Hiring Resuming
03-26-2021 | 01:29 AM
#411
Gets Weekends Off
Joined: Feb 2012
Posts: 4,601
Likes: 0
From: CRJ FO
Definitely go directly to the PSA website and apply. Honestly even though it’s tedious, I recommend you check the direct career page of each of your target airlines at this point, I think they might all be looking at their own stack and not giving Airline Apps much attention because the hiring personnel suspect those applications could be stale. Also it’s not same-day service like it was before COVID. I’ve gotten a step at a time, a couple of days between each step.
VegasChris, don’t get too discouraged. Right at R-ATP mins isn’t bad, but you’re in a big pile of applications right now, in the running against pilots with A LOT more than the minimums because their career moves were delayed by a year. Industry outlook is good but the others are right, it’ll take time to get back to the shortage.
VegasChris, don’t get too discouraged. Right at R-ATP mins isn’t bad, but you’re in a big pile of applications right now, in the running against pilots with A LOT more than the minimums because their career moves were delayed by a year. Industry outlook is good but the others are right, it’ll take time to get back to the shortage.
03-26-2021 | 03:32 AM
#412
Banned
Joined: May 2017
Posts: 2,012
Likes: 0
03-26-2021 | 03:41 AM
#413
Line Holder
Joined: Sep 2013
Posts: 485
Likes: 28
03-26-2021 | 04:06 AM
#414
On Reserve
Joined: Feb 2019
Posts: 78
Likes: 0
From: A320 CA
It’s entirely possible that a direct application says ‘I want this company enough to apply independently of that super convenient service everybody else uses’. I have no idea what the method to their madness is, but I was advised to apply direct by a PSA Pilot. If that’s what got PSA’s attention, then those who are asking for the “magic formula” should get that advice too.
03-26-2021 | 09:13 AM
#415
On Reserve
Joined: Feb 2019
Posts: 78
Likes: 0
From: A320 CA
For the technical, we started off with what was essentially a pre-brief of how the event would go which I really appreciated. From the start I was warned that the next step was a review board and that I wouldn’t hear back for a couple of days again. No more job offers on the spot, at least not until the pool empties out again. The technical is a one on one interview with a PSA pilot where the objective is to allow the applicant to demonstrate their current level of aeronautical knowledge.
If you aren’t instrument proficient it’s gonna be a struggle and you should brush up now. Currency per the FAA regs is not enough. CFIIs should do fine, but anybody who doesn’t have their head in IMC ops on at least a weekly basis will suffer.
Reading METARs/TAFs and briefing approach plates/STARs is part of it, but IFR decision-making was also discussed. Alternate regulations and missed approach procedures were covered in detail. The meaning of various symbols depicted on jepp plates was occasionally asked. I’m not very familiar with Jepp but their stuff is Pilot friendly. Look up their chart support guides and browse the symbology in your spare time. I did that and wished I’d had more than 2 days to familiarize myself. Most stuff you can figure out but confidence in knowing the answer makes a difference when you’re in the hot seat.
If you have 121 experience, expect them to pick your brain to see what you recall on pretty much all topics you happen across.
I got questions about the plane I most recently flew, but since I have an ATP type, we talked about that jet too. These kinds of questions are really just a cherry-picking assessment, imho. Weight limits, service ceilings, speeds, a couple of systems in a nutshell, etc. We also talked about engine failure procedures and some other multi-engine specifics like VMC and critical engines. There was another couple of 121 questions related to V1.
There weren’t any gotcha questions but it’s obvious they are serious about finding quality applicants. The whole interview lasted about an hour but it wasn’t a grill session, just a thorough assessment of my knowledge. We talked about our respective experiences and backgrounds and he gave me the opportunity at the end to ask questions about current operations as well. I asked a few questions there which I can elaborate on if y’all really want to know about stuff like training footprint, and next available class dates, reserve and upgrade timelines, base activity, etc.
03-26-2021 | 10:16 AM
#416
Gets Weekends Off
Joined: Jan 2020
Posts: 122
Likes: 0
I was just informed they are swamped with applications to the tune of several hundred in the last two weeks so don’t get discouraged even if it takes longer than a couple of days.
For the technical, we started off with what was essentially a pre-brief of how the event would go which I really appreciated. From the start I was warned that the next step was a review board and that I wouldn’t hear back for a couple of days again. No more job offers on the spot, at least not until the pool empties out again. The technical is a one on one interview with a PSA pilot where the objective is to allow the applicant to demonstrate their current level of aeronautical knowledge.
If you aren’t instrument proficient it’s gonna be a struggle and you should brush up now. Currency per the FAA regs is not enough. CFIIs should do fine, but anybody who doesn’t have their head in IMC ops on at least a weekly basis will suffer.
Reading METARs/TAFs and briefing approach plates/STARs is part of it, but IFR decision-making was also discussed. Alternate regulations and missed approach procedures were covered in detail. The meaning of various symbols depicted on jepp plates was occasionally asked. I’m not very familiar with Jepp but their stuff is Pilot friendly. Look up their chart support guides and browse the symbology in your spare time. I did that and wished I’d had more than 2 days to familiarize myself. Most stuff you can figure out but confidence in knowing the answer makes a difference when you’re in the hot seat.
If you have 121 experience, expect them to pick your brain to see what you recall on pretty much all topics you happen across.
I got questions about the plane I most recently flew, but since I have an ATP type, we talked about that jet too. These kinds of questions are really just a cherry-picking assessment, imho. Weight limits, service ceilings, speeds, a couple of systems in a nutshell, etc. We also talked about engine failure procedures and some other multi-engine specifics like VMC and critical engines. There was another couple of 121 questions related to V1.
There weren’t any gotcha questions but it’s obvious they are serious about finding quality applicants. The whole interview lasted about an hour but it wasn’t a grill session, just a thorough assessment of my knowledge. We talked about our respective experiences and backgrounds and he gave me the opportunity at the end to ask questions about current operations as well. I asked a few questions there which I can elaborate on if y’all really want to know about stuff like training footprint, and next available class dates, reserve and upgrade timelines, base activity, etc.
For the technical, we started off with what was essentially a pre-brief of how the event would go which I really appreciated. From the start I was warned that the next step was a review board and that I wouldn’t hear back for a couple of days again. No more job offers on the spot, at least not until the pool empties out again. The technical is a one on one interview with a PSA pilot where the objective is to allow the applicant to demonstrate their current level of aeronautical knowledge.
If you aren’t instrument proficient it’s gonna be a struggle and you should brush up now. Currency per the FAA regs is not enough. CFIIs should do fine, but anybody who doesn’t have their head in IMC ops on at least a weekly basis will suffer.
Reading METARs/TAFs and briefing approach plates/STARs is part of it, but IFR decision-making was also discussed. Alternate regulations and missed approach procedures were covered in detail. The meaning of various symbols depicted on jepp plates was occasionally asked. I’m not very familiar with Jepp but their stuff is Pilot friendly. Look up their chart support guides and browse the symbology in your spare time. I did that and wished I’d had more than 2 days to familiarize myself. Most stuff you can figure out but confidence in knowing the answer makes a difference when you’re in the hot seat.
If you have 121 experience, expect them to pick your brain to see what you recall on pretty much all topics you happen across.
I got questions about the plane I most recently flew, but since I have an ATP type, we talked about that jet too. These kinds of questions are really just a cherry-picking assessment, imho. Weight limits, service ceilings, speeds, a couple of systems in a nutshell, etc. We also talked about engine failure procedures and some other multi-engine specifics like VMC and critical engines. There was another couple of 121 questions related to V1.
There weren’t any gotcha questions but it’s obvious they are serious about finding quality applicants. The whole interview lasted about an hour but it wasn’t a grill session, just a thorough assessment of my knowledge. We talked about our respective experiences and backgrounds and he gave me the opportunity at the end to ask questions about current operations as well. I asked a few questions there which I can elaborate on if y’all really want to know about stuff like training footprint, and next available class dates, reserve and upgrade timelines, base activity, etc.
03-26-2021 | 10:41 AM
#417
Line Holder
Joined: Mar 2021
Posts: 25
Likes: 0
I'm in the same boat as you as well. Submitted HR Wednesday evening and waiting for the call hopefully
03-26-2021 | 11:06 AM
#418
Line Holder
Joined: Aug 2017
Posts: 31
Likes: 0
From: ON GUARD
I was just informed they are swamped with applications to the tune of several hundred in the last two weeks so don’t get discouraged even if it takes longer than a couple of days.
For the technical, we started off with what was essentially a pre-brief of how the event would go which I really appreciated. From the start I was warned that the next step was a review board and that I wouldn’t hear back for a couple of days again. No more job offers on the spot, at least not until the pool empties out again. The technical is a one on one interview with a PSA pilot where the objective is to allow the applicant to demonstrate their current level of aeronautical knowledge.
If you aren’t instrument proficient it’s gonna be a struggle and you should brush up now. Currency per the FAA regs is not enough. CFIIs should do fine, but anybody who doesn’t have their head in IMC ops on at least a weekly basis will suffer.
Reading METARs/TAFs and briefing approach plates/STARs is part of it, but IFR decision-making was also discussed. Alternate regulations and missed approach procedures were covered in detail. The meaning of various symbols depicted on jepp plates was occasionally asked. I’m not very familiar with Jepp but their stuff is Pilot friendly. Look up their chart support guides and browse the symbology in your spare time. I did that and wished I’d had more than 2 days to familiarize myself. Most stuff you can figure out but confidence in knowing the answer makes a difference when you’re in the hot seat.
If you have 121 experience, expect them to pick your brain to see what you recall on pretty much all topics you happen across.
I got questions about the plane I most recently flew, but since I have an ATP type, we talked about that jet too. These kinds of questions are really just a cherry-picking assessment, imho. Weight limits, service ceilings, speeds, a couple of systems in a nutshell, etc. We also talked about engine failure procedures and some other multi-engine specifics like VMC and critical engines. There was another couple of 121 questions related to V1.
There weren’t any gotcha questions but it’s obvious they are serious about finding quality applicants. The whole interview lasted about an hour but it wasn’t a grill session, just a thorough assessment of my knowledge. We talked about our respective experiences and backgrounds and he gave me the opportunity at the end to ask questions about current operations as well. I asked a few questions there which I can elaborate on if y’all really want to know about stuff like training footprint, and next available class dates, reserve and upgrade timelines, base activity, etc.
For the technical, we started off with what was essentially a pre-brief of how the event would go which I really appreciated. From the start I was warned that the next step was a review board and that I wouldn’t hear back for a couple of days again. No more job offers on the spot, at least not until the pool empties out again. The technical is a one on one interview with a PSA pilot where the objective is to allow the applicant to demonstrate their current level of aeronautical knowledge.
If you aren’t instrument proficient it’s gonna be a struggle and you should brush up now. Currency per the FAA regs is not enough. CFIIs should do fine, but anybody who doesn’t have their head in IMC ops on at least a weekly basis will suffer.
Reading METARs/TAFs and briefing approach plates/STARs is part of it, but IFR decision-making was also discussed. Alternate regulations and missed approach procedures were covered in detail. The meaning of various symbols depicted on jepp plates was occasionally asked. I’m not very familiar with Jepp but their stuff is Pilot friendly. Look up their chart support guides and browse the symbology in your spare time. I did that and wished I’d had more than 2 days to familiarize myself. Most stuff you can figure out but confidence in knowing the answer makes a difference when you’re in the hot seat.
If you have 121 experience, expect them to pick your brain to see what you recall on pretty much all topics you happen across.
I got questions about the plane I most recently flew, but since I have an ATP type, we talked about that jet too. These kinds of questions are really just a cherry-picking assessment, imho. Weight limits, service ceilings, speeds, a couple of systems in a nutshell, etc. We also talked about engine failure procedures and some other multi-engine specifics like VMC and critical engines. There was another couple of 121 questions related to V1.
There weren’t any gotcha questions but it’s obvious they are serious about finding quality applicants. The whole interview lasted about an hour but it wasn’t a grill session, just a thorough assessment of my knowledge. We talked about our respective experiences and backgrounds and he gave me the opportunity at the end to ask questions about current operations as well. I asked a few questions there which I can elaborate on if y’all really want to know about stuff like training footprint, and next available class dates, reserve and upgrade timelines, base activity, etc.
03-26-2021 | 11:12 AM
#419
Gets Weekends Off
Joined: Jan 2020
Posts: 122
Likes: 0
03-26-2021 | 11:15 AM
#420
Gets Weekends Off
Joined: Jan 2020
Posts: 122
Likes: 0
Did you also post your experience on aviation interviews? https://www.aviationinterviews.com/p...rlines-52.html
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