FAA hiring Airspace System Inspection Pilot
01-25-2022, 05:23 AM
#371
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,837
Fleet update.
The Lear60s will all be retired by the end of the FY.
The plans for an all King Air/Challenger fleet are coming to fruition after more than 10 years. That should give you some insight to the pace the federal government moves. The hiring process is hardly much different. The good part is that you don't just get forgotten in the process. You'll be told YES or NO along the way. But generally it isn't something that just happens in a quick span of time. Patience required. Before and after.
The Lear60s will all be retired by the end of the FY.
The plans for an all King Air/Challenger fleet are coming to fruition after more than 10 years. That should give you some insight to the pace the federal government moves. The hiring process is hardly much different. The good part is that you don't just get forgotten in the process. You'll be told YES or NO along the way. But generally it isn't something that just happens in a quick span of time. Patience required. Before and after.
05-02-2022, 06:00 PM
#372
New Hire
Joined APC: May 2022
Posts: 9
Hired! The application and interview process
Hello all, first post here BUT I've read this whole thread at USMCFLYR's recommendation. I was recently hired by the FAA as a Flight Inspection pilot (start date soon) and wanted to update everyone on the process and my experiences so far. I intend to keep this up as I progress through training as well. This thread was very helpful to me and I hope to return the favor!
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
05-02-2022, 08:42 PM
#373
Gets Weekends Off
Joined APC: Jul 2015
Position: MD-88 FO
Posts: 1,558
Originally Posted by RussR
Hello all, first post here BUT I've read this whole thread at USMCFLYR's recommendation. I was recently hired by the FAA as a Flight Inspection pilot (start date soon) and wanted to update everyone on the process and my experiences so far. I intend to keep this up as I progress through training as well. This thread was very helpful to me and I hope to return the favor!
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
05-04-2022, 07:20 AM
#374
Line Holder
Joined APC: Apr 2016
Posts: 46
Originally Posted by RussR
Hello all, first post here BUT I've read this whole thread at USMCFLYR's recommendation. I was recently hired by the FAA as a Flight Inspection pilot (start date soon) and wanted to update everyone on the process and my experiences so far. I intend to keep this up as I progress through training as well. This thread was very helpful to me and I hope to return the favor!
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
05-04-2022, 07:23 AM
#375
Line Holder
Joined APC: Apr 2016
Posts: 46
Originally Posted by RussR
Hello all, first post here BUT I've read this whole thread at USMCFLYR's recommendation. I was recently hired by the FAA as a Flight Inspection pilot (start date soon) and wanted to update everyone on the process and my experiences so far. I intend to keep this up as I progress through training as well. This thread was very helpful to me and I hope to return the favor!
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
The job announcement I applied for, like most FAA job announcements, was actually two announcements - one external (for the "public") and one internal (for current FAA employees and other with special status like veterans). I was eligible to apply for both, so I did, and this is highly recommended since they can pick from one list or the other and you don't want to miss out if you are eligible. The application process, resumes, required documents, etc., are identical between the two.
The job announcements were posted in November of 2021, with closeout dates a few weeks later.
Then, as is usual with government jobs, you don't hear anything for a while. In March I was scheduled for an interview. The interview consisted of three parts - and I understand the interview process this time was different than in the past. But here is how it worked this time:
All three parts were held at the Mike Monroney Aeronautical Center in Oklahoma City. I live here, so it wasn't a problem for me, but other applicants were flown in and put up in a hotel.
For me, the interview parts went in this order but they could have been rearranged for others based on scheduling.
1) A "technical interview". This consisted of a series of oral questions much like a checkride - however they were mostly at the rote level of learning (no "scenarios"). The questions covered everything from basic currency regulations to IAP and SID chart interpretation, some weather questions and airport signs/marking/lighting questions too. Probably about 20 questions. None of them were "hard", exactly, but that didn't mean I knew all the answers! (Note that previously it was a "test" that was emailed out and you were given an hour to complete it. This was not the method used this time.)
2) A flight in the FAA's level D 737 simulator. We were told ahead of time that not being typed in the 737 was not an issue, that the goal was to see how well we worked as a crew (with the interviewers), used or called for checklists, and generally maintained an awareness of what was going on. I flew some maneuvers, steep turns, stalls and approaches, go-around, engine failure, single engine approach, nothing you wouldn't expect on a simulator checkride just not quite as much of it. One interviewer operated the simulator while the other one acted as my co-pilot. Note that my only type is the CE-500, and I have minimal time in it. This was not an issue and I think I did fine. It was actually a lot of fun. Lasted about an hour.
3) A typical "panel" interview like with any job. However, this was held over Zoom (but I was in a conference room at the Center). There were three managers from the Flight Inspection organization who took turns asking me questions. There were 22 questions and I was allotted 50 (?) minutes, so they advised me to plan the length of my answers accordingly. Some of my answers were quick, others I took time to answer more fully, but the time worked out just fine. The questions ranged from those you'd have in any job ("why do you want this job" - type questions) to ones that were specific to flying jobs and Flight Inspection. I remember them asking about CRM, a time I had a conflict in the cockpit, how I fixed a problem I created, if I was proficient at low level flying in complicated airspace, my experience with the Collins Pro Line 21 avionics, etc. The last 7 or 8 questions were basic "yes/no" questions like have you ever been in an accident, have you ever had a violation, had your certificate suspended, etc. I was then given an open opportunity to speak about myself, and of course I took advantage of that to give a quick run-down of my resume and why I thought I'd be a good choice and successfully complete the training program.
I think the last question they asked was for me to rank-order the various locations according to my preference if I was selected for one of them. That was easy - I live in OKC and don't intend to move, so I told them that: "#1, Oklahoma City. That is all". I acknowledged to them that I realized it might eliminate me from consideration, but at this time I was unable to move.
I do NOT know how all the interview parts were scored, relative weighting of each part or anything about how that worked. Or, for that matter how I actually did - I could have been their first choice or their last choice after everyone else turned it down, I have no idea (and will probably never know). Nor do I know how many people were hired from this announcement or where they ended up going (this I WILL probably find out when I start).
The interview was in late March.
In late April I received a call from the FAA's HR department asking if I was still interested (yes), and if I would accept a position in Oklahoma City (also yes). That was on a Friday afternoon, so it made for a happy weekend!
My next post will be details about what all I've had to do since getting selected, but prior to starting.
Let me know if you have any questions!
Russ
05-04-2022, 07:56 PM
#376
On Reserve
Joined APC: Mar 2018
Posts: 10
ASIP update
Another selectee here adding to the recent updates in interest of paying it forwad since this thread was so very helpful for preparing. Thanks to all who shared their advice previously (USMCflyer, et al). I was very time-limited and task-saturated leading up to the interview and sim eval so I really appreciated hearing from others’ experiences.
RussR’s post sums most of it up quite nicely and my experience was very similar. Congrats RussR! And thanks for posting such a detailed response… now I don’t have to write as much, lol!
Unlike RussR I only applied to the internal/veteran/prior fed service announcement… I think that is because it gave me more time to fill out my application as the public announcement closed faster. I have had this job on my wish list for several years. I opted not to apply last year for multiple reasons but was expecting it to post again at the end of 2021 so I already had a lot of my resume and package ready to submit once the announcement came. The longest part of the application for me was the FAA flight time form which tallies a lot of time I never tracked. If you’ve never applied to a fed govt job give yourself A LOT of time to fill out he application and forms.
I too was first contacted in March. Travel to OKC for interview/sim was funded by FAA (airline, hotel, ground transport).
As RussR pointed out, the main departures from previous interviews in previous years and ppv posts in this thread were the 737 sim eval and no more timed/emailed test for technical. The technical test was oral questions as RussR explained and very much in line with previous posts in this thread, nothing super cosmic. And the sim eval seemed to mostly just be looking for airmanship, not any kind of 737-specific systems knowledge etc.
There honestly weren’t any major surprises as all the panel and technical discussion points mainly followed ppv posts in this thread. And my sim was just as RussR described too. Takeoffs, steep turns, stalls, climbing and descending turns, coupled approach, missed/GA, single engine, etc… all typical sim scenarios. It was just a chore doing it all in an airplane new to me… and I learned very quickly I’m highly annoyed by the 737’s trim wheel!
After interview and job offer came drug test, security background, data forms to fill online, etc.
Some random things I learned along the way that may be of interest include:
- Start in King Air 300 domestic. Challenger int’l work comes later…like a couple/few years later from what I was told.
- Training is broken up into multiple iterations… initial, indoc, ASIP blocks, etc. Not all at once but definitely a hefty amount of training after coming aboard. Sounds like KA initial is in Dallas area.
- Operates under part 135 and 91
- Telecommute policy for doing a lot of the paperwork / non-flying duties seems great! (2 days in office or flying per pay period minimum, + attend the occasional required meetings and such)
Very excited to get started. Should be finalizing a start date soon and looking forward to it. Best of luck to everyone else to follow!
RussR’s post sums most of it up quite nicely and my experience was very similar. Congrats RussR! And thanks for posting such a detailed response… now I don’t have to write as much, lol!
Unlike RussR I only applied to the internal/veteran/prior fed service announcement… I think that is because it gave me more time to fill out my application as the public announcement closed faster. I have had this job on my wish list for several years. I opted not to apply last year for multiple reasons but was expecting it to post again at the end of 2021 so I already had a lot of my resume and package ready to submit once the announcement came. The longest part of the application for me was the FAA flight time form which tallies a lot of time I never tracked. If you’ve never applied to a fed govt job give yourself A LOT of time to fill out he application and forms.
I too was first contacted in March. Travel to OKC for interview/sim was funded by FAA (airline, hotel, ground transport).
As RussR pointed out, the main departures from previous interviews in previous years and ppv posts in this thread were the 737 sim eval and no more timed/emailed test for technical. The technical test was oral questions as RussR explained and very much in line with previous posts in this thread, nothing super cosmic. And the sim eval seemed to mostly just be looking for airmanship, not any kind of 737-specific systems knowledge etc.
There honestly weren’t any major surprises as all the panel and technical discussion points mainly followed ppv posts in this thread. And my sim was just as RussR described too. Takeoffs, steep turns, stalls, climbing and descending turns, coupled approach, missed/GA, single engine, etc… all typical sim scenarios. It was just a chore doing it all in an airplane new to me… and I learned very quickly I’m highly annoyed by the 737’s trim wheel!
After interview and job offer came drug test, security background, data forms to fill online, etc.
Some random things I learned along the way that may be of interest include:
- Start in King Air 300 domestic. Challenger int’l work comes later…like a couple/few years later from what I was told.
- Training is broken up into multiple iterations… initial, indoc, ASIP blocks, etc. Not all at once but definitely a hefty amount of training after coming aboard. Sounds like KA initial is in Dallas area.
- Operates under part 135 and 91
- Telecommute policy for doing a lot of the paperwork / non-flying duties seems great! (2 days in office or flying per pay period minimum, + attend the occasional required meetings and such)
Very excited to get started. Should be finalizing a start date soon and looking forward to it. Best of luck to everyone else to follow!
05-05-2022, 12:08 PM
#377
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,837
Congrats to Russ and MIav8tor -
Welcome to something that you did not know you signed up for!
Now to add some clarification to some of MI’s clarification.
“Some random things I learned along the way that may be of interest include:
- Start in King Air 300 domestic. Challenger int’l work comes later…like a couple/few years later from what I was told.”
Not everyone starts in the KA. It is the best training IMO for the mission because you’ll get a lot more inspection time under your belt, but plenty of other have started off in the L60s or Cl601/605s first (though as previously explained the L60s are being decommissioned as we type so no one new will be flying those as they hang on their last few dying weeks/months.) Some have even started off in the C90s.
“- Training is broken up into multiple iterations… initial, indoc, ASIP blocks, etc. Not all at once but definitely a hefty amount of training after coming aboard. Sounds like KA initial is in Dallas area.”
True - we having academic training spread through the offices for ease, though much will still be conducted in KOKC. For instance, in the next week or two all the most recent group of trainees will be gathering at the Atlanta FIFO for a week’s worth of Block training. A good thing in my opinion is that we seem to be getting back to in-person classes instead of ZOOM classes.
“- Operates under part 135 and 91”
All initial takeoffs and final landings at the destination are conducted under P135.
Actual flight inspection work is conducted under P91 with multiple exemptions.
“- Telecommute policy for doing a lot of the paperwork / non-flying duties seems great! (2 days in office or flying per pay period minimum, + attend the occasional required meetings and such)”
Yes - 100% telework is ending for most.
nlrfireman, who posted above, is one of the last group hired and is approximately 6 months into training and recently SIC qualified.
if you want a new guy’s perspective, hit him up or I can get you in touch with him.
Welcome to something that you did not know you signed up for!
Now to add some clarification to some of MI’s clarification.
“Some random things I learned along the way that may be of interest include:
- Start in King Air 300 domestic. Challenger int’l work comes later…like a couple/few years later from what I was told.”
Not everyone starts in the KA. It is the best training IMO for the mission because you’ll get a lot more inspection time under your belt, but plenty of other have started off in the L60s or Cl601/605s first (though as previously explained the L60s are being decommissioned as we type so no one new will be flying those as they hang on their last few dying weeks/months.) Some have even started off in the C90s.
“- Training is broken up into multiple iterations… initial, indoc, ASIP blocks, etc. Not all at once but definitely a hefty amount of training after coming aboard. Sounds like KA initial is in Dallas area.”
True - we having academic training spread through the offices for ease, though much will still be conducted in KOKC. For instance, in the next week or two all the most recent group of trainees will be gathering at the Atlanta FIFO for a week’s worth of Block training. A good thing in my opinion is that we seem to be getting back to in-person classes instead of ZOOM classes.
“- Operates under part 135 and 91”
All initial takeoffs and final landings at the destination are conducted under P135.
Actual flight inspection work is conducted under P91 with multiple exemptions.
“- Telecommute policy for doing a lot of the paperwork / non-flying duties seems great! (2 days in office or flying per pay period minimum, + attend the occasional required meetings and such)”
Yes - 100% telework is ending for most.
nlrfireman, who posted above, is one of the last group hired and is approximately 6 months into training and recently SIC qualified.
if you want a new guy’s perspective, hit him up or I can get you in touch with him.
05-08-2022, 07:08 PM
#378
New Hire
Joined APC: May 2022
Posts: 9
After the job offer but prior to starting
Tomorrow is my first day at the OKC office. I am very excited to get started on this new chapter in my life. I thought this would be as good as ever a time to talk about the "on-boarding" process, at least as it has gone for me.
I am a current FAA employee, and am already in OKC. I could literally park in the same parking lot for the new job. So my processing was pretty abbreviated. But some details will apply to everybody.
After receiving, signing and sending back the "Tentative Offer Letter", I had several tasks to complete before I could get a "Firm Offer Letter".
1. Drug test - I was sent to a local drug testing lab for a urine sample. In addition, the flight inspection pilots are on a random drug testing program. I don't really know how often they are actually checked, but the paperwork I signed indicated it was random, or of course after any incident.
2. Complete background check paperwork. If you've had a security clearance before, this is the same paperwork (completed and submitted online). I have had several security clearances in the past through my civilian and military service, BUT the last investigation was just more than 10 years ago (11 actually), so I had to resubmit all the paperwork. This took some time as you have to track down names/phones/address of former employers, references, and relatives. If you've had a clearance before, some of that information may still be in there. As far as I know, Flight Inspection pilots do not require an actual security clearance, but the paperwork is the same for the background check they do require.
3. Obtain a 1st class medical. All the flying I've been doing has only required a 2nd class, so that's all I've bothered to obtain. This job requires a 1st class, so I had to get one. No problem though.
Those were the three main things, there may have been a form to sign here and there as well.
The main holdup was the background check processing. I had everything else done within a week of receiving the Tentative offer, but the check took a few more days. But by Thursday afternoon, so 13 days after being notified, I had the Firm offer letter in hand.
Because I am local and didn't even need to get a new badge or travel or anything like that, the rest was pretty easy. My old manager and new manager exchanged some emails, transferred me over in the evaluation system and I was able to set a start date of tomorrow, just 2 weeks after being notified. If you've been in the government ever before, you know this is pretty quick.
I'm already scheduled for a few different training events over the next couple of months. But before I can get to that, I am sure I will spend the next few days enthralled with the Computer-Based-Training that has been loaded into the training systems for me (eLMS). Loads of fun I'm sure!
I am a current FAA employee, and am already in OKC. I could literally park in the same parking lot for the new job. So my processing was pretty abbreviated. But some details will apply to everybody.
After receiving, signing and sending back the "Tentative Offer Letter", I had several tasks to complete before I could get a "Firm Offer Letter".
1. Drug test - I was sent to a local drug testing lab for a urine sample. In addition, the flight inspection pilots are on a random drug testing program. I don't really know how often they are actually checked, but the paperwork I signed indicated it was random, or of course after any incident.
2. Complete background check paperwork. If you've had a security clearance before, this is the same paperwork (completed and submitted online). I have had several security clearances in the past through my civilian and military service, BUT the last investigation was just more than 10 years ago (11 actually), so I had to resubmit all the paperwork. This took some time as you have to track down names/phones/address of former employers, references, and relatives. If you've had a clearance before, some of that information may still be in there. As far as I know, Flight Inspection pilots do not require an actual security clearance, but the paperwork is the same for the background check they do require.
3. Obtain a 1st class medical. All the flying I've been doing has only required a 2nd class, so that's all I've bothered to obtain. This job requires a 1st class, so I had to get one. No problem though.
Those were the three main things, there may have been a form to sign here and there as well.
The main holdup was the background check processing. I had everything else done within a week of receiving the Tentative offer, but the check took a few more days. But by Thursday afternoon, so 13 days after being notified, I had the Firm offer letter in hand.
Because I am local and didn't even need to get a new badge or travel or anything like that, the rest was pretty easy. My old manager and new manager exchanged some emails, transferred me over in the evaluation system and I was able to set a start date of tomorrow, just 2 weeks after being notified. If you've been in the government ever before, you know this is pretty quick.
I'm already scheduled for a few different training events over the next couple of months. But before I can get to that, I am sure I will spend the next few days enthralled with the Computer-Based-Training that has been loaded into the training systems for me (eLMS). Loads of fun I'm sure!
08-06-2022, 10:19 AM
#380
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,837
Originally Posted by USMCFLYR
New SIC ONLY announcements are out in USAJOBS.gov.
New way of doing things.
Could be of interest to some.
New way of doing things.
Could be of interest to some.
Closes August 23 – internal, https://www.usajobs.gov/job/669111300
Closes August 12 – external, https://www.usajobs.gov/job/669110100
1. These pilots will have a full type rating and will be able to sit in either right or left seat.
2. They will be in a developmental training program to reach Mission SIC status (final GS-13), but no further.
3. Expect another ASIP bid to come out in at least 6 months, so if these folks decide they want to upgrade to ASIP (GS-14), they would have to bid accordingly. Once they are accepted, they would start their ASIP training.
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