Had an interview with Planesense today...help
06-06-2018, 01:23 PM
#1
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Joined APC: Jun 2018
Posts: 7
Had an interview with Planesense today...help
Interviewed with planesense today. Think I royally screwed it up. Let the sim get away from me for a few seconds and went low on the glideslope at the turn into the localizer and went about 300ft low before realizing it.
Then I blanked on 3 stupid easy questions on the technical part. My nerves got to me bad today and I'm so upset at myself about it.
Went for an FO position. The HR position went fantastic. They seem to be very happy with my customer service experience and skills.
How bad did I do? Any chance I get it?
Then I blanked on 3 stupid easy questions on the technical part. My nerves got to me bad today and I'm so upset at myself about it.
Went for an FO position. The HR position went fantastic. They seem to be very happy with my customer service experience and skills.
How bad did I do? Any chance I get it?
06-06-2018, 06:26 PM
#4
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Joined APC: Jun 2018
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Could use some advice on a few questions that were asked at the interview today, especially now that I've had 6 hours in a car on the drive home to think about everthing I did to screw it up, lol.
My nerves were wrecked by the time I got into the Technical/Sim portion of this interview. Was set for 930, didn't even get into the HR interview till almost 11, and then the Sim/Technical didn't start till around 12. By then, I was close to pretty much wanting to scream I was so nervous.
Anyway, so I get into the Sim. I'm doing good, but before I even get into the turn for the localizer, I noticed out of the corner of my eye my hand was shaking on the throttle levers. That's how I knew I was nervous as hell. First time going through an interview and I think it got to me. I turn in on the localizer, drop the gear to bleed some speed, and I didn't even realize it but I pulled the throttles back, noticed I did so but it was too late. I added it back, was 300 feet below, went back up to reintercept the glide slope. Rest of the approach went fine.
Technical portion, this is where I really feel like I messed up, but now I'm not sure how bad. I'm not used to reading Jepp charts. I tried really hard to study them before the interview, but some of the information I would normally find on an ICAO chart, well, it was hard to find.
The 1st thing that came up was a Cold Weather Altitude Conversion chart, or something like that? I've never even seen one, much less heard of one, and I'm a CFII. What are these and where can I find information on them?
The second thing that came up was the damn MAP on a GPS approach. This is where my brain started to say 'good day sir, I'm out'. I have no idea why. Was asked what it was, and I reply 'it's a compulsory reporting point'. WTF?! Seriously, most bonehead statement I've made in a long time. I couldn't quite recall exactly what it was, my brain just wouldn't work at this point.
The next thing he asked me was an approach situation on a VOR approach that I've never run across, so it took me a bit by surprise, and it didn't help that the Jepp chart was still foreign. He showed me the BNA VOR 13 approach, told me I'm Northeast of the VOR, gave me a clearance that said 'go direct to the VOR, maintain 4000 till established, cleared for the VOR 13 approach'. I had to think for a second, and said I would head to the VOR, then go outbound for the procedure turn. He asked me the altitude, and I think I said 2800, which is wrong because I thought I read 2800 but I think the approach says 2400. I don't think I was reading that chart right for the procedure turn altitude, because when I look at the ICAO chart, it's clearly 3100, and he started concentrating on that part of the chart. So that's totally my fault.
This lead to the third issue, that circle in the top right for MSA that says 3100. He asked me what distance that covers. I said 25NM. It's a pretty standard distance on most charts with exceptions obviously, but he asked me how I knew, and I kind of looked at the chart blankly and couldn't find where on the Jepp chart is says that. For the love of god, can someone tell me where on the stupid Jepp chart is shows that distance information for MSA? I can't find it. Ironically, I was actually correct on this answer, but him asking me how I knew is what's throwing me off.
Anyway, before the Cold Alt Chart and After these questions, my brain decided to come back and say 'oh, hey, missed me? Let's get through this' and answered everything else just fine.
I want to apply for them again, especially if I don't get the position (I'll know next week), which I'm highly doubtful I'd get at this point because...well...yeah...but I wanna make sure I'm going in prepared this time (god knows I thought I was prepared today). I can locate most of the things on the Jepp charts, but these specific items like the MSA Alt Distance is really throwing me for a loop...
My nerves were wrecked by the time I got into the Technical/Sim portion of this interview. Was set for 930, didn't even get into the HR interview till almost 11, and then the Sim/Technical didn't start till around 12. By then, I was close to pretty much wanting to scream I was so nervous.
Anyway, so I get into the Sim. I'm doing good, but before I even get into the turn for the localizer, I noticed out of the corner of my eye my hand was shaking on the throttle levers. That's how I knew I was nervous as hell. First time going through an interview and I think it got to me. I turn in on the localizer, drop the gear to bleed some speed, and I didn't even realize it but I pulled the throttles back, noticed I did so but it was too late. I added it back, was 300 feet below, went back up to reintercept the glide slope. Rest of the approach went fine.
Technical portion, this is where I really feel like I messed up, but now I'm not sure how bad. I'm not used to reading Jepp charts. I tried really hard to study them before the interview, but some of the information I would normally find on an ICAO chart, well, it was hard to find.
The 1st thing that came up was a Cold Weather Altitude Conversion chart, or something like that? I've never even seen one, much less heard of one, and I'm a CFII. What are these and where can I find information on them?
The second thing that came up was the damn MAP on a GPS approach. This is where my brain started to say 'good day sir, I'm out'. I have no idea why. Was asked what it was, and I reply 'it's a compulsory reporting point'. WTF?! Seriously, most bonehead statement I've made in a long time. I couldn't quite recall exactly what it was, my brain just wouldn't work at this point.
The next thing he asked me was an approach situation on a VOR approach that I've never run across, so it took me a bit by surprise, and it didn't help that the Jepp chart was still foreign. He showed me the BNA VOR 13 approach, told me I'm Northeast of the VOR, gave me a clearance that said 'go direct to the VOR, maintain 4000 till established, cleared for the VOR 13 approach'. I had to think for a second, and said I would head to the VOR, then go outbound for the procedure turn. He asked me the altitude, and I think I said 2800, which is wrong because I thought I read 2800 but I think the approach says 2400. I don't think I was reading that chart right for the procedure turn altitude, because when I look at the ICAO chart, it's clearly 3100, and he started concentrating on that part of the chart. So that's totally my fault.
This lead to the third issue, that circle in the top right for MSA that says 3100. He asked me what distance that covers. I said 25NM. It's a pretty standard distance on most charts with exceptions obviously, but he asked me how I knew, and I kind of looked at the chart blankly and couldn't find where on the Jepp chart is says that. For the love of god, can someone tell me where on the stupid Jepp chart is shows that distance information for MSA? I can't find it. Ironically, I was actually correct on this answer, but him asking me how I knew is what's throwing me off.
Anyway, before the Cold Alt Chart and After these questions, my brain decided to come back and say 'oh, hey, missed me? Let's get through this' and answered everything else just fine.
I want to apply for them again, especially if I don't get the position (I'll know next week), which I'm highly doubtful I'd get at this point because...well...yeah...but I wanna make sure I'm going in prepared this time (god knows I thought I was prepared today). I can locate most of the things on the Jepp charts, but these specific items like the MSA Alt Distance is really throwing me for a loop...
06-06-2018, 06:37 PM
#5
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,463
Originally Posted by Dguiliano
Could use some advice on a few questions that were asked at the interview today, especially now that I've had 6 hours in a car on the drive home to think about everthing I did to screw it up, lol.
My nerves were wrecked by the time I got into the Technical/Sim portion of this interview. Was set for 930, didn't even get into the HR interview till almost 11, and then the Sim/Technical didn't start till around 12. By then, I was close to pretty much wanting to scream I was so nervous.
Anyway, so I get into the Sim. I'm doing good, but before I even get into the turn for the localizer, I noticed out of the corner of my eye my hand was shaking on the throttle levers. That's how I knew I was nervous as hell. First time going through an interview and I think it got to me. I turn in on the localizer, drop the gear to bleed some speed, and I didn't even realize it but I pulled the throttles back, noticed I did so but it was too late. I added it back, was 300 feet below, went back up to reintercept the glide slope. Rest of the approach went fine.
Technical portion, this is where I really feel like I messed up, but now I'm not sure how bad. I'm not used to reading Jepp charts. I tried really hard to study them before the interview, but some of the information I would normally find on an ICAO chart, well, it was hard to find.
The 1st thing that came up was a Cold Weather Altitude Conversion chart, or something like that? I've never even seen one, much less heard of one, and I'm a CFII. What are these and where can I find information on them?
The second thing that came up was the damn MAP on a GPS approach. This is where my brain started to say 'good day sir, I'm out'. I have no idea why. Was asked what it was, and I reply 'it's a compulsory reporting point'. WTF?! Seriously, most bonehead statement I've made in a long time. I couldn't quite recall exactly what it was, my brain just wouldn't work at this point.
The next thing he asked me was an approach situation on a VOR approach that I've never run across, so it took me a bit by surprise, and it didn't help that the Jepp chart was still foreign. He showed me the BNA VOR 13 approach, told me I'm Northeast of the VOR, gave me a clearance that said 'go direct to the VOR, maintain 4000 till established, cleared for the VOR 13 approach'. I had to think for a second, and said I would head to the VOR, then go outbound for the procedure turn. He asked me the altitude, and I think I said 2800, which is wrong because I thought I read 2800 but I think the approach says 2400. I don't think I was reading that chart right for the procedure turn altitude, because when I look at the ICAO chart, it's clearly 3100, and he started concentrating on that part of the chart. So that's totally my fault.
This lead to the third issue, that circle in the top right for MSA that says 3100. He asked me what distance that covers. I said 25NM. It's a pretty standard distance on most charts with exceptions obviously, but he asked me how I knew, and I kind of looked at the chart blankly and couldn't find where on the Jepp chart is says that. For the love of god, can someone tell me where on the stupid Jepp chart is shows that distance information for MSA? I can't find it. Ironically, I was actually correct on this answer, but him asking me how I knew is what's throwing me off.
Anyway, before the Cold Alt Chart and After these questions, my brain decided to come back and say 'oh, hey, missed me? Let's get through this' and answered everything else just fine.
I want to apply for them again, especially if I don't get the position (I'll know next week), which I'm highly doubtful I'd get at this point because...well...yeah...but I wanna make sure I'm going in prepared this time (god knows I thought I was prepared today). I can locate most of the things on the Jepp charts, but these specific items like the MSA Alt Distance is really throwing me for a loop...
My nerves were wrecked by the time I got into the Technical/Sim portion of this interview. Was set for 930, didn't even get into the HR interview till almost 11, and then the Sim/Technical didn't start till around 12. By then, I was close to pretty much wanting to scream I was so nervous.
Anyway, so I get into the Sim. I'm doing good, but before I even get into the turn for the localizer, I noticed out of the corner of my eye my hand was shaking on the throttle levers. That's how I knew I was nervous as hell. First time going through an interview and I think it got to me. I turn in on the localizer, drop the gear to bleed some speed, and I didn't even realize it but I pulled the throttles back, noticed I did so but it was too late. I added it back, was 300 feet below, went back up to reintercept the glide slope. Rest of the approach went fine.
Technical portion, this is where I really feel like I messed up, but now I'm not sure how bad. I'm not used to reading Jepp charts. I tried really hard to study them before the interview, but some of the information I would normally find on an ICAO chart, well, it was hard to find.
The 1st thing that came up was a Cold Weather Altitude Conversion chart, or something like that? I've never even seen one, much less heard of one, and I'm a CFII. What are these and where can I find information on them?
The second thing that came up was the damn MAP on a GPS approach. This is where my brain started to say 'good day sir, I'm out'. I have no idea why. Was asked what it was, and I reply 'it's a compulsory reporting point'. WTF?! Seriously, most bonehead statement I've made in a long time. I couldn't quite recall exactly what it was, my brain just wouldn't work at this point.
The next thing he asked me was an approach situation on a VOR approach that I've never run across, so it took me a bit by surprise, and it didn't help that the Jepp chart was still foreign. He showed me the BNA VOR 13 approach, told me I'm Northeast of the VOR, gave me a clearance that said 'go direct to the VOR, maintain 4000 till established, cleared for the VOR 13 approach'. I had to think for a second, and said I would head to the VOR, then go outbound for the procedure turn. He asked me the altitude, and I think I said 2800, which is wrong because I thought I read 2800 but I think the approach says 2400. I don't think I was reading that chart right for the procedure turn altitude, because when I look at the ICAO chart, it's clearly 3100, and he started concentrating on that part of the chart. So that's totally my fault.
This lead to the third issue, that circle in the top right for MSA that says 3100. He asked me what distance that covers. I said 25NM. It's a pretty standard distance on most charts with exceptions obviously, but he asked me how I knew, and I kind of looked at the chart blankly and couldn't find where on the Jepp chart is says that. For the love of god, can someone tell me where on the stupid Jepp chart is shows that distance information for MSA? I can't find it. Ironically, I was actually correct on this answer, but him asking me how I knew is what's throwing me off.
Anyway, before the Cold Alt Chart and After these questions, my brain decided to come back and say 'oh, hey, missed me? Let's get through this' and answered everything else just fine.
I want to apply for them again, especially if I don't get the position (I'll know next week), which I'm highly doubtful I'd get at this point because...well...yeah...but I wanna make sure I'm going in prepared this time (god knows I thought I was prepared today). I can locate most of the things on the Jepp charts, but these specific items like the MSA Alt Distance is really throwing me for a loop...
06-06-2018, 07:01 PM
#7
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,463
Originally Posted by Dguiliano
Really? I mean...I feel like I really screwed it up...
"The radius of the MSA will be indicated when other than the standard 25 NM." So, it's not in the chart anywhere if its 25NM.
The other errors sounded like you just froze, no interview is ever perfect. And the sim ride isn't about perfect IFR flying, but good procedures and situational awareness.
I think if those were the only mistakes you made, you did pretty well.
(disclaimer: I don't work for PS, but that's how it usually is for 135 FO interviews).
06-06-2018, 07:11 PM
#8
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Joined APC: Jun 2018
Posts: 7
Originally Posted by dera
First of all, just to answer the Jeppesen question:
"The radius of the MSA will be indicated when other than the standard 25 NM." So, it's not in the chart anywhere if its 25NM.
The other errors sounded like you just froze, no interview is ever perfect. And the sim ride isn't about perfect IFR flying, but good procedures and situational awareness.
I think if those were the only mistakes you made, you did pretty well.
(disclaimer: I don't work for PS, but that's how it usually is for 135 FO interviews).
"The radius of the MSA will be indicated when other than the standard 25 NM." So, it's not in the chart anywhere if its 25NM.
The other errors sounded like you just froze, no interview is ever perfect. And the sim ride isn't about perfect IFR flying, but good procedures and situational awareness.
I think if those were the only mistakes you made, you did pretty well.
(disclaimer: I don't work for PS, but that's how it usually is for 135 FO interviews).
I think my procedures were pretty good, was setting heading bugs, kept the localizer, went missed properly. He froze the sim after I made the turn in the missed and asked me what I would do for the hold, said he saw me looking at the Localizer for the VOR and knew I was about to make the turn to head to the hold location. I definitely feel like the Sim went good enough except for that one issue where I began decending in error.
I can't really identify any other errors I made. Thanks for the confidence boost. I'll just have to wait till I hear from them next week. Here's to hoping. Thanks Dera.
06-06-2018, 10:27 PM
#9
Gets Weekends Off
Joined APC: Sep 2017
Position: Left
Posts: 181
One of the things evaluators and interviewers like to hear during sim evaluations is that you say you’re correcting for any deviations you notice on altitude, speed, and course/heading. If you told him you’re correcting on the altititude when you noticed your deviation, instead of just correcting without communicating anything, you’ll get a lot more leeway with the deviation. They know you’re nervous.
06-07-2018, 05:09 AM
#10
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Originally Posted by GraceMonth
One of the things evaluators and interviewers like to hear during sim evaluations is that you say you’re correcting for any deviations you notice on altitude, speed, and course/heading. If you told him you’re correcting on the altititude when you noticed your deviation, instead of just correcting without communicating anything, you’ll get a lot more leeway with the deviation. They know you’re nervous.
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