Cape Air interview

[Red Swingline]

Anybody know of or been asked the latest the Cape Air interview Questions? I'm thinking of applying and would like to bone up. I heard they use NOS charts. Is that true? What types of questions do they ask? Any gouge would be great

 

[ShyFlyGuy]

www.AviationInterviews.com

 

[Red Swingline]

DO they hire pilots without an ATP? I've got the written done, but have not completed the check ride yet

 

[Wacko]

I have a friend looking go there, do you guys have jumpseat priveledges? Also, do you go from the let seat of the 402 to the right seat of the ATR then to the left seat?

 

[Red Swingline]

The way I understand it jumpseating is about the best avail even cockpit privledges on Continental mainline.

 

[Mr. Irrelevant]

Red,

If you have the 1500 and enough multi, they will put you thru the ATP work. However, they will expect you to make a one year commitment to them in that case.

Mr. I.

 

[av8tor4239]

does anyone know what the ATR guys are paid? FO/ CPTN?


thanks

 

[Capn Sac]

Payscale is listed on aviationinterviews.com. ATR is paid by flight hour with 76 hour guarantee. The 402 is paid by duty hour, kinda like punching a time clock, time you show up until the end of your shift.

Great flying job, lots of opportunity for either a/c with many different regions and types of flying. Good benefits and great coworkers. The management team is considerate of pilot needs and works with their employees on a one to one basis when they can. A unique operation with over 500 employees, they still know most folks on a first name basis.



Jumpseat agreements with all airlines and yes cockpit access with Continental mainline.



In this industry, with all its uncertainty, CapeAir is a secure airline with lots of plans for growth and a great place to call home.



We are hiring lots of pilots to maximize the a/c utilization for upcoming summer season and the ATR possibly coming to the mainland US very soon. The need for more pilots hasn't changed much in the last few years. For those interested, the availability to work overtime is constant, and paid at 1.5 times your duty rate after 40 hours. Most lines average just over 40 hours, so any extra work is overtime.



The single pilot, low ifr flying, and quick turns can be demanding; but it is also lots of fun. This is not something you hear about most flying jobs in this day and age of furloughs and wage concessions. No overnights, back to your base everyday, make the home life better also.



Send apps if interested in joining what I think is a great flying job.

 

[av8tor4239]

I looked on aviationinterviews.com and could not find the pay scales.. can you direct me to a specific part of that web site?

Thanks

 

[Lori Clark]

I looked on aviationinterviews.com and could not find the pay scales.. can you direct me to a specific part of that web site?

Thanks

Try www.airlinepilotpay.com as well.

 

[EMB170Pilot]

what i dont understand is why the hell cape air flies IFR all the **CENSORED****CENSORED****CENSORED****CENSORED** time out of FLL. Make the pilots life so much easier going vfr along the shorline 500' then once south of miami..go direct to the keys....

Thats what I did when I had a charter in a 402 to marathon or key west....saved time.

 

[Mr. Irrelevant]

what i dont understand is why the hell cape air flies IFR all the **CENSORED****CENSORED****CENSORED****CENSORED** time out of FLL. Make the pilots life so much easier going vfr along the shorline 500' then once south of miami..go direct to the keys....

I'll ask someone I know who is flying that run from time to time why that may be....

Mr. I.

 

[Stepclimb]

Ops-specs

what i dont understand is why the hell cape air flies IFR all the **CENSORED****CENSORED****CENSORED****CENSORED** time out of FLL. Make the pilots life so much easier going vfr along the shorline 500' then once south of miami..go direct to the keys....

Thats what I did when I had a charter in a 402 to marathon or key west....saved time.

Just a guess, but it seems that Cape Air is a regularly scheduled air carrier (operating under parts 119, 121 & 135) as opposed to only an on-demand charter carrier.

As a result, they probably are required to posses OPS-SPECS that require all flights to be conducted under IFR.
-Stepclimb

 

[Mr. Irrelevant]

Actually they go VFR frequently. Why go IFR for a 10 minute flight from ACK-HYA with CAVU?!

Mr. I.

 

[EMB170Pilot]

Just was wondering. When I was flying 402s on demand 135 out of FLL

I would ALWAYS hear Cape Air going IFR to Key West and majority of times, holding at 9R due to traffic congestion at MIA..... I assumed they filed IFR due to OPS SPECS but hey....would save time....

Thanks

 

[Red Swingline]

If thats what the guys want to do let them do it.... 99% of the time if its "V" then they go "V"

 

[ackattacker]

It's been a while since I flew that run for a week or so on a TDY... but from what I can remember we usually went IFR because:

a) cloud bases were usually about 2500 feet
b) It was bumpy as heck down there
c) It was hot as heck down there (very important one! we'd go IFR at 8000 or even 10000 where it's nice and cool and usually above the clouds)
d) There's a lot of towers down there
e) It was actually more direct to go IFR most of the time. If you went around Miami to the south then it took longer or about the same time. And if you just turned around and went over the everglades then you had some issues with a class D airport right there (can't remember the name) and the above mentioned bumpy and hot ride over the everglades.

and last but not least:

f) IFR is an easy way to keep you nose clean, so to speak. My experience is that VFR can save a few minutes, sometimes, and especially on a short trip, but on an hour trip often leads to problems where you're scrambling to pick up a pop-up IFR or maintain cloud clearance in marginal conditions since the field just went IFR with rain and you're reading a VFR sectional which is spread out all over your passenger's lap and so on... all while your 9 passengers are hot and getting the s**t kicked out of them and looking at you like you just got you license out of a cracker jack box.

We don't need to go IFR as someone mentioned... but we do need to maintain radio contact with ATC if at all practical (that is in our Op Specs!). And if you're doing that then you might as well be IFR anyway... and I never experienced any major delays doing it out of FLL... most of our pilots would cancel and go VFR if it was going to be a problem....