.' The maneuvers I did were slowflight (with 12' flaps at 80kts) and steep turns (130kts.) The steep turn to the right was nothing to write home about but overall I did the maneuvers OK. My shame comes later. After the maneuvers he'll put you under the hood and you'll intercept and track a radial (Their phraseology seems to be different from what people are used to, although I don't know why since its the correct way-- for example he might say 'Intercept and track the R-143 to the station.' which means of course you have to set your HSI/OBS to 323.) After you've done this he'll start vectoring you to the east for the ILS 30R into BFL. You can use whatever approach briefing that you are used to giving and all the frequencies and everything are already pre-set.

This next part is a bit hard for me to admit. I briefed the approach like normal, turned the OBS and HSI to the inbound approach course verified the frequencies were in (or so I thought) and got cleared to intercept the localizer. I do so, and the next thing I know approach is querying why I'm 3/4 mile off the localizer to the east. Thats weird I think, its pegged right on there. I start double checking I have the right inbound course from my chart -- I do.
Well, the error, if you hadn't guessed is that I had the ILS frequency in the stand-by slots and the VORTAC frequency still in the nav slots -- when I was briefing the approach I did glance up but I guess not being familiar with the avionics I just saw the frequency up there and was like 'good to go!' (another reason you should identify the localizer even on a clear day!) Well, by the time I got sorted out I was so high and so close that it was over. The other guy lands the airplane (even if you don't screw up) so don't have to worry about your landing being judged, just the flight.

I felt like such a maroon -- although the standardized instructor was extremely good natured about it (He said: 'I bet thats the first time that's happened to you!' which it was -- and the last I swear -- unfortunately it had to happen then.) I tried to collect my things and sneak away, so embarrassed was I, but I forgot that I left my briefcase in the interview room (and the building I was in was pretty big and was afraid of getting lost.) Obviously thats where the interview ended but they were still quite nice and they said I could reapply in a couple of months if I wanted to.

Final thoughts: IFTA seems like a great company. The aircraft are _extremely_ well maintained (after every flight a maintenace person zips over on a golf cat like a ninja, meets you at the parking slip just to put the chocks under your wheels and ask you if there are any squawks), the facility is generally speaking immaculate, the salary is great, schedule is great, the city of Bakersfield seems alright enough and theres many apartments in close proximity to the airport. To anyone who doesn't want to jump right into a RJ for small bucks I'd say IFTA is a good idea. The flight part of the interview is actually easy so long as you don't have a sudden onset of temporary but uncommon stupidity like I did.

ILS37R · March 11th, 2008, 22:10

Thanks much for the gouge; sorry it didn't go better for you. Awkward time to have the inevitable "Oops."

They typically require a bit more TT and some dual-given, but you might want to check out IASCO in Napa--they fly the same aircraft and train for JAL. Similar instructor contract and pay, and likewise not a place to build time super-quick.

dj4wrd · March 12th, 2008, 07:23

Thanks for the gouge. Treat the flight as a learning experience. You'll "Tune, IDENTIFY" every freq now.

That can't be a bad thing.

Plenty of opportunities for CFI's nowadays. Good luck on your search.

moxiepilot · March 12th, 2008, 10:37

I want to see a golf cat and 12 feet of flaps

Sorry to hear about the brain burble. We know you're a good pilot and if you really really want that job, like my old chief used to say, you'll brush up what oyu need to and reapply. The job is oyurs for the taking.

holyshirt · March 12th, 2008, 11:42

Whats your total time and instruction given? Im planning on applying in a month or so.

SpiraMirabilis · March 12th, 2008, 13:11

Quote:

Originally Posted by holyshirt

Whats your total time and instruction given? Im planning on applying in a month or so.

0 dual given is required now. The more dual you ahve the higher pay you start out with. It goes like:

0-250(?) - 42,000
250-500 - 45,000
500-2000 - 52,000
2000+ 56,000

IFTA is also not a place where you build a lot of hours quick-like. Average seems to be about 50 hours a month (max students at a time they'll allow you is 3.) The pace of the students is a lot more sedate than what I'm used to (ATP and similar 90 day deals.) This is, I think, good though for the student. Also, not sure if I mentioned but you have to sign either a 1 or 2 year contract. They obviously prefer a 2 year. You also won't get any multi-time in the baron until around month 9 or so as you follow your students through the program and they stay in the bonanza that long and if you only sign a 1 year contract and don't renew it near years end I doubt they'll spend the dollars on 16 or so hours in the baron to get you standardized for only a month. Like I said, this is more of a career than a "time building" job.

The bonanza flies really easily, I was surprised. One thing I did notice is if you're coming from Cessnas or Pipers the attitude indicator in the bonanza works a little differently. In a Cessna the white arrow turns into the direction of the turn to display degrees of bank, on the A36 it turns in the opposite direction. For example on a left 20' turn the white notch will be 20' to the right. The CFI said that threw many Cessna-drivers off but I didn't find it that difficult to adapt. Trim is really sensitive but its a very stable airplane to hold a speed, altitude.

holyshirt · March 12th, 2008, 17:35

Thats exactly what I expected to hear about IFTA.. for me personally, I would sign a 2 year contract since I want to instruct for a while and work with the Japanese pilots. Thanks for your post.. its very informative!

flyinkibblez · March 12th, 2008, 19:17

i work at BFL and our FBO has been suppling the fuel truck for their planes for years now. They have always been a great place to work with and have a very good reputation. Also, this is not official information, but they have been soliciting me and even offer to pay for my CFII and MEI if i come on with a two year contract. So on top of their great CFI pay, if you include that type a training...really starts to get you thinking!!