Interviewed yesterday, an impressive group... 12 originally, but one had to re-schedule. Two Guard C17 guys, an Fighter guy from the USMC, several other former military now civilian, ASTAR, 747 operators, and DOD contractors flying overseas, as well as an experienced CA from a regional airline. Two USAFA grads in the group. Everyone was in sport coats and slacks with dress shirts, and two came with ties that took them off early on.

They said they're hiring rate is something like 60-70% of each interview group... but at times can be 100%.

They were going to slow down classes over the holiday but will resume in Jan, however they didn't indicate if they'd also slow down interviews over the holiday.

The interviews were very straight forward, no good cop / bad cop, no curve balls questions or anything unfair... just be yourself and that's all you can do. Answer as truthfully as you can and don't be canned, be a bit spontaneous. There was a technical which lasted 15 min and was partially instructional (we also went over a couple of missed questions from the on-line test); a panel interview with a line CA, an HR rep and a Management rep which was extremely casual and friendly in tone, and a one on one with a flight ops management captain to go over your background and experience. They were extremely efficient with time and keeping on schedule (a schedule which they gave us first thing in the morning).

Lunch was served around 1130 right there in the conference room / meeting area, and we met with a line captain / instructor pilot who gave us a bit of "life at Atlas" and took questions on everything from schedules, to call signs and what ACMI is vs CMI.. etc..

I'd give yourself a few extra min (we left hotel 30 min early) to get there, or at least recon the sight, as we did have one person show up late due to getting lost.

That's about it... for the most part this blog has been spot on and very helpful... I'd make sure anyone you know interviewing there reads it first.

Best of luck to all.

I have a couple of questions for all of you Atlas drivers out there: What do you guys use for headsets and does the company provide any? Thanks for all the great advice throughout this chain. Hopefully we are all getting to the shallow end of the pool.

posted on another forum...


"...all of our aircraft have two sets of Jepps on board.

A lot of guys carry the 26 inch PurdyNeat/LuggageWorks bag. A lot also carry the $99 expandable 22 inch from Costco (Kirkland brand) for a lightweight option. I used one of those for about 7 years, and recently bought a 26 inch PNT/LW bag.

All our aircraft have the Telex Airman750 headset on board (and several extra) so you don't need to buy one. I just bought the Sennheiser HMEC26BVK to save what's left of my hearing..."

Good luck

Wow, that's a change from the way that HAD been doing it where 60-70% of the interviewees got the TBNT letter.

A buddy of mine that went to the job fair in EWR today said that Atlas announced they plan to hire 60 pilots in 2012

All I can tell you is that when crossing the Pacific, they went from 90 to 45 degrees a couple of years ago (give or take). It's on the Pacific enroute Jepp chart if you look in the notes and I'm sure it's probably on the NATS chart. You are to join a 15NM offset, either left or right, considering weather, traffic, diversion airport, etc. The primary NOPAC routes are separated by 30NM (if I remember correctly). The same procedure pretty much applies to the daily published PACOTS routes or flex tracks (lat/long to lat/long) as well as Random routes. The spacing between PACOTS tracks is either 50 or 100NM depending upon the day I suppose. I'm sure it's probably the same in the South Pacific, which I don't fly. As far as I know, they went from 90 to 45 degrees to reduce the possibility of overshooting the 15NM offset.

The answer to 'B' is 15nm (source: FAA AC 91-70A)

From the MNPS Users manual (Documents)

17.3.1 In the North Atlantic MNPS Airspace the lateral separation standard is 60 NM.

13.3.1 The general concept of these Oceanic in-flight contingency procedures is, whenever operationally feasible, to offset from the assigned route by 15 NM and climb or descend to a level which differs from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.

Initial Action
13.3.2 The aircraft should leave its assigned route or track by initially turning at least 45° to the right or left whenever this is feasible.

Deviations due to weather are covered in 13.4

The change from 30 to 15NM is to prep for the 30 Nm separation that will eventually be required. You can also look at the NAT message to see the 60 current separation.

Hope this helps. Download the MNPS users manual and it will help

Are you sure you heard him right? That's a significant change from the 30ish per month through the end of '12 that's been advertised over and over.

My IOE
 

If anyone is interested, here is how my OE just went.
-Finished 400 training in MIA on the 30th of Sept. (Started August 1st)
-Observation ride to get pay started on Oct 1st/2nd. MIA-SCL-MIA
-Went home Oct 3rd.
-Oct 14th-Commercial from JAN(my gateway) to ATL to HSV
- Oct 15th, DH to STN then LUX commercial from LUX to AMS
- Oct 17th, DH to DXB to meet my Check Airman to start the OE(2day s off at the JW Marriott
-Oct 19th, Check airman demos first leg into HKK.
-Overnight HKK Novotel Hotel
-Oct 20th, I fly from HKG to ANC
-Oct 23rd, Meet next Check Airman at show time in ANC.
-Oct 23rd, I fly leg from ANC to DNA and from DNA to OSN
-Limo to Incheon (ICN), crew rest for 24 hours
-Oct 25, I fly ICN to KUL, crew rest
-Oct 26th, commercial business class from KUL to SYD, crew rest 24 hours
-Oct 28th, I fly leg from SYD to BKK,
-Oct 28th, Capt flies last leg from BKK to PVG so I can be the PNF. (Check ride-OE and Line Check done)
-Oct 29th, commercial, business class from PVG to HKG Rest at Novotel Hong Kong
-Oct 30th Fly from HKG to ICN, than ICN to ANC.
-Oct 31st Fly Delta back to Jackson Mississippi.
Hit me with questions.