ASA interview
- Thread starter blesko
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"GO AROUND"
Again?!?!?
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Saw Joe Mimms yesterday coming in to do interviews. Said he and Stan Knight are doing interviews.
They are still hiring into classes to keep up with growth and attrition. I heard the same as sinca.
Good luck.
They are still hiring into classes to keep up with growth and attrition. I heard the same as sinca.
Good luck.
atlcrashpad
Can't hold me down
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Hiring?
I've been on MIL Leave since JUL 04., so I'm out of the loop. But I certainly hope they keep hiring. Good luck and welcome to the wonderful world of seniority. I'll see all my friends again Jan or Feb 06.
I've been on MIL Leave since JUL 04., so I'm out of the loop. But I certainly hope they keep hiring. Good luck and welcome to the wonderful world of seniority. I'll see all my friends again Jan or Feb 06.
I have an interview next wed. and thur. Does anyone have any tips on the sim evaluation? Also, any tips on CRM for the sim would be handy as I am still a CFI without that type of experience. And any general ASA interview tips....... Thank you
Jungle Prop
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Where did they dig Stan Knight up from? He's been outta here for while. They should have line pilots doing pilot interviews. ( and flight attendants as well!)
Lolikoka
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63% N1 is the key
Here are some techniques to get you in the ball-park:
Right after take off pitch up to about 10 degrees - then adjust as necessary to maintain the speed they tell you to fly.
To get 250 knots for steep turns, set the fuel flow at about 1100 pounds; it works very closely at any altitude they'll give you in the sim. I honestly don't know if they give you steep turns - but if they do, hold the pitch at about 1.5 to 2 degrees, and just barely bump up the power about 2 to 4% N1 as you roll into the turn. Don't forget to come back on the power and let the pitch pressure out when you roll out of the turn.
On the approach, the pitch setting to maintain the glide slope will be about 2.5 degrees down, with 62 or 63% N1. In the sim, you can maintain that power setting while adding flaps and gear and never touch the power to maintain speed; the airplane will slow as you add drag. The only bubble is trying to maintain altitude while hand-flying and going to flaps 20 - the CRJ will use all that extra lift to climb-climb-climb, and you'll be trying to put it back on altitude;a no big deal if your comfortable in the plane, but it can be confusing for someone who hasn't flown it. If the autopilot is off when you go from flaps 8 to flaps 20, expect the airplane to climb and compensate for it by pushing forward on the yoke for a few seconds. The sim instructor doing the check ride will probably tell you the technique to use - so long as you get back on altitude quickly they won't care.
Typically you'll do 200 - flaps 8 and slow to 180 - turn inbound on the localizer and go to flaps 20 - dot and half low gear down and flaps 30 - glideslope intercept flaps 45. The power should be at 62 or 63% N1 and you won't have to touch it until 100 feet (the airplane will say "ONE HUNDRED") - start squeezing out the power slowly - have it mostly out by the time the altitude countdown starts ("FIFTY - FORTY - THIRTY - TWENTY - TEN"). In the sim, the easiest thing to do is to level the pitch and land. If you try to flare with the nose up you may start climbing again; it's better in the sim just to get it on the ground rather than trying to grease a landing, especially when you aren't familiar with the plane.
Other guys on here can think of other stuff - that's just what comes to mind right now. If you're in a CRJ-700 - disregard this stuff, I don't know anything about that plane.
Be glad you're not taking the sim ride in a Brasillia and getting an engine failure - I almost rolled inverted but still go hired. Good luck.
Smarta$$ said:
Here are some techniques to get you in the ball-park:
Right after take off pitch up to about 10 degrees - then adjust as necessary to maintain the speed they tell you to fly.
To get 250 knots for steep turns, set the fuel flow at about 1100 pounds; it works very closely at any altitude they'll give you in the sim. I honestly don't know if they give you steep turns - but if they do, hold the pitch at about 1.5 to 2 degrees, and just barely bump up the power about 2 to 4% N1 as you roll into the turn. Don't forget to come back on the power and let the pitch pressure out when you roll out of the turn.
On the approach, the pitch setting to maintain the glide slope will be about 2.5 degrees down, with 62 or 63% N1. In the sim, you can maintain that power setting while adding flaps and gear and never touch the power to maintain speed; the airplane will slow as you add drag. The only bubble is trying to maintain altitude while hand-flying and going to flaps 20 - the CRJ will use all that extra lift to climb-climb-climb, and you'll be trying to put it back on altitude;a no big deal if your comfortable in the plane, but it can be confusing for someone who hasn't flown it. If the autopilot is off when you go from flaps 8 to flaps 20, expect the airplane to climb and compensate for it by pushing forward on the yoke for a few seconds. The sim instructor doing the check ride will probably tell you the technique to use - so long as you get back on altitude quickly they won't care.
Typically you'll do 200 - flaps 8 and slow to 180 - turn inbound on the localizer and go to flaps 20 - dot and half low gear down and flaps 30 - glideslope intercept flaps 45. The power should be at 62 or 63% N1 and you won't have to touch it until 100 feet (the airplane will say "ONE HUNDRED") - start squeezing out the power slowly - have it mostly out by the time the altitude countdown starts ("FIFTY - FORTY - THIRTY - TWENTY - TEN"). In the sim, the easiest thing to do is to level the pitch and land. If you try to flare with the nose up you may start climbing again; it's better in the sim just to get it on the ground rather than trying to grease a landing, especially when you aren't familiar with the plane.
Other guys on here can think of other stuff - that's just what comes to mind right now. If you're in a CRJ-700 - disregard this stuff, I don't know anything about that plane.
Be glad you're not taking the sim ride in a Brasillia and getting an engine failure - I almost rolled inverted but still go hired. Good luck.
Palerider957
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Stan Knight! KNIGHTMAREGO AROUND said:
B-J-J Fighter
Royce Gracie in Action
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He's not the nicest person, matter of fact he's a prick.Palerider957 said:Stan Knight! KNIGHTMARE
Papa Woody
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Attrition about to pick up.
They're holding off on major announcements 'till after the new year. They don't want massive sick calls during the holidays.
When the big news comes in January, attrition alone will account for about 40-60 pilots a month. Everyone now is waiting, but will bail out when they realize ASA is a dead-end for a career.
They're holding off on major announcements 'till after the new year. They don't want massive sick calls during the holidays.
When the big news comes in January, attrition alone will account for about 40-60 pilots a month. Everyone now is waiting, but will bail out when they realize ASA is a dead-end for a career.
Papa Woody
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Sorry I shouldn't have editorialized. Let the reader judge:TiredOfTeaching said:
1) Top 70-99 seat captain pay: 65K @ 90 hrs/month, 12 days off.
2) Upgrades in the 5-8 year range. 2 to 4 years on reserve if aggressive upgrade bid.
3) NO pass benefits except on Skywest. Pay $200/year per card for that.
4) Very poor health insurance coverage....monthly contribution about $300/month.
5) Oppressive work rules: Airport-standby reserve with NO seniority system and NO accountability for junior assignment or extention by schedulers.
6) Choice of domicile: ATL. Great place to live and raise a family.
7) No uniform allowance.
That's how ASA plans to become "competitive."
Papa Woody
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Most of this is already true!jehtplane said:
Jungle Prop
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Papa Woody relax. The frickin sky is not falling in. EVERYTHING on here is speculation until you read it on MYASA or Flica.
Papa Woody
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Yeah?Jungle Prop said:
Like the TRUTH on MyASA 2 years ago: "historic single largest one-day expansion ever in history" (the DFW expansion in Feb '04). Actually, it was merely a re-deployment of flights from Atlanta to DFW.
......one year later they closed the base.
The sky IS falling!
And this IS true.
Papa Woody said:
Don't listen to his sh1t SmartA$$.
1) Top CR7 CA's clear six figures a year. I made a little over 80K last year as a six year CR2 CA. I probably averaged 14-17 days off each month.
2) Most junior CA's: CRJ2 ATL hired 7/16/01
ATR ATL hired 7/30/01
CR7 ATL hired 10/14/99
CR7 SLC hired 12/07/99
Not 5-8 Years.
3) There has not been any official announcement about the upcoming pass benefits.
4) Health coverage is fine. There are plenty of MD's to choose from in ATL. I used to live outside of ATL, and I found enough MD's & Dentist in the plan for my whole family. I pay $145.00/month for myself, my wife, and three children to have medical and Dental. I think I payed $20.00/month for only me, but don't really remember.
5) The work rules do suck, but there is not an airport standby like he said. The work rules REALLY SUCK right now.
6) You can choose ATL or SLC for a domicile.
7) uniform allowance is $15.00/month. It might not be much, but goes to show that Papa Woody has posted false information.
Cheers