Preparing for Atlas Tech Interview
 

Hello All. I have a date scheduled a week out now for a tech interview. I have been flying 135 for a few years, so this will be my first 121 gig. I was wondering if anyone could help a new applicant prepare for the technical interview and what kind of questions to expect. I was told I'll be in Miami for 4 months straight for training. I also have been told the 737, 747, and 777 are all international aircraft, you won't be doing any domestic on those. Furthermore, it was recommended that I try and get on the 767, so that I may have the option of flying international, domestic, or a combination of both depending on how I bid my schedule. I've never done schedule bidding, but I think that's more of a senior thing? So, how long do you have to work at Atlas before you can start bidding your own schedule? I'm nervously thinking about a lot going into this, but the main point of posting this thread is to prepare for the Tech Interview. Thank you everyone for any advice you can offer.

Congratulations on the interview and I wish you the best of luck. Don't be nervous. l'll get into that in a second. There is a wealth of information here on APC and all of your questions have been answered. You are entering a totally new environmentand ut behooves you to spend time deeply researching your new career.. I BEG you, spend a few hours before now and accepting an offer reading some of the other threads on the first two pages of the Atlas chapter on APC. Start with the shorter threads. On the Atlas Hiring thread, go back to October 2021 and work forward. Skip the nonsense and Noise, but there is a lot of great info there.

FLEET: 737 is all domestic, lots of legs, great way to learn boeing jets. 767 Mostly domestic, some international of you want, lots of legs and a great way to learn big Boeing jets. These two will also have shorter 2 or 3 trips broken up through the month vice a single 17 day block. 777 and 747, long 17 day schedules, fight for landings and get one or maybe two landings per month, a few domestic legs but plan on nearly all international ops.

767 is the best fleet in the company, and if you live CVG, The IE, or PDX you can be home A LOT.

BIDDING: ALL pilots bid, but yes, seniority in your base rules and a junior pilot may get their last choice. If you are pilot 100 of 100, bid 100 lines and you may wind up with your 3rd, 47th, or 98th choice.

The INTERVIEW

You will be sent a One page sheet of items to study, and then you will be sent a briefing packet with jep plates, notams, weather, and charts.

[size=16px]You have enough time to study the info on the packet. Very low threat Tech Interview. More a case of "do you care enough to have studied." [/size]AviationInterviews.com[size=16px] is a good source for both HR and Tech panels, but be cautious. There are personal opinions and answers based upon prior employer ops specs. Bottom line, review the questions and find the answers in the FAR /AIM, FAA AC's, and weather.gov publications.[/size]

[size=16px]HR: Captain shows up drunk, what do you do? (great time to incorporate company values), What is ACMI, why Atlas, what did you do to prepare for the interview, what if delta calls you, who else have you applied for, you are the FO and Pilot Flying durring an emergency...who flies and who does the checklist... would you be offended if the captain takes the controls.[/size]

[size=16px]Tech panel: Brief description of current aircraft system. Define SLOP, CRM, TEM. Discussion about route packet, study every bit of ink. My questions pertained to Turbulence ( don't forget about jetstream core and cold side), altitude on a DP, brief an ILS ( don't forget about expected taxi plan), Copilot calls go around while you are min fuel (not emergency fuel) 500 agl and vmc on short final, what do you do.[/size]

[size=16px]Good luck. Holler if you have any questuoquestions.[/size]

Awesome stuff. Thank you for taking the time to reply to my thread and provide me some insight on what to expect. I did get the packet of plates to look over, but I have no idea what they're going to ask me about these plates. I'll continue studying and preparing a study guide and hopefully it will go well.

This post presents some of the questions that may be asked, but by no means all the areas that may be covered.

There are plenty of websites that have quidance on both the Tech panels and HR panels. Although be careful as they don't always have the most correct answers. Do your home work, come prepared and relax.

Demonstrate that you care, can study and have studied. You don't have to be the smartest guy in the room.

For the VHHH departure they provide, can anyone elaborate on how to fly the Lakes 3C 07L Non-RNP 1 contingency procedure? I doubt it will be drilled, but I have never flown anything nearly as complicated. TIA

Hey, I'm not 100% certain; however, the way I read this is: You're going to take off 07L and RNAV to ROVER climbing NO HIGHER than 5000 and AT LEAST 205 knots, but no more than 220 knots. Once you past ROVER, you can continue to climb to assigned altitude; however, you need to stay at 220 knots until TD (or Tung Lung VOR). From TD you can continue climbing to your assigned altitude and speed up above 220 knots making sure you stay "Max 250 KT below 10,000' unless otherwise instructred" as indicated in the red letters (top right). What you climb up to after each of those aforementioned checkpoints will also be given as instructions by ATC.

Please anyone if I missed anything or you see a "gotcha" on this plate let us know. Thanks in advance. [MENTION=125747]yudah[/MENTION] I hope this helps.

Yes! Do not hit the mountain!

Are you talking about the 26 Jan 18 version (Jeppesen Example) of the Lakes 3C? Found that on google as the current charts broke out the non RNP contingency into the Ramen 1E.

You would only do the contingency of you were not certifies for RNP1 Departures. Note 4 discusses failure of PBN while airborne.

Hopefully this would be a pre programmed departure in your FMC, so just line select it and fly normally.
Failing that... The way I read it, you would need to build into your route or Legs page SMT, ROVER, TD SHELY, LAKES. Legs page Direct to SMT with a 074 Inbound course.

Back up with manual tuning 114.8 (SMT) and 116.1 (SMT) if need be, but it is still an RNAV departure.

If they provided an enroute chart with numbered features to identify, that is also straight out of the Jeppesen Examples and you should just jot the answers to every feature down.

Test Test.... Why are my replies not showing up on the thread? I created the thread... why can I not post a reply or response? Will this third attempt to reply work?

@Clue The Departure I have is the Lakes 3A/3C out of VHHH/HKG dated 30 Oct 20 page 10-3D

Hit the obvious stuff (speeds, altitudes, "don't turn before", equipment requirements). Remember this chart references other charts. So if you're exempt from RNP-1 it'll reference another chart. I think there are some transition routes that reference a chart after that. I think there's another chart specific for times, too. So one chart references a bunch of other charts. Overseas it's pretty common for jepp-charts to cross reference each other quite a bit, and the way they do so varies from place to place. You have several hours in cruise to peruse the details.

Thanks. For flight time limits and rest requirements someone on the gouge answered that it goes to part 135.265. I don't have airline experience, would we look at 135.265 or 121.471? I know 117 also applies to Atlas.

When did you receive the study packet? I got the one pager for the Tech Panel Study guide but nothing else. Interview is early Jan.

Also want to confirm I'm not off base. The application for employment says to adjust military hours by a factor of 0.3. Everywhere else and other airline I have seen to add 0.3 per sortie. I am planning on multiplying by the 1.3. Am I wrong?

Study packet should show up a week out. More than enough time to study the charts, practice departure and approach briefs, decode the Weather and NOTAMS, and write down all the answers to what every blotch of ink means.

If you want to adjust hours do it how the application says. Don't worry about other company's procedures. I didn't plus up my military time at all, then again I wasn't skirting the minimum qualifications.

Best of luck. You'll be fine if: you show that you cared enough to study the packets; you researched the company enough to discuss some of our customers, destinations, and know what ACMI means; you show that you sincerely want to be here; you are honest; and most importantly, you don't make the panel doubt whether or not they would want to spend a few days on the road flying complicated trips with you.

VA is a thing