Date of interview: September 07, 2005

ATP exam and take a 50 question ATP based test. I had test "C", samples: how many megaphones and where? how many flight attendants for 149 seats with 70 passengers?, 30kt headwind how much total wind shear? CATII minimums without required approaches? I can't remember any more but I did have two refer to figure questions, the 9-27 runway with

"iron" shaped airplanes at various positions and the two VOR figure one with a 5 deg. deflection on the right (I think)and 4 deg. deflection on the left. How much to center needle, which radial are you on now? All questions are straight from the book, no tricks here.

Study all of the chapters in the ATP Gleim the person from July 11th mentioned. I got questions about Flag over uninhabited terrain, survival gear, and flag turboprop, so don't just gloss over those type of questions. No refer to diagram questions.

We sat down and were given the ATP test 50 questions very straight forward. Just study the chapters that have been previously posed...no figures questions. I believe that you are given like an hour or so to complete it, you should be done with it in like 30 min or less.

No one in my interview class failed the ATP written. You wait out in the lobby until everyone is done if you pass then you continue with the interview, they will give a little presentation on the status of the airline and what to expect.

......ATP wirtten is a must. They Have 3-4 different versions so no you wont be able to look at the persons next to you! HEHE. Use gleim cd and study all chapters dont just study the easy ones on weather airspace ect. Lots of questions regarding supplemental and flag carriers. Refer to Figure questions, I even got a question on an RNAV approach plate!!

Then into a room (at the hotel) to do the 50 question ATP written. Just study the ATP written Gleim CD and you'll do fine. (need 80% to pass) Nobody failed the exam.

We started the interview at 8:30 am and went right into the ATP written, be very prepared for this anything is fair game. There were no part 135 questions or aircraft questions. There were 6 of us and we all passed through the written. 80% is the minimum which equates to 10 questions.

Started out with a fifty question ATP. I would recommend studying chapters, 1, 2, 3, 5, 6,

8, 9, 14, 15, 16, and 17. The only figures on the test I took had figure 126, figure 100, and legend 38.

Started out with a 50 question ATP (one of the toughest ATP's I've taken). A lot of questions about alternate fuel for Flag, Supplemental, and Commercial operations. The only diagrams they had were from Ch. 9 and were the HSI diagrams. There were about 5-

7 weather questions. I would really concentate on studying the 121 operations and weather chapters of the ATP. After the ATP, we waited in the lobby for everyone to finish and for them to grade the exam. I think there were 3 people who did not pass the

ATP (80% or better) and were sent home.

We started with the written test. They have definitely changed it since the previous gouges. All the fuel requirement stuff for domestic/flag/commercial and recip. Both of the H S I figures were on the test as well. I would pretty much say at this point the entire book is fair game with Mesa.

. They tell you up front that there's an ATP written (50 questions) and you must get an

80%. There were about 9-10 guys at my interview day and 3 didn't make it through the

ATP written (and to my surprise, it was the older applicants who didn't pass). The questions were not the hardest questions in the Gleim either. I was scared they would ask the confusing questions about supplemental/flag/domestic carriers and the things each require for their trips (from the gleim 121 section). They asked none of those. Most questions were weather, lighting and signage, the HSI graphic holding entry questions

(there were at least 6-8 of those), how far out can you see a tricolor vasi? etc. I studied for a couple days for that and then looked over the gleim again the morning of the interview just to have the questions fresh in my mind. It helped. There were at least 5 questions that

I may not have answered correctly without refreshing myself the morning of the interview.

ATP 50 questions - Chap 4, 6, 8, 10, 15, 17 - no calculator needed. lots on wind shear, micro bursts (3 questions on figure 144), trim, servo tabs, no radar contact, aircraft can only operate in, inflatable slides, mega phone locations, cabin emergency lights, emergency exit located in the cockpit, lounge seatbelt worn in what segment of flight, check list must be used in emergency, over water flights, life preserver, duplicate equipment for IFR flight, ground proximity warning system, flight navigator, alt for non safety related activates, takeoff mins, ins navigation, DFW / IAH, climb rate, notams and

FSS, takeoff distances, tpx codes, troposphere, leading edge flaps.

Then 50 question ATP written. It appears that the written is changed for every interview session. No figures. I studied chapters 2,3,4,6,7,8,9,15,16,17,18 from the Gleim. 80% is needed to move on. We had 75 min to complete, but most only needed 30-45 minutes. 1 guy didn't make it.

VDP

ATP written questions now generated randomly for each interview session. Some weather, pilot physiology, Instrument interpretation, airport directory and lost comm questions. All fifty questions were directly from the ATP question bank.

Vmc

Takeoff max power

Sea Level – standard atmosphere

Flaps in takeoff position

Least desirable CG

Propellor wind milling

Landing gear retracted

Maximum takeoff weight

Five degree bank into the inoperative engine

Line from FAF to HAT, where this line intersects with the MDA

Time to airport = FAF(AGL) / 10

Distance to airport = FAF(AGL) / 300

Rate of descent = airspeed * 5

METARS

They will have you read a TAF and METAR be able to explain EVERYTHING on it incuding precip amounts and degrees to the tenth of a degree.

METAR KOXC 231155Z AUTO 34003KT 10SM BKN036 OVC042 17/13

A2994 RMK A01=

PKMJ 231155Z 00000KT 15SM FEW015TCU SCT050 BKN300 27/24 A2985

RMK TCU VC E SLP110 60003 70015 8/801 T02720241 10290 20256 50002=

KTBN 231155Z 34004KT 2 1/2SM BR BKN002 BKN100 OVC250 21/20

A3007 RMK SLP172 70009 8/671 9/521 5////=

Additive data groups are only reported at designated stations. The maintenance data groups are only reported from automated stations.

Precipitation

Amount of Precipitation. The amount of liquid precipitation shall be coded as the depth of precipitation that accumulates in an exposed vessel during the time period being evaluated. The amount of freezing or frozen precipitation shall be the water equivalent of the solid precipitation accumulated during the appropriate time period.

Units of Measure for Precipitation. Precipitation measurements shall be in inches, tenths of inches, or hundredths of inches depending on the precipitation being measured. See

Table A-23.

Table A-23. Units of Measure of Precipitation

Type of Measurement Unit of Measure

Liquid Precipitation 0.01 inch

Water Equivalent of Solid Precipitation 0.01 inch

Solid Precipitation 0.1 inch

Snow Precipitation 1.0 inch

Depth of Freezing or Frozen Precipitation. The depth of freezing and/or frozen precipitation shall be the actual vertical depth of the precipitation accumulated on a horizontal surface during the appropriate time period. If snow falls, melts, and refreezes, the depth of ice formed shall be included in the measurement.

Hourly Precipitation Amount (Prrrr). At designated automated stations, the hourly precipitation amount shall be coded in the format, Prrrr, where:

P is the group indicator and rrrr is the water equivalent of all precipitation that has occurred since the last METAR

(METAR, not a SPECI).

The amount shall be coded in hundredths of an inch. For example, P0009 would indicate

9/100 of an inch of precipitation fell in the past hour; P0000 would indicate that less than

1/100 of an inch of precipitation (considered a trace) fell in the past hour.

This group is omitted if no precipitation occurred since the last METAR.

3- and 6-hour Precipitation (6RRRR). At designated stations, the 3- and 6-hourly precipitation group shall be coded in the format 6RRRR, where:

6 is the group indicator and

RRRR is the amount of precipitation.

The amount of precipitation (water equivalent) accumulated in the past 3 hours shall be reported in the 3-hourly report; the amount accumulated in the past 6 hours shall be reported in the 6-hourly report. The amount of precipitation shall be coded in inches, using the tens, units, tenths and hundredths digits of the amount. When an indeterminable amount of precipitation has occurred during the period, 6RRRR shall be coded . For

example, 2.17 inches of precipitation would be coded 60217. A trace shall be coded

60000.

24-Hour Precipitation Amount (7R24R24 R24R24). At designated stations, the 24-hour precipitation amount shall be coded in the format, 7R24R24R24R24, where:


R24R24R24R24 is the 24-hour precipitation amount.

The 24-hour precipitation amount shall be included in the 1200 UTC (or other agency designated time) report whenever more than a trace of precipitation (water equivalent) has fallen in the preceding 24 hours. The amount of precipitation shall be coded by using the tens, units, tenths, and hundredths of inches (water equivalent) for the 24-hour period.

If more than a trace (water equivalent) has occurred and the amount cannot be determined, the group shall be coded 7////. For example, 1.25 inches of precipitation

(water equivalent) in the past 24 hours shall be coded 70125.

Snow Depth on Ground (4/sss). At designated stations, the total snow depth on the ground group shall be coded in the 0000 and 1200 UTC observation whenever there is more than a trace of snow on the ground. It shall be coded in the 0600 and 1800 UTC observation if there is more than a trace of snow on the ground and more than a trace of precipitation (water equivalent) has occurred within the past 6 hours. The remark shall be coded in the format 4/sss, where:

4/ is the group indicator and sss is the snow depth in whole inches using three digits.

For example, a snow depth of 21 inches shall be coded as 4/021.

Water Equivalent of Snow on Ground (933RRR). At designated stations, the water equivalent of snow on the ground shall be coded each day, in the 1800 UTC report, if the average snow depth is 2 inches or more. The remark shall be coded in the format,

933RRR, where:


RRR is the water equivalent of snow, i.e., snow, snow pellets, snow grains, ice pellets, ice crystals, and hail, on the ground.

The water equivalent shall be coded in tens, units, and tenths of inches, using three digits.

If the water equivalent of consists entirely of hail, the group shall not be coded. A water equivalent of 3.6 inches from snow would be coded as 933036; a water equivalent of 12.5 would be coded as 933125.

Cloud Types (8/CLCMCH). At designated stations, the group, 8/CLCMCH, shall be reported and coded in 3- and 6-hourly reports when clouds are observed.

The predominant low cloud (CL), middle cloud (CM), and high cloud (CH), shall be identified in accordance with the WMO International Cloud Atlas, Volumes I and II, or the WMO Abridged International Cloud Atlas or agency observing aids for cloud identification.

A 0 shall be coded for the low, middle, or high cloud type if no cloud is present in that classification.

A solidus "/" shall be coded for layers above an overcast.

If no clouds are observed due to clear skies, the cloud type group shall not be coded.

For example, a report of 8/6// would indicate an overcast layer of stratus clouds; a report of 8/903 would indicate cumulonimbus type low cloud, no middle clouds, and dense cirrus high clouds.

Duration of Sunshine (98mmm). At sunshine duration reporting sites, the duration of sunshine that occurred the previous calendar day shall be coded in the 0800 UTC report.

If the station is closed at 0800 UTC, the group shall be coded in the first 6-hourly

METAR after the station opens. The duration of sunshine shall be coded in the format,

98mmm, where:

98 is the group indicator and mmm is the total minutes of sunshine.

The minutes of sunshine shall be coded using the hundreds, tens, and units digits. For examples, 96 minutes of sunshine would be coded 98096. If no sunshine occurred, the group would be coded 98000.

Hourly Temperature and Dew Point (TsnT'T'T'snT'dT'dT'd). At designated stations, the hourly temperature and dew point group shall be coded to the tenth of a degree Celsius in the format, TsnT'T'T'snT'dT'dT'd where:

T is the group indicator, sn is the sign of the temperature,

T'T'T' is the temperature, and

T'dT'dT'd is the dew point.

The sign of the temperature and dew point shall be coded as 1 if the value is below 0oC and 0 if the value is 0oC or higher. The temperature and dew point shall be reported in tens, units, and tenths of degree Celsius. There shall be no spaces between the entries. For example, a temperature of 2.6oC and dew point of -1.5oC would be reported in the body of the report as 03/M01 and the TsnT'T'T'snT'dT'dT'd group as T00261015. If dew point is missing, report the temperature; if the temperature is missing, do not report the temperature/dew point group.

6-Hourly Maximum Temperature (1snTx TxTx). At designated stations, the 6-hourly maximum temperature group shall be coded in the format, 1snTx TxTx, where:

1 is the group indicator, sn is the sign of the temperature,

TxTxTx is the maximum temperature in tenths of degrees Celsius using three digits.

The sign of the maximum temperature shall be coded as 1 if the maximum temperature is below 0oC and 0 if the maximum temperature is 0oC or higher. For example, a maximum temperature of -2.1oC would be coded 11021; 14.2oC would be coded 10142.

6-Hourly Minimum Temperature (2snTn TnTn). At designated stations, the 6-hourly minimum temperature group shall be coded in the format, 2snTnTnTn, where:


TnTnTn is the minimum temperature in tenths of degrees Celsius using three digits.

The sign of the minimum temperature shall be coded as 1 if the minimum temperature is below 0oC and 0 if the minimum temperature is 0oC or higher. For example, a minimum temperature of -0.1oC would be coded 21001; 1.2oC would be coded 20012.

24-hour Maximum and Minimum Temperature (4sn TxTxTxsnTn TnTn). At designated stations, the 24-hour maximum temperature and the 24-hour minimum temperature shall be coded in the format, 4snTxTxTxsn TnTnTn, where:


TxTxTx is the maximum 24-hour temperature, and

TnTnTn is the 24-hour minimum temperature.

TxTxTx and TnTnTn shall be coded in tenths of degrees Celsius using three digits. The sign of the maximum or minimum temperature shall be coded as 1 if it is below 0oC and

0 if it is 0oC or higher. For example, a 24-hour maximum temperature of 10oC and a 24hour minimum temperature of -1.5oC would be coded 401001015; a 24-hour maximum temperature of 11.2oC and a 24-hour minimum temperature of 8.4oC would be coded as

401120084.

3-Hourly Pressure Tendency (5appp). At designated stations, the 3-hourly pressure tendency group shall be coded in the format, 5appp, where:

5 is the group indicator, a is the character of pressure change over the past 3 hours and ppp is the amount of barometric change in tenths of hectopascals. See table A-24

If we are about to cross passed the 10DME protected area can we turn left to get back to the LOC after we have already turned outbound on the procedure turn?

Know Service volumes of VORs and the Localizer.

Interview

The hardest part of the interview is the technical portion and it is only hard because one is nervous. For example, a Jepp enroute chart is placed in front of a nervous applicant and asked to identify the chart. The nervous applicant replies "low enroute" without hestitation. Turns out it was a high enroute. I finally discovered this after a brief search for a jet route. Point being, try to stay calm and take your time before blurting out a answer..like me. Beech 1900 lands and reports braking is nil, 172 lands and reports braking as fair, are you going to land? Old captain flys below DA, says he does it all the time, what are you going to do? (hint: remember the CVR, use it) Drunk captain? Also,

Read a Metar, TAF, & PIREP. Brief an approach, finger fly an approach. Describe a system on your most complex aircraft. Know VMC factors. I wasn't asked but know how to determine VDP and how to determine distance and rate of descent. Know something about Mesa for the HR interview such as Mesa was regional of the year for 2005. They are looking for a positive personality. They could teach a monkey to fly but who wants to fly with a monkey?

For the tech interview, know the systems of all aircraft you are current in. I studied up on the twins I have flown and got questioned about the singles. The interviewers are very layed back. I was told to prep the Medford Oregon (I think it was the ILS RWY 14) approach. Since I'm posting it they probably won't use it but the point is, KNOW YOUR

JEPPS. This approach had different mins for each catagory. Both takeoff and landing.

Know lost comm proceedures. Study feeder routes, they are not always drawn for you.

Most of all take your time and work your way through it. I got a few questions on enroute charts. Study all the diagrams. They stumped me on a few easy things like MOCA. The

HR interview was interesting. Be yourself and answer all questions honestly and you will be fine. If you try to BS the cheif pilot he will call you on it. Think about why you want to be a Mesa pilot, why you got into aviation, why mesa should hire you.

When all questions are answered you will be dismissed to the lobby to be called in for the

2 on 1 interviews. We had 11 in our group and were done with the interviews by 1230.

They will have you read a TAF and METAR be able to explain EVERYTHING on it incuding precip amounts and degrees to the tenth of a degree. Do we need an alternate at the time of arrival according to the TAF? Brief an approach, finger fly the approach, can we continue with the approach if vis is called below mins on the procedure turn, what about inside the FAF? If we are about to cross passed the 10DME protected area can we turn left to get back to the LOC after we have already turned outbound on the procedure turn? What do we need to descend below mins? Various questions on Jepp charts...Why

Mesa...some situational questions... Study the ATP, Study the ledgend on the Jepp stuff,

Study the METAR and TAF code. The interview is very relaxed, the pilots do their best to make you be yourself, you are there and obviously meet the requirements.

Know Service volumes of VORs and the Localizer. Know what makes a leader and when you were a leader. Also asked what procedure to follow on an instrument day if you must go around after you are on the runway!

Turbine pilots listen up. Know your aircraft systems well. Most of the interview is based on systems and Jeppesen approach charts.

Lots of Jepp questions on approach plates and enroute charts. Didnt really decode a

Metar or TAF, but was asked if I needed an alternate just by looking at a TAF. Aksed me what is definition of ceiling? (Broken or worse) Asked a couple questions about Cessna

340 that I fly. Know your procedures for flying a full approach as if you have no radar coverage. After the 2 on 1 everyone waited around to do an exit interview with the head of CRJ training. A couple more Jepp questions, why Mesa? etc. Around 3pm they called some of us back in the room to let us know we were hired and the others were sent home.

The people interviewing were pilots from the airline. The asked a lot of questions on Jepp charts and en route charts. They asked some HR questions and some technical questions about your airplane that you fly in. They asked about Vmc , the factors(FAR 23),and why the engine is critical. Asked me to brief an approach to Des Moine Iowa. Read a metar, taf, and pirep. I would suggest getting familiar with High Altitude enroute charts. They asked about the 123 rule for an alt. Did I need an alt at the airport. They asked some questions about the Captain landing passed the Touchdown zone what do you do. Also how to calculate a descent rate and miles from the airport at altitude. Read previous gouge and you'll be ok. After that we did a one on one interview with one of the Chief

Pilots and did some paperwork after that. All 6 of us were hired.

After the ATP we waited in the lobby for everyone to finish and for them to grade the exam. Chris then gave a presentation about the company and a few different pilots spoke about their experience with Mesa. They told us they are hiring into all planes. Everyone there was very friendly and answered everyone's questions. We were then given individual interviews based upon the order in which we signed in. I suggest arriving early. The pilot who interviewed me was a very nice guy and made me feel relaxed. He started out by asking me how I became interested in aviation and then got right into technical questions. He asked me to explain one of the systems on the Seminole that I have been flying. I would suggest going into great detail of whichever system you pick.

Then he asked what is Vmc, know how to explain critical engine and what factors raise or lower Vmc, how to interperet a METAR and a TAF. I would suggest reading up in the remarks section on the METAR and check out this website:

http://www.met.tamu.edu/class/METAR/quick-metar.html He asked me if I needed to file an alternate airport, remember the 1,2,3 rule. Then he pulled out the VOR-A approach into Durango, know what VOR-A means (Circle-to-Land only). I had to finger fly the approach - know your Jeppesen Approach Plates very well. I would suggest studying the introduction section thoroughly. He then took out a Low Enroute Chart and asked me about all the symbols. Very basic stuff, study all the symbols and you will do fine. He pulled out a High Altitude Chart and asked just a few questions. He then gave me a scenario:You are flying at FL 350, you need to decend to 12000 and you are traveling at

7 miles per minute. When should you start your decent and what will be your decent rate be?(The Rule of Three's - ex: 35000-12000=23000. 23000/1000=23. 23x3=69. start your decent 69 miles out. GS=7x60=420 kts. 420/2=210 add a zero to 210 to get 2100 therefore it will dictate a 2100 FPM decent rate.)

Chris Bender is the new pilot recruiter very pleasant, she gave the rundown on the history of Mesa, stated that a ground school would be held on July 6th, actually everyone who was present on Jun 22 (25 interviewees) were offered a July 6th ground school date. After that the pilots who were conducting the interviews introduced themselves. Some HR questions, questions on the Jepp approach plate, brief the approach, fingerfly it. Read a

METAR, Read a TAF, do we need an alternate. Explain what things mean on the low and high enroute charts. CRJ system questions, fuel, engine, hydraulic systems.

Then came the personal interviews..gave us times based on the way we signed in. Very relaxed atmosphere. Weather questions on Metar and TAF (remarks), alternate. Brief approach plate…the plate was pretty easy, however, I had never heard of the clearance they gave me. Here it is. Cross the vor at 6000, once established, cleared the approach.

The VOR was the beginning of a feeder route. In this case, with this clearance, you would go ahead and descend to the published altitude on the feeder route. When can you descend from DA or MDA. Low enroute chart. Takeoff mins. And alternate. HR questions. Systems questions on Most current aircraft.

Karen then gave a presentation about the company, and a few different pilots spoke about their experiences with Mesa. After this we were given individual interviews and this was based off of when you signed in at the beginning. My interview lasted less than 30 minutes. Interviews were 2 pilots or 1 pilot and the pilot recruiter to each candidate. The pilots made me feel very relaxed and were really nice guys. They asked me how I got interested in aviation, why I chose the college I attended, what type of aircraft I trained in. Made me interperet 2 METAR's and one TAF. Know how to interpret the remarks section. Asked me if I needed an alternate airport if I were arriving at this airport with the current conditions, and how you know which airports you can use for an alternate (back of the approach plate). They moved on to an ILS approach into Durango. I had to finger fly the approach, and they asked a lot of questions about the symbols, MSA, what is the

FAF for an ILS, when can you commence the approach if wx goes below mins. They then took out a Low Enroute chart and made me interperet a lot of symbols. What does

MEA guarantee, how much variation can a Dual VOR system check have. I was asked which a/c I felt most comfortable on (CRJ) and they asked me one question about the

CRJ. What is Vturb speed?

V Then we were interviewed by 2 pilots – 5 at a time in the same conference room. The two that I hade were very nice and down to earth. They really made me feel at ease. They pulled out a metar do we need an alternate?/High altitude enroute chart – asked what the x was between routes and also the MEA signal gap symbol and the MORA – difference between the magenta and the green?/ Then the low altitude enroute charts –

MEA/MOCA/Prohibited and MOA’s – and a bunch of other little things..just study the

Jepp legend and you should be fine. Then finger fly an approach..what mins do you use with the ILS vs the LOC/ MSA – what does it give you?/calculate a VDP?/ stages of a TS

– most hazardous stage – why?/ TS avoidance above and around?/ then for HR –I gave a brief Bio/why should Mesa hire me?/captain wants to go below mins what would you do?

That was it, they are only hiring for a pool and will not be having any classes until May or June.

How was your training experience in school? What are you doing now? What did you do in the Military? Instrument Questions: Medford ILS 14, no brief needed, finger fly from

VOR, cleared for approach at 7,000’. This one is tricky, there is a feeder route from the

OED VOR to the Holding Pattern, Not depicted, but written under the VOR frequency.

Makes it a Parallel entry into the hold. Tower calls minimums before FAF can you continue? What about after FAF? ALSF in sight how low can you go? What is needed to land? What if tower clears another aircraft to Taxi and calls ¼ mile vis. When you are

100’ off the ground? You can still land if you can see forward 1.5 miles (cat. D mins) called Flight Visibility. After landing, can we now takeoff with ¼ mile visibility? Yes, only ¼ needed according to back of plate. What is needed to takeoff? TO alternate. What procedure followed to takeoff? Obstacle departure, climb in Hold. What are holding speeds? While climbing in hold a pax is having a heart attack what do we do? Still below landing mins. We cannot fly approach unless weather gets better, head to alternate. Ok here is the Sunns 5 arrival, we are coming in from Mexico in Dash 8 and told to cross

Dunnk at turboprop crossing from 22,000’ to 10,000’ when to start descent. 36miles Our groundspeed is 400kts what is VSI to get down? 2000 fpm LOW ALT chart – Distance between VOR on airway, MEA, MOCO, MORA, why different colors? What does red signify? (O2 requirements). Diff. between blue and green airports. Read entire airport specs. Weather: Read Metar Read TAF Is alternate required at 2100Z? What is most dangerous stage of Thunderstorm? CRJ: Flap Speeds TO Weight Max Ramp Weight

What happens to hydraulics if #1 engine is lost? Pump 2b is shed because IDG 1 is lost.

Pump 1b will need to be turned on. You have severe engine damage, how can you tell vs. a spooldown? N1, N2 rotation. EPC for severe engine Damage in flight. That’s all, any questions??

PERSONAL 2 on 1 INTERVIEW: I was in the second group of 3 to get interviewed.

There were 3 groups of two pilots conducting the interviews. I had a Dash 8 Captain and a CRJ first officer. They were both nice guys but didn't smile much and kept a very serious looking demeanor to see how you handle stress. The best peace of advice is probably on every gouge but be yourself, relax and answer their questions the best you can. If you don't know, don't try to BS, just say you don't know but you can find out.

Honesty is a great virtue that's highly desired. Technical question: Weather reading,

METARs and TAFs. Was very straight forward. I recommend visiting www.met.tamu.edu/class/METAR/metar-pg13-rmk.html for all those obscure things in the remarks section. It helped me a lot. Know them well. How does the electrical system on the most complex twin you flown operate (components, basic operation, don't worry about obscure details). Des Moines ILS 5 approach plate, brief the approach, finger fly, know transition routes feeders, FAF on ILS is interception of glideslope, know the difference between a radial defining an intersection and a radial defining a feeder. What's

MSA used for and how much clearance does it give you above obstacles (1000ft

ANYWHERE mountains or not). Highest point on the chart. How far below the DH can you go if you see the ALS? 100ft. What do you have to have to land? 91.175(c). Human

Resources Questions: WWYD if you went out with the crew the night before and your one of your flight attendants comes knocking on your door that night crying saying the captain approached her sexually? Talk to her a capt. seperately and evaluate the situation.

Treat it very seriously and contact upper management for damage control and other arrangements if the problem cannot be resolved. WWYD if you see something on the runway that shouldn't be there like a coyote or a person, etc. the wx is low and you see the object as you're crossing the threshold? Why Mesa? Why should Mesa hire you?

Steve Brown - Discusses life as an Mesa employee, pay (first year Jet - $2057 / month and Prop - $1850 / month), benefits and future of the airline. Encourages and answers any questions. Mesa is loosing 40ish pilots a month to other airlines, Interviewing 35ish a month. Capt upgrade = CRJ / ERJ - 4.5 years. Slight slow down in hiring due to 60, 1900 pilots out of Florida being displaced due to closing that down. Interview times given out.

1 on 1 interviews Do you have any other applications in anywhere else? If so do you plan on staying with Mesa? Hardest thing about being an instructor? Easiest thing about being an instructor? Ever had students leave before getting their license? How did you deal with any students that just couldn’t get it? Speeding tickets - explain. Miami METAR - P0000,

60002, 70004, 10276, 20238, 58033 - they were all there. Miami TAF - Need an alternate? Requirements for an alternate? Reno Nev (ILS Rwy 16R) - Brief, how far out is the DA from the end of the rwy? (wanted a VDP calculation - 1100/300 = 3.6nm out).

What happens if a rain storm is between you and the rwy, obscuring the rwy? Captain continues below DA as he has done this approach a thousand times and wants to get to the hotel? Airport diagram (different airport) - Takeoff mins, (Adequate Vis Ref, STD,

Other). How do I know if I can make the departure climb rate? What is an AVASI-L?

Rwy length? Blythe Four Arrival (Phoenix STAR) - @ 31000ft, 450kts, 2000ft/min descent. Cross PAYNT at 11000ft. When should I start descent? 31000 - 11000 = 20000 /

2000 = 10 minutes. 450kts / 60 = 7.5 miles a minute 10 x 7.5 = 75 nm out. 25 nm from

Blythe VOR Speeds in Delta, Charlie, Bravo. Why should Mesa hire you? Any questions for me?

1 on 1 interviews were next and took approx. 30 min. Asked about background, why you like flying, about college, asked what goals were, asked about emergencies and then was asked to read Metar/Taf and judge if you would need an alternate, brief an ILS, a few ?'s on DH and what you should do if wx goes below minimums before and after FAF. Asked if I had any ?'s and that was it. Very laid back, extremely nice people.

After that one of the Chief Pilots gave some info about company. Current bases

PHX,DEN,GJT,IAD,PHL,BNA,CLT. Jr bases IAD and PHL. Hiring for the C/ERJ and possibly Dash8. Q&A session followed. Real relaxed atmosphere. After that Karen assigned each person interview time. Interview is 2 on 1 held in a big room with 3 interview sessions at the same time. 30-45 minutes. Be able to read a TAF and Metar, including all the codes in the RMK section. Given a time do you need an alternate? Brief and approach, followed by WWYD if CA goes below mins? WWYD if WX goes below min before and after FAF? How would you fly the missed? When was this approach plate updated and what was changed? 2 system questions on Landing Gear of current airplane.

What is MSA and what does it do? Low and High alt enroute charts. COP's, MEA's, Grid

MORA's. Be up to speed on Low AND Hi Alt charts (jepp). Descent scenario: Cross a certain fix at certain alt how would you set up for it? Alt to loose div by 1000 x 3 =

DME. GS div by 2 add 0 to result = FPM are some good numbers to have for that.

Day started at approximately 8:00 AM. Sign in and turn in log books (be sure you tag pages with check rides etc. per instructions). Taken to meeting room where a brief explaination of the interview procedure is given. Next, ATP is given. There is a one hour time limit but no one took more than 45 minutes to complete. Our group began with 14 candidates, one left after the ATP written. Four sets of interviewers, two per set. After written Karen gave an overview of the company. Things such as benefits, pay, etc. Then the Chief pilot from from Denver spoke concerning bases, senority and aircraft assignment etc. Possibility of furloughs given the United and USAair situations were also mentioned. Next, Karen gave each person a time for their interviews. Four interviews were conducted at a time and forty five minutes were alloted. Those with the furthest to go were interviewed first.

How do you think you did on the ATP written? Tell me about your poor driving record

(speeding tickets)? ANSWER HONESTLY, no excuses, show a lesson you learned from it, and how you have changed. What is your backround? What twin are you most comfortable in? What type of engine does it have? What is Vmc speed for you airplane?

Stall speed? Tell me about the electrical system? Approach plates.....Finger fly this approach, What is a transition route? How do you know you are within 10 NM on procedure turn (PT)? If turning outbound on PT and DME indicates 9.6 what do you do?

What do you need to go below mins? What if visibility goes below mins inside FAF and outside(121 regs)? If you lose your glideslope and begin the missed early how do you execute it? What kind of hold entry on the missed? What kind of lights does the runway have? Can this airport be used as an alternate? I watched all of the Jeppesen "Flight

Time" videos over and over and over again till I had them memorized, this helped me out a great deal. Read a TAF....METAR...Do you need an alternate? You are leaving Phoenix at 1600 local for a 2 hour flight to Houston, reading the TAF do you need an alternate?

Remember local to zulu time. Someone in the earlier gouse suggested a link for TAFS and METARS that was a little too helpful, I never thought i could know what every single fricking code at the end of a METAR would mean, but now I do, well i probably forgot some of it already.... One of the pilots then said, "Well thats all the questions I have" and asked the other pilot if he had any questions, he said no.

My interview was tell me about your self, tell me about your aircraft, brief this approcah, and finger fly the enroute chart. I would study the ATP like on the gouge of 2004-02-25 , the the legend of the Jepeson plates. They were all friendly and made the experience comfortable. I would sit as close to the front of the room on for the test because that is how they assigned interviews. I would also know closing stock price, founder of company, current CEO, chief pilot's names, # of aircraft and various other company gouge. They gave away some free stuff if you knew it. Good luck.

Date of interview: September 07, 2005

Date interview was submitted: September 14, 2005

Were you hired as a result of this interview? waiting to hear

Total flight time: 1414

PIC flight time: 1305

PIC TURBINE flight time: 0

Instrument flight time: 199

Total multi engine flight time: 147

Did someone walk in your application/ resume? no

How many letters of recommendation did you bring? 0

Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no

Did you complete the ATP written? no

Are you an FE? no

Did you complete the FE written? no

How long after you sent your resume were you called? 2 weeks

Do you have a college degree? no

Do you have a military background? no

What is your current job? other

What is your age? 43

What aircraft were you assigned? N/A

If you were hired what is your training date?

Interview experience:

Mesa will let an applicant know within two weeks of interview if you have the job or not.

It's been one week today for me and I have not heard anything yet. Regardless, the interview process is the easiest of any regional airline and the most straight forward. The folks at Mesa are very nice and they truly want to hire you. I've been to two other interviews where they play mind games so this was a refreshing change. With that being said, the interview is just as stated in previous gouges. You show up at 8:00a and sign in, hand over $50. and take a 50 question ATP based test. I had test "C", samples: how many megaphones and where? how many flight attendants for 149 seats with 70 passengers?,

30kt headwind how much total wind shear? CATII minimums without required approaches? I can't remember any more but I did have two refer to figure questions, the

9-27 runway with "iron" shaped airplanes at various positions and the two VOR figure one with a 5 deg. deflection on the right (I think)and 4 deg. deflection on the left. How much to center needle, which radial are you on now? All questions are straight from the book, no tricks here. The hardest part of the interview is the technical portion and it is only hard because one is nervous. For example, a Jepp enroute chart is placed in front of a nervous applicant and asked to identify the chart. The nervous applicant replies "low enroute" without hestitation. Turns out it was a high enroute. I finally discovered this after a brief search for a jet route. Point being, try to stay calm and take your time before blurting out a answer..like me. Beech 1900 lands and reports braking is nil, 172 lands and reports braking as fair, are you going to land? Old captain flys below DA, says he does it all the time, what are you going to do? (hint: remember the CVR, use it) Drunk captain?

Also, Read a Metar, TAF, & PIREP. Brief an approach, finger fly an approach. Describe a system on your most complex aircraft. Know VMC factors. I wasn't asked but know how to determine VDP and how to determine distance and rate of descent. Know something about Mesa for the HR interview such as Mesa was regional of the year for

2005. They are looking for a positive personality. They could teach a monkey to fly but who wants to fly with a monkey? Mesa is hiring for all airplanes, CRJ/ERJ/Dash-8/Beech

1900. You won't know which one you get until your first day in ground school but, if you go to Which-it-taw you got the Beech, no question about it. Ground school is six weeks for the jet and three weeks for the 1900. The first year pay at any regional is low, $1055. take home per month at Mesa but after the first year you can rock and roll. And lastly, the interview day is long, 30 hrs for me. The Crowne Plaza doesn't really have a restraunt.

Take some snack food in your luggage. Good Luck.

Advertise your business here!

Contact us via email if you are interested! webmaster@aviationinterviews.com

Date of interview: August 17, 2005

Date interview was submitted: August 28, 2005

Were you hired as a result of this interview? yes






Did someone walk in your application/ resume? yes


Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no



Do you have a college degree? 4 year

Do you have a military background? yes

What is your current job? cfi


What aircraft were you assigned? Undetermined

If you were hired what is your training date? September 06, 2005


Thank you to all of you who submitted gouges and who make this website work. It has helped me to be able to focus on things instread of just studying random subjects. Now for the Mesa stuff. Study all of the chapters in the ATP Gleim the person from July 11th mentioned. I got questions about Flag over uninhabited terrain, survival gear, and flag turboprop, so don't just gloss over those type of questions. No refer to diagram questions.

For the tech interview, know the systems of all aircraft you are current in. I studied up on the twins I have flown and got questioned about the singles. The interviewers are very layed back. I was told to prep the Medford Oregon (I think it was the ILS RWY 14) approach. Since I'm posting it they probably won't use it but the point is, KNOW YOUR

JEPPS. This approach had different mins for each catagory. Both takeoff and landing.

Know lost comm proceedures. Study feeder routes, they are not always drawn for you.

Most of all take your time and work your way through it. I got a few questions on enroute

charts. Study all the diagrams. They stumped me on a few easy things like MOCA. The

HR interview was interesting. Be yourself and answer all questions honestly and you will be fine. If you try to BS the cheif pilot he will call you on it. Think about why you want to be a Mesa pilot, why you got into aviation, why mesa should hire you. Good luck, study hard, its only preparation for what's to come.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no






What is your age? 0

What aircraft were you assigned? Beech 1900

If you were hired what is your training date? August 15, 2005


Arrived at 0830, signed in, and waited for all applicants to arrive. We sat down and were given the ATP test 50 questions very straight forward. Just study the chapters that have been previously posed...no figures questions. I believe that you are given like an hour or so to complete it, you should be done with it in like 30 min or less. No one in my

interview class failed the ATP written. You wait out in the lobby until everyone is done if you pass then you continue with the interview, they will give a little presentation on the status of the airline and what to expect. They will then open the floor for questions...they are hiring into all aircraft. When all questions are answered you will be dismissed to the lobby to be called in for the 2 on 1 interviews. We had 11 in our group and were done with the interviews by 1230. They will have you read a TAF and METAR be able to explain EVERYTHING on it incuding precip amounts and degrees to the tenth of a degree. Do we need an alternate at the time of arrival according to the TAF? Brief an approach, finger fly the approach, can we continue with the approach if vis is called below mins on the procedure turn, what about inside the FAF? If we are about to cross passed the 10DME protected area can we turn left to get back to the LOC after we have already turned outbound on the procedure turn? What do we need to descend below mins? Various questions on Jepp charts...Why Mesa...some situational questions... Study the ATP, Study the ledgend on the Jepp stuff, Study the METAR and TAF code. The interview is very relaxed, the pilots do their best to make you be yourself, you are there and obviously meet the requirements. They really want to see you succeed and are not out there to bust you. They want to see if they can get along with you on a trip and are of good character. Looks to be a Great Airline...no you are not the highest paid, but if you got into this for the money then you got into it for the wrong reasons...you will fly and from what I hear ALOT which is what I want anyways!!!! To the other apps...hope to see you in ground school. Awsome people too who did the interviewing!! Thanks again!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no

Did you complete the ATP written? yes

Are you an FE? no







What aircraft were you assigned? B-1900


Interview experience:

Interview is exactly as stated in the previous gouge. Very straight forward qeustions.

Make sure you study hard for the ATP because you need an 80 to pass into the interview phase, and not just a 70 like other companies, so that could catch you.

Know Service volumes of VORs and the Localizer. Know what makes a leader and when you were a leader. Also asked what procedure to follow on an instrument day if you must go around after you are on the runway! Good luck to all those that interviewed, and I hope to see you all in ICT the Beech will be quite the experience!

If nothing else I can tell that we are going to work with a great pilot group which can make the difference.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no



Do you have a college degree? other




What aircraft were you assigned? CRJ,ERJ,Dash 8, B-1900



What a great company. Dont listen to those disgruntled UAL AA Ect Pilots complain about the industry. Mesa Pilots have the attitude humor and respect of others all airlines should. Thank you so much to all the Mesa Pilots conducting interviews. Interview is simple if you study. Interview is in Crown Plaza hotel so I suggest you stay there and pay the extra 20 bucks for an executive suite. You get free breakfast and Drinks in the evening. STUDY STUDY STUDY STUDY STUDY STUDY STUDY......ATP wirtten is a must. They Have 3-4 different versions so no you wont be able to look at the persons next to you! HEHE. Use gleim cd and study all chapters dont just study the easy ones on weather airspace ect. Lots of questions regarding supplemental and flag carriers. Refer to Figure questions, I even got a question on an RNAV approach plate!! Who the F:c! flies RNAV approaches!! Turbine pilots listen up. Know your aircraft systems well. Most of the interview is based on systems and Jeppesen approach charts. Very little HR. First step is take the written, then personal interview, then interview with Cheif Pilot to get his final approval, and finally a P test. If you take the P test, your hired. They gave us all class date options and told us right there were hired. 16 of 19 hired 2 failed atp, 1-2 failed interview. They need pilots now, and most are going to Jets. These pilots are truly the most respectful and enthusiastic in the industry despite their consant ridicule and bashing from the other operators. The interviewing pilots and HR people just hammer on UAL AA and even some of the regionals about how silly and unethical their intimidating and nerve racking interviews are. Still you need to know your S#>T! But be ready for a lot of waiting in the Lobby. I had a 7 hour Day. They want you relaxed SO

RELAX!!. They even you take off you jacket in the interview! I am so happy to be a part of a team like Mesa. Cant say it enough ATP ATP ATP ATP ATP......Study it and come get a job with Mesa!!!!!!



Date of interview: July 27, 2005

Date interview was submitted: July 28, 2005









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no





What is your current job? 135


What aircraft were you assigned? pool (CRJ,ERJ,Dash8)



Previous couple of gouges are right on! Morning starts out with you signing in and giving up your 50 bucks. Then into a room (at the hotel) to do the 50 question ATP written. Just study the ATP written Gleim CD and you'll do fine. (need 80% to pass) Nobody failed the exam. Then the 2 on 1 started with a CRJ Capt. and FO. Lots of Jepp questions on approach plates and enroute charts. Didnt really decode a Metar or TAF, but was asked if I needed an alternate just by looking at a TAF. Aksed me what is definition of ceiling? (Broken or worse) Asked a couple questions about Cessna 340 that I fly.

Know your procedures for flying a full approach as if you have no radar coverage.

After the 2 on 1 everyone waited around to do an exit interview with the head of

CRJ training. A couple more Jepp questions, why Mesa? etc. Around 3pm they called some of us back in the room to let us know we were hired and the others were sent home.

What a great bunch of pilots that were interviewing that day!! Good luck to everyone!! We all need it! Mesa did a good job with the interview process. I had peed in a cup by 330pm and was headed home with a start date of Aug. 8th. Hope this helps!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? waiting to hear



We started the interview at 8:30 am and went right into the ATP written, be very prepared for this anything is fair game. There were no part 135 questions or aircraft questions. There were 6 of us and we all passed through the written. 80% is the minimum which equates to 10 questions.

After the written we were called in individually to a table in the conference room for a two on one interview. The people interviewing were pilots from the airline. The asked a lot of questions on Jepp charts and en route charts. They asked some HR questions and some technical questions about your airplane that you fly in. They asked about Vmc , the factors(FAR 23),and why the engine is critical. Asked me to brief an approach to

Des Moine Iowa. Read a metar, taf, and pirep. I would suggest getting familiar with

High Altitude enroute charts. They asked about the 123 rule for an alt. Did I need an alt at the airport. They asked some questions about the Captain landing passed the Touchdown zone what do you do. Also how to calculate a descent rate and miles

from the airport at altitude. Read previous gouge and you'll be ok. After that we did a one on one interview with one of the Chief Pilots and did some paperwork after that. All 6 of us were hired.

We then did our Drug testing on the spot. Good luck to everyone! Mesa is a great company and I look forward to working for them.





Were you hired as a result of this interview? no








Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










The ATP test is hard if you are used to flying 121 operations. Lots of obscure questions you wouldn't normally think of being in the interview. Stuff you haven't thought about since you got your instrument rating. They charge a $50 app fee that we were never told about. 12 of us started out and 6 didn't pass the exam and we were sent home early. Study everything for the test it is one of the more difficult ones I have taken. Good Luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










1st off, the application was turned in to Mesa late Feb and I recieved a call 1 week before this interview informing me that I had been granted an interview. I\'ve already been hired by another 121 outfit but thought I would go to the interview as it was a free trip to

Phoenix and gave me the chance to see family and hit the links. That\'s all I got out of it.

Street applicants, expect to get hit with a $50 application fee. Where this money goes in anyones question and it\'s amazing to see that Mesa is the only regional I know of that charges for it. 8:30 AM, they take your paperwork and logs, while you hit the ATP test.

80% to pass or go home. Then they give you a company brief \"Mesa is in good shape, we are hiring, US Air won't effect us and Delta is on the way to save us....yadda yadda

yadda.../" You get the interview based on when you sign in. Typical regional interview, skim your log, ask some tech questions about aircraft, why you like flying, why MESA

(hmmm...) etc....I told them I had a job at Skywest and am waiting to hear back from

UPS, they seemed offended but hey. Ask some HR questions as well, some \"what if captain\" questions, I told them the truth as I saw it. The FO thought I was being cocky, but I told him what I really thought about some things. Don\'t be afraid to tell them what you really think, even though some of the FO\'s are really low time and basically PFT pilots from the MAPD program, they seem to have drank the Mesa kool-aid and really believe what JO has fed them. Overall, I was not impressed by the type of operation.

Mesa isn\'t regarded as an industry leader and has rightly earned it\'s reputation as the bottom of the regional carriers. Low pay, TERRIBLE quality of life, management that doesn\'t look out for pilots and they thrive because of the undending pipeline of MAPD students who will whore themselves for a job.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Unknown



Started out with a fifty question ATP. I would recommend studying chapters, 1, 2, 3,

5, 6, 8, 9, 14, 15, 16, and 17. The only figures on the test I took had figure 126, figure

100, and legend 38.

After the ATP we waited in the lobby for everyone to finish and for them to grade the exam. Chris then gave a presentation about the company and a few different pilots spoke about their experience with Mesa. They told us they are hiring into all planes. Everyone there was very friendly and answered everyone's questions. We were then given individual interviews based upon the order in which we signed in. I suggest arriving early. The pilot who interviewed me was a very nice guy and made me feel relaxed. He started out by asking me how I became interested in aviation and then got right into technical questions. He asked me to explain one of the systems on the Seminole that I have been flying. I would suggest going into great detail of whichever system you pick. Then he asked what is Vmc, know how to explain critical engine and what factors raise or lower Vmc, how to interperet a

METAR and a TAF. I would suggest reading up in the remarks section on the

METAR and check out this website: http://www.met.tamu.edu/class/METAR/quickmetar.html He asked me if I needed to file an alternate airport, remember the 1,2,3 rule. Then he pulled out the VOR-A approach into Durango, know what VOR-A means (Circle-to-Land only). I had to finger fly the approach - know your Jeppesen

Approach Plates very well. I would suggest studying the introduction section thoroughly. He then took out a Low Enroute Chart and asked me about all the symbols. Very basic stuff, study all the symbols and you will do fine. He pulled out a

High Altitude Chart and asked just a few questions. He then gave me a scenario:You are flying at FL 350, you need to decend to 12000 and you are traveling at 7 miles per minute. When should you start your decent and what will be your decent rate be?(The Rule of Three's - ex: 35000-12000=23000. 23000/1000=23.

23x3=69. start your decent 69 miles out. GS=7x60=420 kts. 420/2=210 add a zero to

210 to get 2100 therefore it will dictate a 2100 FPM decent rate.) The only HR questions I was asked was: You think the Captain may have been drinking alcohol before your shift, what do you do? What would you do if the Captain decends below DH with nothing in sight? He asked me if I had any questions for him. If you go in prepaired and relaxed (as much as possible)you will do fine. I hope this helps. Good Luck.



Date of interview: June 22, 2005










Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? CRJ

If you were hired what is your training date? July 06, 2005


Interview experience same as the others. 50-questions ATP Test. anything is testable, 4 questions from Part 135. No one failed. Chris Bender is the new pilot recruiter very pleasant, she gave the rundown on the history of Mesa, stated that a ground school would be held on July 6th, actually everyone who was present on Jun 22 (25 interviewees) were offered a July 6th ground school date. After that the pilots who were conducting the interviews introduced themselves. Some HR questions, questions on the Jepp approach plate, brief the approach, fingerfly it. Read a

METAR, Read a TAF, do we need an alternate. Explain what things mean on the low and high enroute charts. CRJ system questions, fuel, engine, hydraulic systems.

Overall a very positive experience. Everyone genuinely wanted everyone to succeed.



Date of interview: February 09, 2005

Date interview was submitted: February 10, 2005









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?

Did you complete the ATP written?

Are you an FE?

Did you complete the FE written?




What is your current job? CFI


What aircraft were you assigned? don't know

If you were hired what is your training date? June 01, 2005


8:30 AM we met and signed in and gave our documents to them. Then had a briefing on the company..Q and A. Then took a 50 question ATP…weather, regs, fuel requirements for alternates (a lot of those), hsi questions. 80% or better on this test or you don’t continue. 3 people got sent home early. Then came the personal interviews..gave us times based on the way we signed in. Very relaxed atmosphere. Weather questions on Metar and TAF (remarks), alternate. Brief approach plate…the plate was pretty easy, however, I had never heard of the clearance they gave me. Here it is. Cross the vor at 6000, once established, cleared the approach. The VOR was the beginning of a feeder route. In this case, with this clearance, you would go ahead and descend to the published altitude on the feeder route. When can you descend from DA or MDA.

Low enroute chart. Takeoff mins. And alternate. HR questions. Systems questions on Most current aircraft.

Good experience, relax, take a breath before answering all the questions. Karen said that if hired we would not start ground school until May, probably

June b/c of displace 1900 pilots getting retrained. Hope this helped. God Bless.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Started out with a 50 question ATP (one of the toughest ATP's I've taken). A lot of questions about alternate fuel for Flag, Supplemental, and Commercial operations.

The only diagrams they had were from Ch. 9 and were the HSI diagrams. There were about 5-7 weather questions. I would really concentate on studying the 121 operations and weather chapters of the ATP. After the ATP, we waited in the lobby for everyone to finish and for them to grade the exam. I think there were 3 people who did not pass the ATP (80% or better) and were sent home.

Karen then gave a presentation about the company, and a few different pilots spoke about their experiences with Mesa. After this we were given individual interviews and this was based off of when you signed in at the beginning. My interview lasted less than 30 minutes. Interviews were 2 pilots or 1 pilot and the pilot recruiter to each candidate.

The pilots made me feel very relaxed and were really nice guys. They asked me how

I got interested in aviation, why I chose the college I attended, what type of aircraft I trained in. Made me interperet 2 METAR's and one TAF. Know how to interpret

the remarks section. Asked me if I needed an alternate airport if I were arriving at this airport with the current conditions, and how you know which airports you can use for an alternate (back of the approach plate). They moved on to an ILS approach into Durango. I had to finger fly the approach, and they asked a lot of questions about the symbols, MSA, what is the FAF for an ILS, when can you commence the approach if wx goes below mins. They then took out a Low Enroute chart and made me interperet a lot of symbols. What does MEA guarantee, how much variation can a Dual VOR system check have. I was asked which a/c I felt most comfortable on (CRJ) and they asked me one question about the CRJ. What is

Vturb speed?

After this they asked me if I had any questions for them, and that was it. I didn't get any HR questions, or multi-engine aerodynamics. The interview was a lot easier than I thought it was going to be. Just relax and you should do fine.













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? n/a

If you were hired what is your training date? February 26, 2005


I stayed at the Days Inn because the Crown Plaza was booked but I just asked the van driver in the morning to drop me off and it was no problem, very close by. We started with the written test. They have definitely changed it since the previous gouges. All the fuel requirement stuff for domestic/flag/commercial and recip. Both of the H S I figures were on the test as well. I would pretty much say at this point the entire book is fair game with Mesa.

Then we were interviewed by 2 pilots – 5 at a time in the same conference room. The two that I hade were very nice and down to earth. They really made me feel at ease. They pulled out a metar do we need an alternate?/High altitude enroute chart – asked what the x was between routes and also the MEA signal gap symbol and the MORA – difference between the magenta and the green?/

Then the low altitude enroute charts – MEA/MOCA/Prohibited and MOA’s – and a bunch of other little things..just study the Jepp legend and you should be fine. Then finger fly an approach..what mins do you use with the ILS vs the LOC/ MSA – what does it give you?/calculate a VDP?/ stages of a TS – most hazardous stage – why?/

TS avoidance above and around?/ then for HR –I gave a brief Bio/why should Mesa hire me?/captain wants to go below mins what would you do? That was it, they are only hiring for a pool and will not be having any classes until May or June.

They said it would be two weeks to a month before I would be notified – letter bad/phone call good. Good luck!



Date of interview: January 12, 2005

Date interview was submitted: January 25, 2005



PIC flight time: 1






Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no








If you were hired what is your training date? May 01, 2005


ATP was first, basic stuff, lots of Weather especially on Jetstream stuff. I recommend knowing this chapter very well. Orientation. Learned that they are currently hiring for a pool right now, no ground school until April or May 05’, due to the loss of the Florida bases, Beech pilots transferring to CRJ’s. Still losing a lot of Pilots to Majors though.

Interviews were scheduled, and lasted about 45 mins each, and were all one on one interviews. Started the interview off with some personal questions: How was your training experience in school? What are you doing now? What did you do in the

Military? Instrument Questions: Medford ILS 14, no brief needed, finger fly from

VOR, cleared for approach at 7,000’. This one is tricky, there is a feeder route from the OED VOR to the Holding Pattern, Not depicted, but written under the VOR frequency. Makes it a Parallel entry into the hold. Tower calls minimums before

FAF can you continue? What about after FAF? ALSF in sight how low can you go?

What is needed to land? What if tower clears another aircraft to Taxi and calls ¼ mile vis. When you are 100’ off the ground? You can still land if you can see forward 1.5 miles (cat. D mins) called Flight Visibility. After landing, can we now takeoff with ¼ mile visibility? Yes, only ¼ needed according to back of plate. What is needed to takeoff? TO alternate. What procedure followed to takeoff? Obstacle departure, climb in Hold. What are holding speeds? While climbing in hold a pax is having a heart attack what do we do? Still below landing mins. We cannot fly approach unless weather gets better, head to alternate. Ok here is the Sunns 5 arrival, we are coming in from Mexico in Dash 8 and told to cross Dunnk at turboprop crossing from 22,000’ to 10,000’ when to start descent. 36miles Our groundspeed is 400kts what is VSI to get down? 2000 fpm LOW ALT chart –

Distance between VOR on airway, MEA, MOCO, MORA, why different colors?

What does red signify? (O2 requirements). Diff. between blue and green airports.

Read entire airport specs. Weather: Read Metar Read TAF Is alternate required at

2100Z? What is most dangerous stage of Thunderstorm? CRJ: Flap Speeds TO

Weight Max Ramp Weight What happens to hydraulics if #1 engine is lost? Pump

2b is shed because IDG 1 is lost. Pump 1b will need to be turned on. You have severe engine damage, how can you tell vs. a spooldown? N1, N2 rotation. EPC for severe engine Damage in flight. That’s all, any questions??

This interview seemed like it went very fast, but I am sure it lasted at least 45 mins, because I was in there longer than anybody.



Date of interview: December 01, 2004

Date interview was submitted: December 13, 2004









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no






What is your age? 0

What aircraft were you assigned? Not

If you were hired what is your training date? January 29, 2004


Some personal data alterred slightly as recommended by other gouges. The interview was accurate to all the other interviews submitted. Filled out the onlineapps.com application and the adendum that's required and got called two days later for an interview the next week . They tell you up front that there's an ATP written (50 questions) and you must get an 80%. There were about 9-10 guys at my interview day and 3 didn't make it through the ATP written (and to my surprise, it was the older applicants who didn't pass). The questions were not the hardest questions in the Gleim either. I was scared they would ask the confusing questions about supplemental/flag/domestic carriers and the things each require for their trips (from

the gleim 121 section). They asked none of those. Most questions were weather, lighting and signage, the HSI graphic holding entry questions (there were at least 6-

8 of those), how far out can you see a tricolor vasi? etc. I studied for a couple days for that and then looked over the gleim again the morning of the interview just to have the questions fresh in my mind. It helped. There were at least 5 questions that I may not have answered correctly without refreshing myself the morning of the interview.

PERSONAL 2 on 1 INTERVIEW: I was in the second group of 3 to get interviewed. There were 3 groups of two pilots conducting the interviews. I had a

Dash 8 Captain and a CRJ first officer. They were both nice guys but didn't smile much and kept a very serious looking demeanor to see how you handle stress. The best peace of advice is probably on every gouge but be yourself, relax and answer their questions the best you can. If you don't know, don't try to BS, just say you don't know but you can find out. Honesty is a great virtue that's highly desired.

Technical question: Weather reading, METARs and TAFs. Was very straight forward. I recommend visiting www.met.tamu.edu/class/METAR/metar-pg13rmk.html for all those obscure things in the remarks section. It helped me a lot.

Know them well. How does the electrical system on the most complex twin you flown operate (components, basic operation, don't worry about obscure details). Des

Moines ILS 5 approach plate, brief the approach, finger fly, know transition routes feeders, FAF on ILS is interception of glideslope, know the difference between a radial defining an intersection and a radial defining a feeder. What's MSA used for and how much clearance does it give you above obstacles (1000ft ANYWHERE mountains or not). Highest point on the chart. How far below the DH can you go if you see the ALS? 100ft. What do you have to have to land? 91.175(c). Human

Resources Questions: WWYD if you went out with the crew the night before and your one of your flight attendants comes knocking on your door that night crying saying the captain approached her sexually? Talk to her a capt. seperately and evaluate the situation. Treat it very seriously and contact upper management for damage control and other arrangements if the problem cannot be resolved. WWYD if you see something on the runway that shouldn't be there like a coyote or a person, etc. the wx is low and you see the object as you're crossing the threshold? Why

Mesa? Why should Mesa hire you?

Overall, very good experience, stay at the Holiday

Inn (now Crown Plaza). They have a $49 rate and it's very nice and the interview is there and very convinient. Karen Kinsella is the HR person and she's very nice. I talked to her a lot while I was waiting to interview. Make sure your logbooks are complete as possible and there's about 4 applications that are similar so be very careful about triple checking your flight time. The computer put some of my numbers in the wrong boxes when I submitted it some how. Another guy at my interview had the same problem. Karen is very understanding and we fixed it no problem. Class starts soon. Pay is competitive, the equipment and routes are interesting and spread out. This is a stable company with 183 aircraft and upgrade times of about 3 years. I look forward to a future with Mesa. Happy

Interviewing.



Date of interview: November 16, 2004










Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Meet at 8.30, Sign in, turn in log books and licenses. Presentation on Mesa Airlines - code share partners, history, aircraft numbers, staffing numbers. ATP 50 questions -

Chap 4, 6, 8, 10, 15, 17 - no calculator needed. lots on wind shear, micro bursts (3 questions on figure 144), trim, servo tabs, no radar contact, aircraft can only operate in, inflatable slides, mega phone locations, cabin emergency lights, emergency exit located in the cockpit, lounge seatbelt worn in what segment of flight, check list must be used in emergency, over water flights, life preserver, duplicate equipment for IFR flight, ground proximity warning system, flight navigator, alt for non safety related activates, takeoff mins, ins navigation, DFW /

IAH, climb rate, notams and FSS, takeoff distances, tpx codes, troposphere, leading edge flaps.

Steve Brown - Discusses life as an Mesa employee, pay (first year Jet -

$2057 / month and Prop - $1850 / month), benefits and future of the airline.

Encourages and answers any questions. Mesa is loosing 40ish pilots a month to

other airlines, Interviewing 35ish a month. Capt upgrade = CRJ / ERJ - 4.5 years.

Slight slow down in hiring due to 60, 1900 pilots out of Florida being displaced due to closing that down. Interview times given out. 1 on 1 interviews Do you have any other applications in anywhere else? If so do you plan on staying with Mesa?

Hardest thing about being an instructor? Easiest thing about being an instructor?

Ever had students leave before getting their license? How did you deal with any students that just couldn’t get it? Speeding tickets - explain. Miami METAR -

P0000, 60002, 70004, 10276, 20238, 58033 - they were all there. Miami TAF - Need an alternate? Requirements for an alternate? Reno Nev (ILS Rwy 16R) - Brief, how far out is the DA from the end of the rwy? (wanted a VDP calculation - 1100/300 =

3.6nm out). What happens if a rain storm is between you and the rwy, obscuring the rwy? Captain continues below DA as he has done this approach a thousand times and wants to get to the hotel? Airport diagram (different airport) - Takeoff mins,

(Adequate Vis Ref, STD, Other). How do I know if I can make the departure climb rate? What is an AVASI-L? Rwy length? Blythe Four Arrival (Phoenix STAR) - @

31000ft, 450kts, 2000ft/min descent. Cross PAYNT at 11000ft. When should I start descent? 31000 - 11000 = 20000 / 2000 = 10 minutes. 450kts / 60 = 7.5 miles a minute

10 x 7.5 = 75 nm out. 25 nm from Blythe VOR Speeds in Delta, Charlie, Bravo. Why should Mesa hire you? Any questions for me?













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Don\'t

If you were hired what is your training date? December 29, 2004


Met with everyone in the interview in the Crown Plaza (Holiday Inn Select) round 8:30.

Karen gave an overview of the company , benefits, financial, where the company is headed and so forth. Then took the ATP written. Usual 121 regs, weather, had IFR charts

(low enroute, AFD ?, basic stuff). They said they were changing them every week. 1 person didn't make it past the written. 1 on 1 interviews were next and took approx. 30 min. Asked about background, why you like flying, about college, asked what goals were, asked about emergencies and then was asked to read Metar/Taf and judge if you would need an alternate, brief an ILS, a few ?'s on DH and what you should do if wx goes below minimums before and after FAF. Asked if I had any ?'s and that was it. Very laid back, extremely nice people.




Date interview was submitted: November 06, 2004









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










15 or 16 interviewed that day in PHX. 3 or 4 from MPD, rest CFI's. Karen gave brief overview of the company and answered some questions . Then 50 question ATP written.

It appears that the written is changed for every interview session. No figures. I studied chapters 2,3,4,6,7,8,9,15,16,17,18 from the Gleim. 80% is needed to move on.

We had 75 min to complete, but most only needed 30-45 minutes. 1 guy didn't make it.

After that one of the Chief Pilots gave some info about company. Current bases

PHX,DEN,GJT,IAD,PHL,BNA,CLT. Jr bases IAD and PHL. Hiring for the C/ERJ and possibly Dash8. Q&A session followed. Real relaxed atmosphere. After that

Karen assigned each person interview time. Interview is 2 on 1 held in a big room with 3 interview sessions at the same time. 30-45 minutes. Be able to read a TAF and

Metar, including all the codes in the RMK section. Given a time do you need an alternate? Brief and approach, followed by WWYD if CA goes below mins? WWYD if WX goes below min before and after FAF? How would you fly the missed? When was this approach plate updated and what was changed? 2 system questions on

Landing Gear of current airplane. What is MSA and what does it do? Low and

High alt enroute charts. COP's, MEA's, Grid MORA's. Be up to speed on Low AND

Hi Alt charts (jepp). Descent scenario: Cross a certain fix at certain alt how would you set up for it? Alt to loose div by 1000 x 3 = DME. GS div by 2 add 0 to result =

FPM are some good numbers to have for that.

Overall great experience and nice guys/gals Get a letter = BAD, Phone call = GOOD Waiting for that call!



Date of interview: October 01, 2004

Date interview was submitted: October 18, 2004









Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? no






What is your age? 1




Interview as advertised previously. ATP written questions now generated randomly for each interview session. Some weather, pilot physiology, Instrument interpretation, airport directory and lost comm questions. All fifty questions were directly from the ATP question bank.

Day started at approximately 8:00 AM. Sign in and turn in log books (be sure you tag pages with check rides etc. per instructions). Taken to meeting room where a brief explaination of the interview procedure is given. Next, ATP is given. There is a one hour time limit but no one took more than 45 minutes to complete. Our group began with 14 candidates, one left after the ATP written. Four sets of interviewers, two per set. After written

Karen gave an overview of the company. Things such as benefits, pay, etc. Then the

Chief pilot from from Denver spoke concerning bases, senority and aircraft assignment etc. Possibility of furloughs given the United and USAair situations were also mentioned. Next, Karen gave each person a time for their interviews. Four interviews were conducted at a time and forty five minutes were alloted. Those with the furthest to go were interviewed first.




Date interview was submitted: May 09, 2004









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? UNKNOWN



Since everyone is protecting their interview date, I suppose I will also. :) Oh and the age is a couple yrs off. The interview was a very enjoyable experience, just like the other gouges have said. Real briefly, this is how the day went; jokes, paperwork, ATP written(see previous gouges for specifics), company overview, Q&A session with Mesa pilots, we were then assigned our 2 on 1 interview time. I would reccommend spending the time before your interview waiting in the lobby, they will call people in earlier(or later) than your actual time. Waiting in the lobby will also give you a chance to calm your nerve, talking with and getting to know the other applicants. There were 3 MAPD pilots,

1 jump pilot, and I believe all the others were CFI's. I was very nervous before the 2 on 1 interview, but that is normal. I spent countless hours reading and writing down possible

HR and technical questions, most of which I pulled off these gouges, and they are very accurate. Think about them and come up with your own answer, especially for the

"situational awareness type" questions. These are the questions I was asked; How do you think you did on the ATP written? Tell me about your poor driving record

(speeding tickets)? ANSWER HONESTLY, no excuses, show a lesson you learned from it, and how you have changed. What is your backround? What twin are you most comfortable in? What type of engine does it have? What is Vmc speed for you airplane? Stall speed? Tell me about the electrical system? Approach

plates.....Finger fly this approach, What is a transition route? How do you know you are within 10 NM on procedure turn (PT)? If turning outbound on PT and DME indicates 9.6 what do you do? What do you need to go below mins? What if visibility goes below mins inside FAF and outside(121 regs)? If you lose your glideslope and begin the missed early how do you execute it? What kind of hold entry on the missed? What kind of lights does the runway have? Can this airport be used as an alternate? I watched all of the Jeppesen "Flight Time" videos over and over and over again till I had them memorized, this helped me out a great deal. Read a

TAF....METAR...Do you need an alternate? You are leaving Phoenix at 1600 local for a 2 hour flight to Houston, reading the TAF do you need an alternate?

Remember local to zulu time. Someone in the earlier gouse suggested a link for

TAFS and METARS that was a little too helpful, I never thought i could know what every single fricking code at the end of a METAR would mean, but now I do, well i probably forgot some of it already.... One of the pilots then said, "Well thats all the questions I have" and asked the other pilot if he had any questions, he said no.

Then the one pilot asked another one anyway, he said, "Sell yourself to Mesa." So I went off about myself for like 5 seconds hehehe. No it was more like a minute maybe. I got a call exactly two weeks later like promised. My buddies who were around when I got the call are now deaf, from all my screaming. I am excited to start, and i hope this helps!! I have no idea how long the 2 on 1 interview lasted, it went by fast though.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Gouge is still accurate although there has been a changing of the guard in the HR dept at

Mesa. Everyone tries to make the process as easy going as possible. I made it through the interview and was recommended for hire but my application was denied somewhere further up the line. While I met the minimum time requirements I didn't have a lot of commercial flying time and I think this was my downfall. The majority of candidates in the room were from the MAPD program. I believe most got job offers. Good for them. It is frustrating though when someone with under 300 hours, albeit Mesa specific training, can be qualified and someone with 4 times the flying time or more, actual IFR, etc. is not.

Most had less than 15 hours twin time. It sounds like there have been some issues with non-MAPD/Pace people making it through training recently and the Chief Pilot is being more selective. I received my "no thanks" letter just over a week after my interview. I know times can vary on both calls and letters. Current new hires will most likely get CRJ as Mesa is downsizing the Beech fleet. Those from outside the Mesa program good luck.

Just be warned that eventhough you do well in the interview you may not get the job.




Date interview was submitted: June 10, 2004









Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










The written exam: the only figures that were used were winds aloft, metar, taf, and a holding diagram. There was a question about dispatch release and what had to be included, what kind of visual illusion does haze cause, what if you're vectored through the localizer, what if you can't maintain a speed that atc requests, what colors are a location sign, max speed in class b within 3.5 nm from the primary airport, something about REIL's, PAPI's, question about max holding speeds, a lost comm question, when can you descend below dh. The interview: what is the mgtow of your a/c, Vle, Vref at gross weight, manual gear extension procedure, Va, looked at some ILS chart from Reno and from that they wanted to know the highest point on the chart, what the MSA meant & what it was referenced to (middle marker), if you see the approach lights how far can you descend, how is TDZE derived, do you need DME to shoot the approach, what if the vis is under mins. before the faf / after the faf, gave me a clearance and they wanted me to show them how I would execute the full procedure (via the transition and PT and then inbound on the loc), asked what the max holding speed at 15k would be and a scenario question about a captain wanting to fly the airplane contrary to normal procedures.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










The gouge on the web site is accurate. However, Lori Clark is no longer the head of HR.

Her replacement is Stephanie Everson. I would refer to the gouge on 2004-02-25 on this site. It is accurate with the exception of that there are dispach questions wrt to what is on a dispatch release. My interview was tell me about your self, tell me about your aircraft, brief this approcah, and finger fly the enroute chart. I would study the

ATP like on the gouge of 2004-02-25 , the the legend of the Jepeson plates. They were all friendly and made the experience comfortable. I would sit as close to the front of the room on for the test because that is how they assigned interviews. I would also know closing stock price, founder of company, current CEO, chief pilot's names, # of aircraft and various other company gouge. They gave away some free stuff if you knew it. Good luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? waiting

If you were hired what is your training date? July 30, 2004


Previous gouges are right on. Dont worry about the written, study the gleim and you will do fine. My experience was great, this was the best interview I have been to yet. The guys that interviewed me were very nice and put me at ease. I did not get any systems questions, but some did so be prepared. The rest was jepp plates, metar and taf questions.

It was pretty easy if you are a CFII. The HR questions are pretty straight forward, dont worry about them just awnser honestly. Be confident in your anwsers. Mesa is in need of pilots and it seems they just want guys they can handle being in the airplane with. We talked about some of my experiences as a Diver Driver and laughed alot. Remember The guys that interview you are pilots so they know what you have been through. This company is going places and I am excited to be a part of it. I cant wait to get out of the

Cessna green houses. Good Luck!



Date of interview: April 29, 2004










Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? don\'t



Info has been changed to protect the guilty. Female. ATP gouge is dead on, especially the one way back where the person went into detail about which chapters to study. Follow that and your studying is narrowed down considerably. I got 2 wrong. All other gouge helped me SO MUCH. I and others were asked questions like (CRJ SYSTEMS): 15000

(max ops apu on bleeds). 41000 (max service ceiling). 37000 (max ceiling to use APU.

215 (Vfe 8/20 and psi for 10th stage bleeds). How do thrust reversers work? (14th stage bleeds.)On the EICAS, does the "doors" page show the cockpit door is locked? No. Aft

Cargo loading? 3500 lbs, 75 lbs/sq ft. V speeds, dimensions. What is the low, high and normal psi range for the hydraulic systems? What does hydraulic system #1 do? What happens when you turn on the battery master? What message do you not want to see on

EICAS before starting APU (Eng type miscomp, and APU fire fail--check CFM cockpit safety inspection). What if landing gear don't come down? What does pulling the emergency landing gear deploy handle do? (Pulls through 4 detents, the first 3 detents open main and nose doors and 4th detent releases hydraulic fluid). Tell about the electric system of crj. They said they always ask limitations for the crj 900 just to stump people (I was stumped).WEATHER: What is a microburst? How can you tell if it exists around a thunderstorm? (dust rings, virga). What does TS DSNT mean? Distant thunderstorms.

How far is distant? Don't know...I know vicinity is within 5-10 mi. radius, so beyond that,

I guess. Three stages of thunderstorm. Which is most dangerous? Why? IFR and HR:

Drunk capt. below mda. briefed the Eugene approach ILS. Not sure which, but look at

transition route and know that NDB required to shoot approach (says in notes). Brief the missed approach from this point (just after FAF). He wanted to hear that I wouldn't turn before the MAP, which is what I said, but didn't know what altitude to go to if had to go missed just after intercepting GS. Oops. Still don't. Gonna look it up. Give the most recent wx for this city...know which weather is most recent. That's all i can remember.

Good luck.




Date interview was submitted: April 26, 2004









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Don't know my class date and put a different interview date b/c someone told me to be careful on interview sites. Anyway, the previous gouges are good. What was the toughest thing was the way they didn't let you know if you were right or wrong with the answers

you give on some of the questions. They just hmmm-hmmm or say "alright" or something like that. The other captain was a funny-man, but don't know if it was for real or just testing me. They really seem to look at how you answer as well as what you say. I did an interview prep with someone who lives in PHX who used to fly for ACA and knows a lot about Mesa from people he knows who work there. He charged $65 but it was worth it b/c he'll come out to the hotel and besides I'd have spazzed out over the way they treat you during the questions. He really gets you ready for this treatment. He was referred to me by someone who flies at Mesa, his number is 312-5779 but I can't remember if its 623 or 602 for the area code. The recruitment lady, Lori is super nice, and really tries to make you relaxed. The written test was from the ATP and some from the instrument. Here's a question not on the other gouges...they show you an airway with no depicted changeover point. It has low service volume VORs and was over 100 miles long. They asked when do you change over, I said halfway and they said how can I tell halfway when only 40 miles is service volume for low volume VOR's? I said I did not know and they said ok let's move on. Then the systems questions came. We talked about a Duchess and the questions were pretty easy. Then they asked some jet questions but I said I never flew anything like that so I did not know. It was short, maybe 20 minutes but it felt like forever, maybe just jitters. They said upgrade is really fast and I can't wait to start!













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Well, 7:30 came around and we got started at around 8:00. A few formalities, and then the "ATP" written. 50 Questions, very straight forward. Then we left the room and got called back in. Captain Schoff (sp?) then talked to us for a bit about the airline, the benefits and that kind of stuff. Then the interview times were anounced. I got one of the first times. I got called in and went over CRJ systems, an ILS jepp plate, a few H.R. type questions, and thats it. About 20 minutes. I was extreamly nervous, but in the end, I actually had fun with the two captains that did my interview. They really stress for everyone to relax a bit. It was hard until I sat down and started answering the questions.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? yes

Did you complete the FE written? yes









OK heres the deal: Showed up at 7:30 did all the intro stuff as mentioned on other gouges. The ATP gauges out there are very accurate. I was assigned a 12:30 interview, got called in at about 1:10. Two captains on my interview panel, extremely laid back and funny guys. The questions started with aircraft specific numbers. Here's the weird deal, the captain would say a number...I would tell him what the number represented. Ex-

"200" Thats the gear retraction speed. I missed a few on that but nailed most of them.

Immediately went into a Jepp Plate- Santa Barbara ILS 7...I think. They started pointing to various things: MSA, TDZE, symbology, ETC. Just know all your symbols for the approach chart...even the smallest detail. I did really well on the first half of questions related to the plate and then they went for the tough stuff...probably because I was getting the answers right, though Im not sure. And that was all. A 9 minute interview! Im a little concerned beacause there were no HR questions, no questions like "Tell me about yourself, Why Mesa, What makes a good captain?" I think it was unfortunate that I did not get to present myself to the interviewers as far as personality and personal strengths go. SO ultimately, this was a technical interview and Im surprised if they got to know me like they said they wanted to. Ill let you all know when I get word!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Beech1900



All the gouges are right on, i wont bother with hotel stuff, although Mesa provides you with a standby pass on AWA which is great. I also changed the date on this interview to keep somewhat anonymousInterview started with about 14 very scared and quiet people all guys, one gal, alot of MAPD guys, they knew there stuff and were very nice people. A few CFI's, an ag spray pilot and i think a 135 guy. Started out with a few jokes from Lori

Clark and then into the written test, easy if you had just taken the test like i had or studied the book alot. This interview was serious and they said many times they needed people but then again you need to not expect a job, you need to earn it. The written was over and then we got briefed by Scraff? and a few other captains and one dhc8 fo. Pretty cool guys basically said be yourself and show us who you are. That Scraff likes the movie Office

Space and seemed to quote a few lines from it to us, It really put us all at ease to see that the interview panel was really down to earth people. We all got our interview times and i got called in about 45 minutes early,They asked why mesa, read a metar/taf. Do you need an alternate? tell me vmc/vyse/landing gear procedures on the twin you fly. Finger fly this approach, asked about symbology, and highest obstacle, questions like if your here and the wx goes down what do you do, i fly part 91 but figured this is an airline 121 interview so know your stuff, i stated that 121 regs let you continue inside the final approach segment, then a few situtational questions and then any questions from me, the interview was about 13 minutes. All the other gouges say that they panel gives no feedback but my whole interview i got things like good answer, o great, or your doing great, i got great feedback and left feeling scared because it was so short and brief, but i got the call and cant wait to start training, good luck to all, be yourself, tell a joke, sell yourself and remain calm. Mesa is hiring alot, and upgrades are fast on the props, something like less than 4 months and then you upgrade, cant wait to start.


Contact us via email if you are interested!

webmaster@aviationinterviews.com

Date of interview: March 31, 2004










Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? B1900

If you were hired what is your training date? April 26, 2004


I'm very excited. I just got the call today.Up until now I thought I was not getting hired.

15 days had passed and no call, but no rejection letter either. I was nervous because in another website a guy reported as having received the rejection letter two weeks later. I thought for sure I would see one also. Not that my interview was that bad, but I know I missed some things that I had to say " I'm sorry, but I don't know". Here's how it went:

Showed up for the early 7:30am meeting at the Holiday Inn Select. I flew America West the day before from Newark, NJ. Almost missed the flight as the train I took to the airport was running late.Got to airport 15 mins. before departure. Anyway, Lori Clark called us

(16 of us) in, introduced herself and then asked," Did you bring me the jokes?. Come on,

I know You read the gouges. You have to bring jokes." Telling jokes is one of my favorite hobbies and although I don't do comedy anywhere,except with my students and my friends, I viewed this as an opportunity to show that I was not afraid to get up and talk infront of people I don't know. Got up said two jokes and later another applicant asked me if I'm a comedian. Then came what Lori and her husband described as the hardest part of the day. The 50 question written, right out of the Gleim ATP. Study all chapters except

VFR stuff, 135 regs,unless that's what you fly to prepare you for the oral,pallet weight in aerodynamics, chapters 10 through 15. In regs no hazmat,but study 121 regs. Study all weather chapters, except dont go too crazy about figures except the METAR and TAF and winds aloft. Know the entry to holds in chapter 9 and also know windshear indications in cockpit and microburst figure. No performance questions or Xcountry . If you dedicate some time to the gliem, you can ace the written. After the written we took a break and then came back for a company info cession, followed by an intro to the interviewing crew which consisted of FO's and Captains. I got two captains for mine and here is how that went. I got a 10:15am slot . Colledted my logbooks, passport,flight certificates, driving record,letters of recommendations etc. Got called in 15 mins. later.

First thing was a review of my driving record. If you have anything to explain, here is a good time to show honesty. My driving priviledge had been suspended in several occations so I had to give valid reasons. Then I was told to pick and aircraft to talk about.

I chose the seminole and I have to admit that some of the V-speeds where not clear in my had so I said I dont know. I did give a a good system description., then read a TAF and was asked if I needed an alternate, then pulled an approach plate and was asked if I was passed the outer marker and wx went below mins as reported by the tower, what do I do.

I said go to minimuns and if I dont see anything, go missed. They asked me the same thing about 5 times, but I did not change my answer, then asked me, what if your outside the OM. I said the same thing and told them that what counts is flight vis and only the pilot can judge that per FAR 91.175. Then they said, Moving on. I later found back at home that for part 135 and 121 starting the approach is not allowed if this happens. I guess since I fly 91 they gave me no penalty. Then asked me why the approach plate showed RVR 18 or 1/2 mile in the mins . I knew that 1800 was less than 1/2 mile but I said I did not know why the difference. I later found that if RVR is avail. you can use that instead. Also got asked about type of lighting at airport and which side the papi was located. Got asked about MSA, MOCA vs MEA what is the difference . How to locate center frequency on low alt chart. They will try to make you change your answer even if its right, so make sure you don't. They did this I guess to check your decisiveness and poise. I recoomend investing in either the king or the jeppessen- complete jepp chart review.It is very little price to pay considering the doors it will open if you pass this oral.

Most of the oral is about your personality, how you stay in control when being pushed or cornered, and an assesment of your aeronautical ops knowledge. Mostly regs and operating procedures for IFR( Charts,Flying in the system and knowing how to read the stuff you need onboard. My oral was about 50 minutes and did not get asked HR or mental math questions...Good luck everyone and hope this helps .See you in the flight line somewhere..













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? TBA



Everything is accurate on this gouge. I was asked a question about seeing the Captain in the bar 7 hours before departure. What do you do. You can't assume that she is drinking so, you start probing her to find out if she has been. She says that she only had a small drink. They are looking for the 8 hour rule. They asked me about the emergency gear extention on the current equipment I fly. They also made me finger fly the Durrango, CO

ILS/DME Rwy 21? approach no radar, kept asking me if radar was required. Also asked questions about chart symbology, such as the difference between a military and a civilian airport, MEA, MEA change, etc. Review the introduction section of the Jepps, study ATP written test prep, know how to read a METAR and TAF (including the not so common discriminator), know your current equipment well, and lastly relax. If you don't know the answer, just tell them that you don't, but are willing to look it up. They are having interviews every Wednesday with no end in sight.


Contact us via email if you are interested!

webmaster@aviationinterviews.com











Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? yes







What aircraft were you assigned? TBA



The gouges on this site are dead on, so I won't repeat all of it here. Study the ATP

Written (minus performance and 135), METAR's and TAF's (there is an excellent link listed below for this part), Jepp plates and charts, criteria for descending below DH, etc. I would recommend studying all the experiences posted on this site. It really helped me to prepare for my interview. Once at the interview, try to relax (I know - easier said than done!). They really do try to put everyone at ease, even in the 2 on 1 interview. Despite thier best efforts, I was still a bit nervous in the interview. Was asked some systems and limitations questions, high altitude chart symbols, brief an approach and then finger-fly it, then some HR questions. You see the captain in the bar 7 hours before departure time.

What do you do? Other questions were similar to those found in these gouges. Be honest in the interview. If you don't know something, it's far better to admit it than giving the wrong answer. Good luck!




Date interview was submitted: March 21, 2004



PIC flight time: 1






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no






What is your age? 1




As stated below, very straighforward interview process. Brief company intro/info from

Lori Clark at 7:45ish.. some jokes to loosen us up and she fielded a few questions. Then came the 50 question written exam. Just as stated below, no figures whatsoever except

TAF, wind shear, winds aloft, and HSI with hold entry question. Every question is directly out of ATP written, although one question I did not recognize.. I think it may be from an old test bank. After the test, captain Scarf came in and basically played the role of the stand-up comic. Very funny and seems like a great guy. He answered a few questions then turned the floor over to the 10 pilots who would be conducting the interviews. They fielded questions from us for a half hour or so, then Lori came back in and gave us the time schedules for our 2-on-1 interviews. I think the last person was scheduled at 2pm, although they seemed to be getting things done quicker as there were only 14 of us interviewing that day. My 2-on-1 interview was with a Dash-8 captain and

an F/O. Both were cool and tried to put me at ease. I didnt really get any questions that have not already been posted, so I wont waste the time. Whole thing lasted about 30 minutes, although some people were in there longer. Out of the 14 candidates, it seemed like everyone was well-prepped for the interview. The 4-5 Mesa academy guys were all sharp and there was an Eagle pilot who knew his stuff cold. The remaining people were an even split of CFI and 135 pilots. Still waiting for the "good word". Hopefully I'll receive a call next week! btw, delivery schedule is 1 jet every 10 days!! great time to get hired













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? 1900

If you were hired what is your training date? March 29, 2004


Previous gouge is right on. Study your butt off for the test, if you can make a high score on the test the 3 on 1 is a b.s. session. Written is word for word out of the gleim. I went through and deletted all figures except waloft and hsi. If you study you will see the answers pop right out at you. CA John? gives a breif and the about 15 or so pilots talk about the company. Asked about what background was. Jepp into monteray ca. (No i was never the spelling bee champ if you can't tell). low enroute. very few system q's on plane of my choice. Told them an asw-28 sailplane but they said had to have engines!!! no tech or hr q's. 10 mins max and on to the airport for flight home. Hiring like a champ so get in.

Low timers to the jet, high to the props(WTF!). Good luck!!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Mesa called me 8 days after the interview with a job offer. Training date, equipment, and base are all unkown but they said I will be in an April class. Approx 30 in interview group, 2 females, 3 were from Mesa Pilot Development Program. Other gouges describe the day very well so I will not waste time. Mesa says they will hire 500 more this yr. Lori seems to be the only person they have to sort through applications, so be patient with the long time it may take to hear from them. Also, when they call for an interview date, they tell you that you\'ll receive hotel info, etc. via email. If you have aol, the spam filter filters out their email so BE SURE to check your spam folder. I did not know this and it caused a little anxiety until I was able to get ahold of Lori. I was interviewed by 2 pilots for 45 minutes. Their ???\'s ... How did you get into aviation? Describe your worst day flying. Read this ... What\'s it called? They wanted me to tell them it was a METAR. I read it. Then, they asked what MiBr stood for. I said Shallow Mist. Then, they said \"I thought it stood for Microburst, are you sure it is shallow mist?\" They wanted to make sure I stuck with my answer. Read a TAF. Wanted to know if I needed an alt based on a certain time. For the time they gave me, I did not need one but it was marginal so I said we didn\'t need one but it would still be a good idea to file one. Moved on to an approach plate. I briefed it and stumbled on a transition route. Low enroute questions about MEA, if you got lost in this area, what frequency would you call -- find closest center frequency. Does X (changeover Point) also imply a change in MEA? What is MORA.

Asked me about altitudes flying west/east above FL290. Is compulsory reporting pt req\'d while in radar contact. (no) I incorrectly said yes and could tell from their reaction that I was wrong! ASL questions. What do you need to descend below 200. If you have ASL and descend below 200 to 100, can you descend below 100 if you have Runway edge lights? Max airspeed in and under class B airspace. Then systems questions. They asked me which a/c you\'d feel most comfortable answering ?\'s about (single or multi). I chose

King Air b/c I knew they\'d find something I didn\'t know on any a/c. If in icing and inflate boots and one does not inflate, what do you do? Get out of icing condiditons

ASAP. Kind of engines? How many stages in compression section of PT6? Does King

Air have a P2 Valve? What type door does K.A. have? How much fuel, fuel burn rate, max t/o wt, max landing wt. Then drunk capt. situational. I did not answer this well. They wanted to hear that I would confront the capt. first and if he chose not to pull himself off then I\'d go to Chief Pilot (that is the appropriate chain of command). I mistakenly said that I would call Dispatch. They want the capt\'s boss to handle it because it keeps Mesa out of the news! Nice guys but provide little if any feedback during the interview. If I was wishy washy on something, they knew it and latched onto that! Short day and I cannot waid to start. Good luck and study METAR,TAF,ATP Written, Systems, FAR/AIM, Jepp plates and charts and you\'ll be prepared. Cannot wait to start! Good luck.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Previous gouges were right on.....took the test, was assigned a time, hung out in the lobby and went over my material one last time. Was asked how I liked my current employer, why Mesa, read this Metar(know precip discriminators and remarks.....especially the precipitation ones IE: amount fallen etc.)Then asked to fingerfly an approach. Show then that you know how to navigate around the chart. IE the mileage scale on the side. Was asked what the dark black arrow was (the highest point on the chart) and was it encompassed within the MSA. Then I was asked a situational question: We are takiing at an excessive speed, you are fresh out of IOE....What do you do? I was in n out within 15 minutes. Seems like a great place with the upcoming growth and potential for expansion.

Hope this helps!







PIC flight time: 1






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? unknown



Previous gouge is SPOT ON for the test. 2 on 1 interview extremely friendly, relaxed, and professional. Asked why Mesa, how did I get involved in aviation, have I applied anywhere else. Described my plane's (PA44) heater system, asked to list all the Vmc factors, critical engine factors, and then given scenario of ILS approach into Medford,

OR. Finger flew that off of the Jepp plate, answering questions such as: a) approach categories based on speed and the viz requirements b) If all you see at DA is the ALS, what can you do c) Several questions regarding the airport diagram and its symbols.

Extremely low-threat environment as long as you're current on your aircraft and IFR knowledge. Apparently, all classes through 3/29 are full and I was told to expect a call or email regarding groundschool. Good luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? don't know yet



Interview seemed more personal than technical. I think I studied too much advanced tecnical stuff. But the questions were a little more basic, which actually caught me a little off guard. Like what kind of engine does your aircraft have, how fast does it cruise, what is its fuel burn, and how much does it hold. The more advanced stuff was in the Jep plates, and funky metar and taf codes, oh and some mental math calculations. They will keep pushing you until you don't know something, to see your reaction. Be honest, if you don't really know just let them know your not sure but you think... Good Luck!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? ??



I don't know my actual training date yet, there wasn't an option for that, so ignore that.

The test wasn't bad. Study hard the ATP written and you will have no problems. Figures that were on the test were an HSI for figuring a hold entry, the microburst figure,

METARs, and Winds and Temps aloft. The 2 on 1 was very relaxed, we had fun. Started out with telling about yourself, then they handed me a METAR and said to read it. It went as far as SLP and temp and dew point in tenths of a degree. Then they showed me a

TAF and asked if I would need an alternate for my time of arrival. Next was to brief the

Boise, ID ILS Rwy 10R coming in from the southeast. They asked what various points were on the plate, such as towers, and the highest point on the plate, also the MSA circle.

They talked about the course outbound from the VOR to the LOC (look at the plate and you will see). Then they said your app speed is 142kts, what is your app category and what visibility is required for that category. After that, they opened up a high alt enroute jet chart and started asking questions from that. They will keep pushing until they stump you. Then they gave me a climb planning problem. After that, they asked the typical HR question of the drinking captain that is within his 8 hours, what do you do? Overall, the interview was very straight forward, and I don\'t feel like they were trying to demean me or anything.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Didn't ask, too excited



All the other gouges are....like stated before....right on!!!! Study for the written and you'll be fine. Interview went something like this.... Started off with questions about my

Seneca, airspeeds, what is the critical engine? Why does it not have one? What are the factors that make an engine critical? How do they determine Vmc? He stopped me after a few of the answers I gave him. Then went right into an approach plate. Medford, OR ILS

I THINK. Cleared south of the VOR how would you fly this approach? What A/S when in procedure turn which in this case was a holding pattern? What is an MSA? what does it give you? They gave me ATIS and asked me if we could fly this approach because of

Vis? Why or why not? Then asked how far this lake was from airport...use scale on side of chart, they then asked me if the lake had fish in it and I told them yes. Gave me a

descent problem that was ridiculuosly easy but of course I messed my math up and could not come up with the answer. I talked my way through it so they knew that I knew what I was talking about but I could not come up with the answer for the life of me. All I had to do was multiply the 2 numbers I had but I couldn't do it and along with them I was cracking up at myself. We were seriously laughing like no one's business because I just could not do it. People always talk about your brain going blank and I didn't think it could happen to me but it did. Finally after much laughing (really) I finally came up with the answer. He then pulled out a TAF and asked me If I needed an alternate and I said yes and he asked me why. After that I was done. I was worried because they ddin't ask any

HR questions but I guess it depends on who you get. I know a lot of people say the interviewers try to make you feel comfortable from the get go but I didn't see that...... I felt as though they were trying to make me feel a lot of pressure, it wasn't until the stupid descent problem and the laughing that followed that I really started to feel comfortable because I could tell that they were having fun with all three of us laughing at me. That's all, I could honestly say they didn't stump me on anything other than the descent problem in which I stumped myself. They just want to know that youre a cool guy or gal and then can enjoy there time with you. I got the call of good news exactly 2 weeks (14 days) after the interview and waited about 5 weeks to get called for a class date. GOOD LUCK

EVERYONE!!!!! HOPE THIS HELPS













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










The interview is just as expected, after reading the previous ones on this site. It started out with Mrs. Clark and her husband telling us about the company and answering questions. She did ask for us to tell jokes if we knew any good ones. After that it was the written test 50 questions. I missed five. Study study study the ATP written and you will do fine on this test don't worry about the a/c spec. questions or pallet weights. After the written you go outside and wait on everyone to finish. Next is the 2 on 1 personal interview. This is done by your departure flight time. I went first with 2 others. I had

Capt. Hall and one other capt. that had been with mesa for over 20 yrs. They asked me about my logbooks and some of the a/c I had flown (have your logbooks, lic., medical, passport, fcc lic. ready) they will look at all of these before you go in to interview. Next it was a few quest. about jepp charts and low enroutes not to many though because I use noss it my current job and I told them this up front so they went easy with me. Read a metar and Taf know these very well. Then it went on to type a/c I would prefer and how would I feel about being based in some of the god forsaken places. That was about it very relaxed exper. Just go and enjoy the fact that you have an interview, espec. if it is your very first 121 interview. I got the call on the 8th of march. Class starts the 29th. Good luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










The first part was standard: orientation, ATP written then half-an-hour break. There were

12-15 captains and FO. They all split up in 5-6 groups. My interview was not what I’d expected. During the orientation they made it sound as if they’re hiring just about everyone. One captain said that they generally hire 80% of the candidates and that once they even had 100% hired! I know I did pretty well on the ATP written, may be missing

1-2 questions at most (they never told me my score or even mentioned it). They started the interview with a brief of an NDB approach. As a CFII currently teaching instruments and CFII candidates I had no problems with that. I practiced the airline approach brief at home many times on Jeppesen plates. It’s interesting that I didn’t get a single feedback answer, like “good”, “good answer”, “no, this is not correct”. They would say either

“OK” or “Let’s move on”. That threw me off because I was feeling progressively more anxious about my performance. Then one captain asked me what is a VDP. I told him. He asked me to determine it for the NDB approach. I said that there is no DME but that we could determine using time method. I explained how (Note: to compute a VDP, divide

HAT by 10, then subtract this time from the total time it takes you from FAF to MDA).

Well, he wanted the number, the exact time for this approach. I admit it, I fumbled. I told the answer, but I didn’t divide the right number. I divided MDA, not the HAT by 10 and came up with the wrong number. They said “OK”. You see ALS on this approach, how low can you descend? I told them about 100 feet above TDZE. They asked me for the number. Again, the way they sounded was as if I was wrong. I picked a number, I believe that it was not MDA+100 but HAT+100 at MDA. (After the interview was over I asked this question a few guys waiting for their turn outside. They said that descend 100 feet is only for the ILS. It’s wrong. FAR 91.175). They said “Ok”. What are the 3 factors FAA uses to determine a critical engine? I said I didn’t know the three but I knew all items that go into determining the critical engine (COMBATS) and listed all of them . They said, no, pick the three out of list and only the ones that the FAA uses. By guessing I picked 3.

The said “OK” but the way it sounded it as if I’d guessed it wrong. What is MSA? I told them about sectors and max number of sectors, 25nm or 30 if charted, that it's used in

emergency, etc. I said it’s 1000 and 2000 in mountainous terrain for obstacle clearance.

He pulled out Jepps and showed that it’s only 1000 feet everywhere. I said I thought it was standard IFR altitude clearance. Again, there was a short “Ok”. Other questions: 1.

Describe emergency ldg gear extension 2. Gross weight, max t/off weight, V speeds 3.

Conflict at work 4. Drunk captain They really boxed me in with that one. I said about convincing the capt not to go. They said he still goes. I said I would say I wouldn’t go.

They said he would still go. I said I would call the dispatch and ask for a new captain.

They said the captain would call and say he is ok. Then I said I would call and say the capt can’t fly. Then they said “Would actually say the capt is drunk?”. I said “Yes”. They said “OK”. ??? I talked to other guys after the interview. It seemed others had low stress, more like a friendly chat with their interviewers. Got a thank you letter three days letter. I guess it’s all about whether they like you or not. Good luck to everyone. I do hope this helps.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? 1900


Interview experience: i flew into phoenix the night before . TheInterview began at 730 am the next morning at the holiday inn. First Lori clark gave an overview of mesa. Next, everyone took a 50 question written test. The questions are right out of the Gleim atp test prep. I had 2 questions with figures, one holding pattern question, one windshear question. It took everyone about 30 minutes to complete the test. The interview itself was good. It was a very laid back, but professional. I genuinely beleive your score on the written test sets the tone for your interview. I was asked to read a metar and TAF. Determine if an alternate is needed. Next, they pulled out ILS 3 Durango CO approcah plate and asked me to brief it

(study ch 7 of jepp instrument textbook.) then they said radar was out of service, how are you gonna do shoot this approach doing your own navigation? Know 61.175 inside & out. They asked me very few technical questions . I didnt get any aircraft questions. I was asked several situational questions. I think they were filling me out to see how I think.

For Example: How did I become interested in aviation? Where do you see yourself in five years? Every answer i gave them, they said what if your not? They finally backed me in a corner. I said FO on a 1900 in 5 yrs would be fine. The interviewer replied. " You mean you would be happy as a Fo on a 1900 in 5 yrs?" Of course, i said "No" Then he changed the subject. Ever broken a rule? Ever had an emergency while flying? Ever had a disagreement with a person you were flying with? How did you handle it? What is the

F/O's job? 5 characteristics of a good captain? why mesa? why should we hire you? Why did you choose the college that you chose to attend? Define integrity. Define CRM.

Define leadership. In closing, that sounds like alot, but it really wasnt . the interview lasted about 20 minutes. The interviewers were cool. Mesa seems like a great place to work, with alot of great people and lots of opportunity for advancement. I have been waiting for this day for along time. Im glad I didnt say anything stupid to screw up a golden opportunity. I cant wait to get started. Ill see everyone in ground school!! Good

Luck













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? Either Dash-8, ERJ, or CRJ



All of the previous gouge is correct. I wasn't asked anything that has not already appeared on this web-site. However, I would like to give everyone a little more insight on the written exam, that way studying can be narrowed down a bit more. This applies to the test

I received, although there may be different ones floating around. As stated before, disregard ALL questions from all chapters which referene you to a figure, EXCEPT the following: METAR (Ch. 16), TAF (Ch. 16), Winds Aloft (Ch. 16), Wind Shear (Ch. 17), and HSI (for holding; Ch. 9). Here is what I recommend studying/disregarding (it worked for me.. I only missed 1!): Chapter 1 (FAA Pilot Knowledge Test): Disregard ENTIRE chapter Chapter 2 (NTSB 830, FAR 1,61,119): Disregard Cat II Ops. Study the rest.

Chapter 3 (FAR 91, 108, HazMat): Disregard all figures. Disregard questions about VFR

WX mins. Disregard HazMat. Study the rest. Chapter 4 (FAR 121): Disregard questions about Supplemental Ops (although if it is a question regarding Supplemental Ops AND another type [commercial, flag] then study it). Disregard any Aircraft Dispatcher questions. Study the rest. Chapter 5 (FAR 135): Disregard ENTIRE chapter Chapter 6

(Aerodynamics/Airplanes): Disregard Pallet Weight questions. Study the rest. Chapter 7

(Airspace/Airports): Disregard all figures. Disregard questions about VFR cloud clearances. Study the rest. Chapter 8 (ATC): Study entire chapter. Chapter 9 (IFR Nav, etc): Disregard all figures EXCEPT HSI (in reference to holding entry. You will see either figures 123 or 124 on the test). Disregard LORAN. Disregard MLS. Study the rest.

Chapter 10 (IFR Flights): Disregard ENTIRE chapter (every question refers you to a figure). Chapters 11-14 (B1900, DC-9, B-737, B-727): Disregard ALL of these chapters.

Chapter 15 (Aviation WX): Study entire chapter. Chapter 16 (WX Reports/Forecasts):

Ok.. disregard ALL figures except METAR, TAF, and Winds Aloft. Also, disregard any questions without figures regarding TWEB, Radar Summary Charts, WX Depiction

Charts, Low-Lvl Sig WX Prog Charts, and Misc. Charts & Forecasts questions. Study the

rest. (Note: know your TAF/METAR's cold! Also, you will see Figures 149, 145, 146, and maybe 147 on the test. Chapter 17 (Wind Shear): Study Entire Chapter. Know the

"cockpit indications". (Note: you will see figure 144 on the test). Chapter 18 (AeroMed

Factors): Study Entire Chapter Also, here are some simple formulas/rules of thumb to use for the "mental math" problems during the oral. These are also excellt for everyday flight:

-0.8 Mach = 8 miles/min. -GroundSpeed/60 = X miles/min. (e.g. 180 GS = 3 miles/min) -

Time to station: DME divided by GS/60. (e.g. 30dme at 180kts ---> 180/60 = 3 miles/min; 30dme divided by 3 miles/minute = 10 minutes to station) -Dist to start descent: Altitude to lose divided by 1000 x 3 (e.g. you need to lose 10,000', start descent at 30 DME) -Required descent rate = Ground Speed x 5 -Descent/climb gradients - GS/60 x Ft/nm. (e.g. you need a climb gradient of 300 ft/nm and you're doing 180kts ---> 180/60

= 3, 3x300 = 900 fpm climb requirement) -Calculating VDP for a Non-Precision

Approach: If DME: MDA (HAT) divided by 300 = Dist from runway in miles. If Timing:

MDA (HAT) x 10% = time from runway. -How to compute your descent rate on an ILS:

GS x 5 = VSI in ft/min. (100 kts indicated on ILS = 500fpm descent rate) -Degrees C to

F: Calculator available: Multiply C by 1.8, then add 32 No calculator available: Multiply

C by 2, then add 30 (that'll get you in the same ballpark) -Degrees F to C: Calculator availble: Subtract 32 from F, then divide by 1.8 No calculator available: Subtract 30 from

F, then divide by 2 (again, that'll get you in the ballpark)













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? DHC8/CRJ or ERJ



Interview takes place in PHX at the Holiday Inn Select. 1)ATP written test. 50 questions.

No figures (EXCEPT: TAF, Winds Aloft and HSI to figure a holding pattern entry). No

Hazmat or other BS. Just very basic stuff. 2)A few Captains and an F/O showed up and answered our questions. 3)2 on 1 interview. Very simple and basic IFR and situational questions. How did you get here and why Mesa? Brief an approach plate (FLG ILS).

Describe the pressurization on the airplane you fly. What is the alternate landing gear extension on the aircraft you fly? What's the critical engine on the aircraft you fly? The captain shows up at the lobby of the hotel and you smell alcohol, what do you do? The captain goes below minimums and tells you "It's ok, Ive been here and done this many times". What do you do? That's it. 10 minutes maximum. Got the call a week later. Good luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Everything on this website is almost word-for-word perfect of how the process takes place. Everyone tries REALLY hard to put you at ease and they come across as being very genuine. When the interviewers came to collect my logbooks etc. they were very friendly and relaxed and seemed eager to get to know me. They really DO want to hire everyone in the room. You would not be there otherwise, and they mean it. As for specific interview questions they asked of me...How did you get to where you are today?

Why Mesa? Where do you see yourself in 10 years? If not that, then what? Ever have a problem with a student? Start reading this Metar, I'll tell you when to stop. Read this

TAF, I'll tell you when to stop. Based on this ETA, would you need an alternate. How about at this other ETA? Brief this ILS approach. You're here, how would you fly the approach? When can you descend below DH? When can you descend below 100 TDZE?

List the visual requirements to descend below 100 TDZE. You see the runway at DH, continue the approach, at about 100 ft above the ground, aircraft taxies onto runway ahead...what do you do? They were looking for "report go-around to ATC, follow ATC instructions for missed approach." What is MSA? What type of approach lighting system at this airport? What is the runway remaining after the glideslope? Any special notes for this airport? What is this (pointing to lead radial)? Aircraft questions...what is VMO on your aircraft (they did not give me a choice of aircraft, they specified the aircraft. What are the Fuel bood pump pressures on your aircraft? How many positions does the fuel boost pump have? Is it pressurized? What type of engines does it have? Engine HP?

What is VYSE on your aircraft? How about the other aircraft you fly? What is the ESHP on the other aircraft you fly? At the end of the day, they'll hire you if they like you, they won't hire you if they don't like you. I got several questions wrong on some different areas (and you can expect to get some wrong too....sometimes they are testing to see how far your knowledge extends). If you get something wrong, don't let it bother you too much, put it out of your mind and move on. Letting yourself get bogged down will show them that you do not handle pressure very well. All in all it took 20-30 minutes for my interview. EVERYONE who came out of the interview looked like they had just been beaten over the head with a sledge hammer and NO one had any idea whether they did well or not. My recommendations...in order to get yourself relaxed and confident,

KNOW your airplane, KNOW your instrument procs and Jepp charts. Answer the HR and situation questions honestly. Don't forget, they are looking for future captains.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? None yet



Unknown training date. The entry field doesn't allow for "unknown" so I put March 1,

2004 in order to submit this gouge. As for the interview experience, same as the other gouges. Lori Clark was very friendly and professional and did a great job putting everyone at ease. We were a group of approximately 15 (4 were from the Mesa Pilot

Development Program). We were given the company overview then a 50 question ATP written. Then we were given interview times. The interview itself was 2 on 1. Word of advice: relax and think before you answer their questions and you'll do just fine. Lori tells you before the interviews that they are not there to trip you up or ask trick questions, and that they understand if you have a brain fade or two. They want to get to know you and want to find out what you know or don't know, and they have only a short time to do it

(interviews averaged 20-30 minutes). I found all of that to be true. If you don't know

something, say you don't know (no one knows everything). But you want to study hard enough that you only say that once, maybe twice max. I said it once on a metar (P0001).

Also, stick to your answer if you know it's correct; they don't want indecisive and wishywashy answers. As one captain said before the interviews, "Don't be a wimp!" Lastly, know about all of the aircraft in your logbook(s). You don't want to be asked a systems question about an aircraft in which you logged time and which you cannot answer questions. The interviewing captains are pure professionals who know their stuff. Again, relax. Take it easy. Breathe. Enjoy the process. Live the dream. Good luck.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










My interview group included 19 people, seven of whom (including myself) were graduates of the MAPD program in Farmington, NM. Our day started at 7:30am at the

Holiday Inn Select Phoenix Airport. Todd Clark introduced his wife, Lori, and then disappeared. Lori told us to take our jackets off, and then asked if anyone knew any jokes. After a few chuckles, she explained how the day’s events would unfold. We began with an overview of the company, presented by a CRJ Capt. He then introduced the five other pilots who would be our interviewers, and they answered any questions we had. I’ll cover the interview first, then the company overview. -----[INTERVIEW GOUGE]-----

The interview began with the 50-question written exam. Study chapters 2-4, 6-9 and 15-

18 in the Gleim ATP test prep book. The only questions that used charts, graphs or illustrations were one each on holding entry, winds aloft and microburst (it’s rumored that there’s more than one version of the exam, so ignore the other charts, graphs and illustrations at your own risk). After the written exam, we rearranged the tables and the personal interviews began. My interview was conducted by two DHC-8 Capts, and it started with a short get-to-know-you period. They asked how/why I got interested in flying in the first place, and about my other interests outside flying. The technical part of the interview included the following IFR items: 1) Brief the ILS Rwy 18 at Jackson, WY

(cleared direct to the VOR from the east at 12,000’). They asked several questions about items on both sides of the plate. 2) FAR 91.175. 3) Several random questions about symbols on a low altitude enroute chart. This continued until they stumped me by asking how I could tell whether the area (near SFO) was considered mountainous. I knew it was mountainous but admitted that I couldn’t prove it, so they gave me the answer (see AIM,

Figure 5-6-2). 4) 3:1 descent problem. My only HR question was the following: FA tells you she saw the Capt drinking in the hotel bar at midnight; Capt shows up in the lobby at

6am smelling of booze; what do you do? That was about it! Surprisingly, I didn’t get any aircraft systems questions at all, although other interviewees did, including some that were apparently quite in-depth -- know the aircraft you’ve been flying. The interview ended with an opportunity for me to ask questions. The whole thing lasted about 20-25 minutes. The experience was much more low-stress than I expected. Everyone from Mesa was very laid back and personable. They went out of their way to make everyone comfortable, and I actually enjoyed the experience. Good luck! -----[COMPANY INFO]-

---- Mesa flies 4 aircraft types: B1900, DHC-8, ERJ-145 and CRJ-200/700/900. In the

B1900, pilots with ATP qualifications are currently seeing 2-month upgrades. MCI is presently the junior B1900 domicile, out of 25+ system-wide (Mesa uses outstation basing for the Beech). In the DHC-8, upgrade follows FO IOE almost immediately for those with ATP quals. DHC-8 domiciles are PHX (senior), DEN and GJT (junior). As the upgrade times suggest, Mesa is putting most higher time new-hires in the turboprops.

Upgrade in the ERJ is 2-1/2 years. Domiciles are CLT and DCA (junior). CRJ upgrades are the longest, at 4 years. Domiciles are PHX (senior), PHL and DEN (junior). The disparity between jet and prop upgrade times are a result of Mesa’s labor agreement, which allows prop FOs to bid Capt in props or jets, while jet FOs can only bid Capt on a jet. The lowest manning numbers presently are in jet FOs, where it’s so bad that Mesa is doubling up Capts and calling pilots on days off to cover flying. Mesa pays on a 70hr/mo guarantee, starting on the first day of training. Starting FO rates are $18.15/hr for props, $20.47/hr for jets. First year Capts make $28.72/hr on the B1900, 37.64/hr on the

DHC-8 and $51.17 to $57.90/hr on the jets (depending on number of seats). Per diem is

paid from 45 min prior to leaving your domicile to 15 min after return, at a rate of

$1.15/hr -- a month of TDY will add ~$800 to your paycheck. Mesa offers a 401(k) and stock purchase plan. Max employee contribution in the 401(k) is 15% and Mesa will match 25% of the first 10% you contribute. New-hires are eligible to participate in the

401(k) after one year of employment. Health, vision and dental plans are available in both

HMO and PPO forms. The HMO option is ~$80/mo for an individual, up to ~$400 for a whole family. Availability of non-rev travel and jumpseat privileges depends on which code-share system you fly in. America West allows non-rev and jumpseating for all Mesa employees regardless of system, and non-rev for immediate family. Parents fly for

$35/RT. United and US Airways are segregated, offering non-rev for pilots only within their respective systems. On US Airways, you can buy a $55 “blue card” that allows unlimited non-rev (available for family also), and on United you can write an unlimited number of passes (for anyone you trust) for ~$25/RT. Mesa’s initial training takes 2-3 months, depending upon whether you have to wait for the sim. Any major training event

(not recurrent) within the first four years of employment requires a $10,000 pro-rated 1year training contract. B1900 hires go to ICT, all others to PHX. If you go to PHX, you should get your aircraft assignment within the first few days of training. Class starts with a week of basic indoc training (General Operating Manual), ending with a written exam.

Turboprop pilots then get two weeks of systems; jet pilots get three weeks. The company starts paying for your hotel room when you pass the systems exam (the last day of class).

Flight training begins with two days of Cockpit Systems Integration and a very comprehensive oral exam. Regardless of aircraft, sim training consists of eight lessons, one stage check and one Line Oriented Flight Training ride. Initial Operating Experience lasts 25 hours. We were strongly advised not to study alone or go home on weekends during ground school. Live in the hotel, study with classmates and concentrate fully on training. Aircraft are arriving on the property at the rate of about one/week (41 jets in

2004), and this kind of growth is planned through at least the end of 2005. Barring failure of one of Mesa’s major code-share partners, growth and hiring should continue for the foreseeable future.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? DHC8,



All the interview information is as per the previous gouges. Make sure you study the ATP written, but there were no questions on performance, IFR flights or calculations like pallet weight. I flew into Phoenix the day before on an America West Flight and stayed at the Holiday Inn Select, which is now $49.00/night. The interview was scheduled for

7:30am with an approximate of 30 interviewees. Quite a few had 121/135 background with the CFI's from Mesa Pilot Development and a handful from the street, such as myself. We gathered in a room for the written test and Ms. Clark insisted on listening to jokes from the candidates. After the test, we were briefed about the company by a pilot and were then allowed to ask questions. Then came the schedule for the interviews. We were told that the interviews were going to be short as they did not enough interviewers.

There were three sets of interviewers in one room interviewing three candidates at a time.

I was asked to read a METAR and TAF, along with the task of briefing the ILS into

Flagstaff, AR. The questions that followed were to the effect of: - Likes and dislikes of flying. - Captain with the breath of alcohol before a flight. - Captain flying the a/c below

DH without proper minimums. - Captain speeding on the taxiway. The interview ended soon after I answered these questions, which worried me as there were no further questions. They are planning on hiring a 1000 pilots by the end of the year. Currently the upgrade time on the Turboprops to Captain is about 2-3 months and 2-4years for the jet.

A/C assignment is not decided concretely till training. Good luck to everyone.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? not



Hurra, I just got the call from Lori. It took them 8 days to call me. But now it is all good, i am on! From here on it will take up to 6 weeks before I get a class date due to some HR paperwork. To the interview> It was an absolut relaxed atmosphere at the Holiday Select

Inn. As previously stated everything starts out with the written test. Very easy, as long as you study the ATP Part 121 written - disregard all figures, except METARs, microburst, wind alofts and then there is one holding problem where they show you a HSI and you have to figure out the entry. Thereafter they give you company information: Looks like they are hiring like crazy. Be serious about it and you will be on very soon too. Then Lori assigned us our 1 on 2 interview time. Mine was 1:30, but for some reason there was a big delay. I walked in at 4:40 - you might wanna bring a snack to eat. The interview:

Very great experience, nice and relaxed atmosphere. Was really more like a conversation with a friend. I am sure it is really most important to be yourself. My questions: 1. How did you get here and why Mesa? 2. What do you like and what do you dislike about flying? 3. Read a Metar. (Know those really good) 4. Read a TAF and figure out if an alternate is needed? 5. Finger fly an ILS 6. 3 or 4 really basic questions on the jepp approach plate? 7. What do you need to see in order to go below DH? 8. Arrival into

PHX - descent calculation (3 : 1, GS x 5) 9. Systems on my current aircraft (engines, gear, speeds, weight, emergency systems) 10. Drunk captain 11. Captain goes below DH

12. Passenger does not stay seated That's it - I must say I could answer everything they asked me - so it went really fast - all together at the most 15 minutes. Good Luck to everybody - study and be yourself and you will do just fine. See you in groundschool!!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? CRJ/ERJ



My intervew was pretty much the same as the rest. 50 question ATP (the 80% or better thing is not true - i missed 9). My interview was more like a conversation. Every one was very nice. Jep Questions: I was ask about the ILS in to PHX (i don't remember which one) - Brief this App, MSA (what is it, what does it give you, max number of sectors it

can be devided into, what is the 25nm measured from & can it ever be extended to

30nm), When can you decend below DA. Difference between ALFS I & ALSF II,

Difference between DH & DA, What are you going to do if VIS drops below mins as you are crossing the FAF inbound. MEA, MOCA, Crossing Altitudes, Descent Problems, Gap in MEA's, MRA, COP's HR Questions: Why Mesa, How did you get to where you are now (told them America West Flight 541 and they Laughed - then told them about my flight exper) What would you do if you were at V1 and the Capt did not have his seatbelt fasetened. (i told them if we were at V1 i would not be looking at the Capt's seatbelt)

Wanted to know what i would do if the FA said she saw the Capt in the Bar 4hrs prior to the flight. What if Capt shows up drunk? Wanted to know if i would call in sick (told them NO - i am not the drunk one, I would tell the Capt to call in sick, and i would call the Chief Pilot for a replacement - they liked that answer - said that no one every gives them that answer & the replacement FO might not be aware of the problem. Wanted to know when a good time to lie was (their is a good time and a bad time). Tech Questions:

Know your aircraft. Vx,Vy, What is Blue Line, Red Line, Emergency Systems. I was called today. Looks like they are having 2 classes. the one on the 2nd is for the jet, unless you have a lot of time they you might be in the Dash - they need Capts. Most low time people are going to the CRJ. Mesa is a great company to work for and they are expanding rapidly. Good Luck to everyone













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? Waiting to hear



All the previous gouge is right on the money. Lori and Todd are an absolute riot, and really helped calm us down a lot. The first thing she told us was it was going to be a fun day. I don't think any of us believed her, but it was true. It was a very enjoyable experience. The first thing was the 50 question ATP written...no performance charts or

135, but be prepared to interpolate a winds aloft forecast. Then Captain Scarff gave us a briefing on the company. He's hilarious, too. Then the interviewers came in, introduced themselves, and answered any questions we had. They were all very nice, professional individuals. They also went out of their way to make us feel at ease...after all, they once sat where we were sitting that day. The interview itself was a very pleasant experience.

As nervous as I was, I actually enjoyed it! Both of my interviewers were great guys. The first question was how I got into aviation, and a lead-in to why Mesa. Then a question of any close calls and what I learned from them. The first Tech question I got was to read a

METAR. Know the remarks section on that. Here's a web link I found very helpful in my preparation: http://weather.cod.edu/notes/metar.html. Then they pulled out a TAF and had me read it and determine whether or not we needed an alternate. Next they pulled out a Jepp approach plate and had me brief the approach, then finger fly it. Asked about visibility...ATIS reports visibility as X and Tower reports visibilty as Y...which rules?

Then on to the Jepp Low Alt enroute. Know the symbology, airspace, and all that. I recommend the Jepp Flight Time video. It's excellent. Also, some people have been asked questions from the High Alt Enroute, so be prepared for that. Two situational questions I got were Captain goes below DH without the runway in sight...what do you do? Then the all time classic drunk captain question. It's important to realize here that the purpose of these questions is they want to know how you think. So when you answer the question, structure it in a way that shows your thought process...not just the WHAT, but the WHY. Also, know the aircraft you currently fly, or the one you are most comfortable with. That's about it. It was about 30 minutes and again, was a very pleasant experience.

This company is growing like a weed. If they call you for an interview, you have a very good chance of being hired. What they really want to see is whether or not they will be able to handle having you in the cockpit with them for 28 days at a time. Having said that, take this one seriously. Study hard, be yourself, be HONEST, and be professional.

There are some great opportunities to be had at this great company. VERY fast upgrade times in the Dash. Good luck, God bless, and hope to see you on the line!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? Waiting



Every thing was excatly as stated below. Started out with a 50 question ATP. Winds

Aloft Chart, Microburst Chart and an HSI chart. Ater a review of the company, interview times were issued. Interview questions: Why Mesa, Define Integrity & what does it mean to you, 5 Quals of a Good Capt, Any violations, Busted check rides, read this TAF, Brief

ILS 22 into Las Vegas - ask about MSA, DA, App Light System, Highest Point on App plate, Gave a senerio Approach cleared to go below MSA what are you going to do?

What kind of turbo's does your aircraft have have? Exp fuel system, Factors of VMC, Pt

23 Def. & last question was Capt walks into a bar in a dress - what are you going to do?

Overall interview was fun. Study the ATP written, Know Jeps, be able to read a TAF, know your bird,and be your self. they are hiring like crazy. I got the call a few days ago

(1-16). Was told their was a class on 2-2-04 in PHX & one around the 2-16-04 in ICT.

Going to have over a 100 new hires in Feb. Most people are going into the CRJ. But you willnot find out what you have till the end of Indoc.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Things went very straight forward. All the gouges out there are right on. Study the ATP written, exclude a/c specific chapters. Took a 50 question test straight from the ATP

Gleim. Lori and the interviewers were all very nice and put everyon at ease. In hindsight, it was a very pleasurable experience. Interviews came next. Brief intro of who I was, how

I got into flying. Technical questions consisted of reading a METAR, TAF, based on wx, do we need an alternate? Then pull out an approach plate. Brief this approach. Now you're coming in from here, how would you fly this approach. If you study the introduction section of the Jeppesen plates, you'll do fine. HR question was, Capt goes below DH, what do you do. That was it. :)













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Previous posts are very accurate. So I won't repeat what's already been said. Interview still the same (Written, HR & Tech). My tech/HR interview was a little different, no systems questions or any questions about my current flying(I'm a CFI). Read a Metar &

TAF. Do I need an alternate. I briefed the ILS from Durango(there's a DME Arc on it!)How would I know if rwy was grooved or not? What type of lights on that approach?

Then we looked at a High Altitude Enroute chart and I had to explain symbols, mea's, waypoints, etc.That was it on the Tech stuff. The HR: Why Mesa? Name a time when you had a conflict with a co-worker. Whole interview barely 30 minutes. I thought it was a great experience. I've been to a few airline interviews recently. They were the most

organized I've seen(I'm sure that's due to Lori Clark. She's great.)The only criticism I have is they could have printed out a fact sheet on Mesa(ie. length of training, pay, per diem, bases, aircraft, probation length, training contract, etc.) They did have a Q & A session and peole did ask questions but it's hard to write it all down. And I know I left out important info in my notes. Overall, it was great, sounds like they're growing in leaps and bounds.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Experience was very humbling,yet easy going. Our own fears can overwhelm us when everything we've worked so hard for ride on one conversation. As previously stated, just relax and act as though you're hanging out with fellow comrades. A word to those who

have not come from the accelerated part 141 type schools or the like, there is a formal method to brief an approach.Learn it and your interview has less room for error. It flows starting at the upper right hand corner of the Jepp plate(name of approach)to the plate # at the top center and from left to right,line-to-line from top to bottom. I studied way too hard to look so unprofessional. I really felt that I almost blew this golden opportunity.If you don't know for certain how to formally brief approaches,research beforehand.The rest of the gouge is standard. Best of luck amigos!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










First of all good luck if you are going for an interview, you have a good chance of making it. I studied like day and night for at least a week before this interview. I would

recommend that you do the same if you can. What is the worst that can happen if you study to much? You certainly would not want to blow the interview because you didn't make it a priority to study. Everyone has posted gauge that is pretty much right on. There are so many questions that they could ask you, there is no way you can memorize them all. Just answer what you know and don't be affraid to talk them out after you say I don't know. There is a written test of 50 Questions basically on the ATP. I would highly recomend that you take this before coming to the interview if you haven't already. For one, if forces you to study, and it looks good to have that done already. If you go on to the Will Fly For Food website, some one posted a couple of years ago some of the actual question numbers. It has changed a little since then, but a good starting point for sure.

You are released after the info session (around 10:00) until your interview time. I would highly recomend that you stand around a wait for your name to be called. My interview time was supposed to be like 3:00, I interviewed @ 12:00. They called several people's names who were not there when their names were called. I would guess that this is not a good way to start of your interview. Make sure you have your logbooks and paperwork in order before they call you. They like that. I would also recomend that you go out and buy yourself some sort of briefcase, and make sure it matches your suit. I was supprised by some of the outfit and color combinations that I saw. Remember this is a professional interview, and they do try to tone it down and lighten it up, but follow their lead, and it does not hurt to show them the type of professional you are. There are no tricks durring the oral interview part. They aked me to take off my jacket before I sat down, and I did.

They asked me if I would like any water, and I took some. I have heard that some places that these might be tricks, but I don't think they are like that here. The questions are as the previous gauges state. Study up and good luck. Hope to see you out there.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? CRJ, ERJ, OR DHC 8



It seems as if all the other gouges are right on target.. If you are coming from another 121 carrier as I did, Don't expect nearly as many situational or systems questions.. Mine was a quick ball busting about my driving records (1 speeding ticket and a bad inspection) followed by a why mesa? Tell us about your experiences in aviation.... The technical interview was like 10 minutes tops.. Brief an approach... Answer one quick question about an item on the plate, and decode a METAR and TAF and understand alternate criteria under 121 (Quick question about Exemp 3585). I didn't get one systems question about my current A/C or even an HR type question for that matter... After it was finished, about 15 minutes total, I went home on the first flight back to the east coast... No Sweat...

A truley pleasant experience. I got the call EXACTLY 2 weeks later....just as Lori said to expect.. (Delays from the holidays) Good place to be and DONT listen to the neighsayers about Mesa. Namely ACA types.... They're just jealous... Expect fast growth and a reasonable upgrade time... FAST upgrade in the props.... Good Luck













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? RJ



I have been waiting as well to return a post to this site which has provided invaluable help to me and many other pilots. Thanks to everyone for taking the time to post and to the webmaster for creating such a fine tool and service. Here is my summary, thoughts and advice: Mesa is currently growing at an alarming rate. At my interview introduction with the group we were told that after our class, 1100 pilots were going to be hired. Of course things change like the wind with the airlines, but even 500 more pilots behind us is favorable seniority. From the introduction and also speaking with friends currently in training, upgrade is as fast as you can take it in the 1900. Dash is stated as 6 months or so but probably shorter. RJ stated as 2 years but probably shorter. Keep in mind that Mesa’s future is in RJs and senior ownership is not favorable about the turbo props so jet expansion is more likely to occur. What ever you are assigned it is a winning situation. I flew down early the day before my interview and stayed at the Holiday Inn under the

Mesa rate. Travel early as I got to speak with many of that day’s interviewees in the lobby when I arrived whom were interviewing a day before me. Advice was as posted from those folks that all stress is self imposed and that all Mesa employees are very friendly. A couple of Mesa interviewers even stopped and said hello. Met the group in the lobby the next morning. All really good guys and gals excited to be there and well prepared. First was a welcome from Lori Clark. Very nice lady, professional and together. Lori wants you to do well and wants you to relax. Our group seemed pretty tightly wound as anyone might expect. ATP Written was as posted. No 1900, 737, 727, performance, or other lame stuff. No questions requiring calculations other than simple stuff (ex. Hydroplaning). If you are well studied you will ace it. I got one wrong and knew the right answer when I walked in to the interview. Was asked how I thought I did and I replied “ One wrong sir and the correct answer is…..” Study so you know this backwards and forwards. It really shows your interviewers you are prepared. PocketTest

Software for the Palm is excellent. No reason why you should not ace it. I also took the actual FAA written a few days prior (93%) and had my results to show to the

interviewers. After the written we were called back in and introduced to a Capt. who gave us an introduction on what aircraft, training, bases, upgrade, etc. Pay attention and take good notes. No questions allowed during this time. Very informative. Answered most of my pre written questions. 1st year is a bear for all. Gets better and better after that. We were then introduced to the group of pilots interviewing all of us. Nice guys, mostly

Capts for our group with varied experience and locales. All asked us to relax and answer honestly. Joked a bunch and were obviously glad to be there with us. They then answered as many questions as we could think of. After questions were over we were assigned an interview time and most of us retired to our rooms. I suggest keeping your room in the

Holiday Inn until 12pm mandatory checkout. If you sit in the lobby there are distractions and added stress of watching people get called in. You will probably want to relax or keep studying in your room. Some folks stayed that night as well. Lori asks for those that have early flights to accommodate so no worries. Show up an hour before your interview time. Lori asks for a half hour minimum. I was there an hour before and got called in early when a fellow interviewee was not there when called. The Interview: Room is set up with five tables with two pilots at each. Your materials will be collected before they call you in and they will review all your stuff in detail. They liked that I already had the

Restricted Radio Telephone Operators Permit and both of my interviewers had read my two letters of rec and commented in detail on each. DO NOT lie on any of your logbooks, apps, etc. This is exactly what is being looked at. NOT the way you want to start your meeting. First I was asked about my two letters of Rec and the people who had written them. Interviewers were impressed and felt the people came across as worthy individuals.

Second I was asked to give them a background on myself. I did so using normal interviewing techniques of selling myself through my accomplishments and skills while describing history. Third I was asked to describe to them my most recent flying work experience and what that is all about. I was able to show teamwork, formation flying, judgment, dealing with the public, safety decisions, etc. Fourth, I was asked to brief an

ILS approach for which I was complemented on a good job. Fifth, I was given a clearance north of the airport and asked to describe how I would fly the approach including, route, altitude, etc. I was so nervous and wound up I got the meat of it right but quite a few things wrong as well. The interviewers attempted to lead me to the right answers but I was flustered by then. We moved on. This was due to a few things: nervousness, not examining the plate enough before jumping in, and lack of familiarity of certain items etc. on Jepp Plates. I felt like I had blown the interview at this point but remained calm and focused with a smile. TIP: buy, borrow as many Jep plates as you can for the airports Mesa flies to (not the tiny airports but Phoenix, Farmington, etc.)and may quiz you on. Just going thru the intro is not enough. The plate I got was from an airport I was planning on looking at and never got too. Interviewers ask questions on plates they are very familiar with personally. Likely most interviewers will come from western area rather than across the country (Phoenix, Denver, etc.) Sixth I was asked to decode a

Metar and TAF and did so to about 85%. I had studied the FAA publication available online faa.gov and other sources but still had trouble with some of the additional comments section. I suggest you get together with a good expert on these and go over it in detail. Then practice. This is an area you can smoke and look good which is kind of a freebee if you are asked. To end the TAF question I was asked how many times a day a

TAF is issued and for what valid period. Then asked the typical “If you are arriving at

this time do you need an alternate based on this forecast?” Seventh were questions on the light twin I had been flying. BE AWARE my interviewers had a flipbook with all of the specs on light twins. Know your plane! I was asked about engines, fuel, weights, speeds, electrical, props, etc. How many buses does the electrical system have? Know this stuff cold and it is another “giveaway” for you to shine. Eighth was a question on the three types of hydroplaning and explaining how hydroplaning happens. Last, I was asked what questions I had for them. I was still upset about botching the approach plate question and asked them to go over it again if it was going to be make it or break it for my candidacy.

They said it was not and we moved on to my questions. I asked three, including one on a published spec on the Mesa Web Site on the 1900. Sell yourself: “I was looking at the specs on the 1900 on your website in case you asked me any questions on Mesa’s aircraft and ……” They did not know the answer and even consulted a former 1900 captain who only guessed. While they were answering my questions I was still glancing at the approach plate I had botched. After answering the last question I asked them if we could look at the plate again since I was more relaxed now and had some better answers. They gladly pulled it out and I was able to recover on many of the wrong answers I had given.

(I really had answered poorly on the first go.) This obviously pleased them that I was tackling it again and getting it right and they asked me a few more questions, which I nailed. Case in point: DO NOT give up or show you are upset if you answer wrong. I think this allowed me to recover and save things. All in all, my interview seemed to be about 15 minutes and I thought for the next two weeks I had blown it. Goes to show you that Mesa wants good piloting skills and a guy or gal they can fly with and layover with that is enjoyable to be with and a decent person. Character and personality are equally important to hours, ratings etc. Also someone who learns from mistakes and is willing to go right back to the most stressful part of the interview for he/she, not give up, and get it right. BE SURE TO TAKE YOUR TIME AND EXAMINE STUFF BEFORE

ANSWERING! Trust me it is hard to do when you are amped up. Before shaking hands and leaving I summarized how badly I wanted to work for Mesa and why I felt I was a worthy addition to their team. Three to four summary statements on my flying, leadership, work ethic and genuineness. Lori checks your application and makes sure everything is complete. If you have any doubts, bring what you need with you to the interview to complete stuff. Two weeks later, as promised I got a call. Summary: Study hard for this one. It is a hell of an opportunity right now. I prepared by studying ATP

(gleim), Technical Interview Prep Books, Jepp Introduction, Questions Questions by Air

Inc., pilot’s manual for the Duchess, Mesa website, FAR/AIM, this site, etc. Answer honestly, be yourself, and best of luck. As an aside, some of my peer’s interviews were longer and more in depth than mine with peppering of questions, scenarios, etc. It depends on who you get and what they want to shake you on. Your reaction and how you handle wrong answers and the interview are very much looked at. My friends have told me that this is in effect giving the interviewer a glimpse of who you truly are and how you react to situations as opposed to just giving right answers. Mesa is the place to be right now! Good luck and knock them dead!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? Either Jet or Dash-8



2 weeks of torturous waiting finally came to an end today when Angela from Mesa airlines called me while I was at the Music City Bowl watching my Auburn Tigers put the whoopin on Wisconsin!! Exactly two weeks to the day. After performing various gymnastic skills that I was completely unaware I could do, and giving a couple of hugs to some terrified strangers, I decided that it would not be a bad idea to try to give everyone the scoop on the interview. Bottom line.....be yourself and do your best. Let them know that you want the job, you can do the job well, and that you'll show up every day to work knowing that you're lucky to be there. This interview is probably about 85%attitude, and

15% technical. Do well on the 50 question ATP, and that'll give you a good start. I think I missed one question (98% correct), although I can't be certain. OMIT all questions that involve figures, except for the winds aloft forecast, the METAR, and the Microburst chart. (At least that's what was on my test). You can also forget about the pallet weight questions, and any BE-1900, B-737, DC9, etc. performance questions. Tech interview

was not easy. They asked me several questions that I just flat out blew....How long is a

TAF good for? How often are they issued? What is the 10NM on the approach profile based off of? If the FAF is an NDB, how are you supposed to know if you are within

10NM of it if there is no DME, GPS or the like? These are the ones I missed.....no laughing please. However, I got most everything else right. They had me brief an approach, asked me about my aircraft pressurization system. I'm RVSM/MNPS certified, and they asked me a bit about that. If you have the approach lights in sight, how much lower below the DH can you go? HR questions were all about getting to know you. What makes a good/bad captain? What can you bring to Mesa? Why Mesa? What aircraft would you like and why? What do you expect out of Mesa? What are your hobbies? I've been to Simuflite and Simcom, asked me if I had any problems there, had I ever failed a checkride? That's pretty much it. Try to relax (although I know you won't) and do your best. If you don't know something, say you don't know!! Missing the answers on a few questions will not necessarily disqualify you from getting the job....I'm living proof of that. They are trying to get to know you, and trying to see if they can fly a 5 day trip with you and not want to feed you to a pack of wild hyenas afterwards. If they like you, they'll hire you. Best of luck to all and keep the blue side up!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Not Sure



I would like to say that the interview was very enjoyable. Very similar to what others have written. Be sure to have your logbooks, driver's license, certificates, medical, FCC, passport in order. The two captains I was with were relaxed and professional. If you show them you prepared(like doing well on the written and approach plates) I feel that the rest is easy. This was my first 121 and although nervous, I was confident I would do well.

Relax and have fun.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no






What is your age? 0




All of these gouges for Mesa will prepare you for the interview. Here are some things to consider after you get hired. The best place to stay during training is the Marriot

Residence Inn. They have are the closest, nicest, and have free food/beer on weekdays.

Call them the day you get hired; they have a limited number of Mesa rate ($35/night rooms. I don't have the number. 411 it: It is on 44th street in PHX. Some of the other hotels are up to 30 minutes away. Find that out when you call. Don't just go for the first one you get. Attn: low timers and CFI's: your systems class will not be an "introduction".

You will jump right in with upgrading captains and J4J united and usair pilots. In my opinion, the class is taught to their level. So, to be prepared to hit the ground running when you arrive, at least read over "The Turbine pilots flight manual", "Basic

Aerodynamics for Naval Aviators", and anything you can get your hands on about electricity (knowing the difference between DC buses, essential buses, shed buses etc...will ease your studying in ground school). All of this will help get your mind out of the piston plane you are flying and into the jet or dash.













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Growing big time! 1300 pilots this year supposedly. Quick upgrade in Dash and 1900, longer in jet. Initial pay is a little low, second year a little better, benefits not too bad.

You pay for hotel during training until passing test on company. Interview same as other gouge. Brief an approach, know your weather, drunk captain, qualities in a captain, qualities in yourself, TMAATW you had a problem with a captain, how did you resolve it, why you over everyone else, know the jep plates and I mean know them symbols and all. Good luck!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Don't know yet.



Well, I have been waiting a looooonnnnnnggggg time to be able to contribute to this fine site--and now I can! I interviewed with Mesa on the date noted above. In order to be interviewed you are going to need to fill out the entire employment package located on their website and submit it with a $50 check. Two weeks after they received my package

Lori Clark called me for an interview. I was offered 4 different days to interview, 2 for the next week and 2 for the following week. I chose the latter to give me more time to prepare. They send you an information packet through email which contains all the information you need to know as well as your space available flight information for getting to PHX. They conduct the interviews at the Holiday Inn Select Airport in PHX. A nice hotel for only $35.00 per night (crew rate) but you have to call asap after Lori calls you in order to secure a room. You fly in the day before and the interview takes place at

7:30am sharp in one of the conference rooms (everyone mingles in the lobby beforehand). There were about 25 candidates on my particular day, of those there were about 4 females and 2 minorities. Everyone socialized real well (hey--we are all in this together, right). Flight exprerience really varied, some were just CFI's like myself while some were flying corporate (Lear's and King Air's) and one guy I met was still in the

USAF as a B-52 Pilot! They start the day off by introducing themselves and really trying to make everyone feel at ease. They ask if anyone knows any jokes and about four of us spoke up, most were corny buy it did break the ice. Then Lori and Todd (her husband who is a Mesa Captain) filled us in on the day's events. After that, Capt. Scarff? gave a briefing on the company pay/benefits as well as equipment and domiciles information

(nice guy). After that, about 8 Mesa Captain's came in the room and introduced themselves and spoke about themselves and answered any questions that we had (they would be assisting with the interviews). Then the 50 question test was passed out. It is entirely based on the ATP so if you have taken it recently (I did just the week before) you should ace it (no performance questions or flight planning). It is not pass/fail but I do think that it goes a long way towards determining how your Tech/HR interview will go.

You have an hour to finish the test but most were done within about 25 minutes. They call everyone back in after they grade the exams and inform you of what time slot you will get for your 2 on 1 interview, times ranged from 10am till 4pm, I got 11am. Make sure you are there well before your interview slot as it does not look good to have them call out your name and you are not available (this happened to a couple of folks). They gather up your log books, certificates, drivers license, medical, and Radio permit and look over them prior to actually speaking to you. Then they call you in. My interview may vary from someone else's as it really depends on who you get, but I honestly do not think that they are trying to trip anyone up. They want to see what you know and how you will react to their questions. They do not give you any indication on how well you are doing or how well you did on the test. The first part of my interview was technical

questions like, read this metar out loud (know all the parts, even the ones you usually ignore). Then he asked me to read a TAF and tell him if I needed an alternate or not.

Next, he wanted me to brief an approach and explain how I would enter the hold

(Flagstaff, AZ I think). He then asked me what I needed to see in order to land (know all the visual requirments). He then asked me what the MSA circle meant. After that he pulled out a low enroute chart and asked me a few hold entry questions coming from different directions and some very basic symbology. After that, the other Captain began asking me some 'what if' and HR type questions like, 'What do you like about flying'?

What do you dislike about flying? What would you do if the captain gets to MDA and continues to decsend? Of course, I said declare a missed with the tower and he quickly stated that it was an uncontrolled field--so be ready to tell them what you really would do! Next, he asked me the drunk captain questions (alot of people think that this is an out dated question but as recent news events continue to show--it is still quite relevant). Then he asked me why they should hire me rather then my fellow interviewees. Lastly, they asked me if I had any questions for them (which I really didn't). The whole interview lasted about 15 minutes I think. However, some people were in theirs for as much as 45-it just really depends on who you get. Afterwards, Lori had me fill out some additional paperwork and then I was done in time to eat lunch and go home! Some folks that got a later time slot though were still not done at 4pm! Nearly 2 full weeks after I interviewed they called to offer me a class date (it was pure torture during Christmas but I should now have a happy new year!). Everyone seemed very genuine and they are definetly hiring however, someone earlier posted that they are just looking for a pulse--that is pure BS, if you go in there with that kind of attitude and you WILL NOT get the job! I have corresponded with several of the other interviewees and some already have gotten the rejection letter so take this interview seriously--you were warned! This was my first airline interview and I was pretty nervous but am glad that the 'right rudder, right rudder!' days are now closing (although I would not have changed a thing about being a CFI--I learned so much more because of it). Go to the Mesa website and fill out the application as well as ALL the other paperwork that they want (it will take you about 2 weeks to get it all together) and send it in! They are hiring! Good luck to all wherever you end up ;-)













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? yes


Are you an FE? no






What is your age? 0




All previous gouges are correct. Since your told what to expect at the interview beforehand, word to the wise: it would behoove you to show your prepared at the interview otherwise their feeling is why should we hire someone who didn't prepare.

They look at it as a reflection of your character - are you serious about this job opportunity or are you so care free that you'll apply the same attitude during training. The interviewers really don't know you and they only have 15 - 40 minutes to try to get to know you. They understand your going to be nervous and do their best to put you at ease so they can get more of a sense of the true you. It goes without saying the more prepared you are, the more relaxed your going to be during the interview. Be yourself, don't try to

BS 'em with canned answers because they want to know who you are not some parrot or programmed robot because they can see right through it. If they don't know you, they're not likely to hire you. They go out of their way to provide a relaxed and conducive atmosphere to get to know you. They're likely to hire nearly 100 per month over the next year - Mesa is growing at a tremendous pace so; get in as soon as you can because at the rate their hiring seniority becomes paramount. Pay is based on 70 hour guarantee. Per diem is $1.15. First year pay in jet is better, however, upgrades are much faster in turboprops. Mesa has approx 37 Beech 1900 based throughout the country;41 ERJs with pilot bases in CLT and DCA;approx 106 CRJs (comprised at last count of 10 CRJ 900 with currently 7 on order, 13RJ 700s with one currently on order,from 38-42 RJ 200s - don't know how many on order) with pilot bases in PHL, DEN, and PHX; 12 Dash 8s with 4 more in Jan with pilot bases in DEN, Grand Junction, and PHX. The above numbers are approx based on what we were told during interview. They're getting more

AC (primarily jets) every month, so don't be surprised if you're in a class of 50 people.

This is a solid company with a solid future. Good luck to all and best wishes for the new year.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










You all know pretty much what to expect because of the other gouges. so I am only going to tell you about my interview, it was sceduled for 3pm I sat around for 4 hours in the resturant. I was called in at 2:15, the two captains I interviewed with were pretty quiet and asked very direct questions, I felt I did really well on the 50 question test, maybe missed one or two tops so I expected a very HR based interview not tech. interview. I could not have been more wrong, my interview lasted at least a half hour which seemed like a long time because I thought if you did well, it went shorter, first thing they did was pull out a high alt. enr. chart and started asking me what different markings ment, they stayed on the chart for about 10 minuts asking me what seamed like every single symble,

marking, line, or color on it, good thing I studied it because I think I got every one of them right. next they pulled out an ILS plate and gave me a clearnce and asked me how I would shoot this app. (never asked me to brief it) walked my way through it and when I got to the procedure turn they asked me how far out I would go for my PT, I said no more than 10nm or 17.7 DME, he then asked what I would do if I was going to go outside that

10nm, I said I would steepen up the turn, he said even with the steaper turn I would still go outside the 10nm, I thought about it for a minute and said turn the other way (that was the right answer). so then I continued on talking my way through the app. he asked me alot of questions about DH and when I can go down to it and go below it, asked me if both clouds and visibility had to be above minimums to go below DH or just visiblity, I said well I fly Part 91 so it is just Visiblity. Then the other captain started asking questions about runway lights, what kind does it have, I fliped the chart over and told him, then asked me what kind of app lights it had, it was a MALSF, he asked what the

"F" stood for I said i don't know what the F stands for exactly but I told him the way the app lights looked and in which ways they looked different from a MALSR. Next we moved on to the metar and taf. no big deal they asked me to read the metar outloud and then said I was leaving PHX at 1500 local for a two hour flight to DAL would I need to file an alternate. the taf was showing 100 feet overcast at my ETA and I laughed and said absolutly. next they said I land at an airport and the FO takes a quick walk around and tells me the right nav light is out, the sun is setting and there is no maint. what do you do, its only a 35 minute flight back to PHX your last stop for the night. I said I would stay on the ground and wait till it could be fixed. next they went on to drunk captain questions, then asked me if I have ever had a conflict in an airplane with a student or another pilot, I said yes and told them what happen, next they asked me to tell them scarest time in an airplane and then it was pretty much over. over all very nice interview, dont get nervous its not that tough and you study hard you will do fine. buy the way, they said there are captains at mesa making over 100 grand a year. and be preapared to talk about any tickets you have and an time you failed a check ride. good luck













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? CRJ, ERJ or DHC-8



If you're interviewing now, read the gouge posted recently. It's extremely accurate! This site has been an invaluable help in preparing. Prepare for the interview by studying for the ATP written. The better you do on the test, the easier the interview will be - so why not ace it?! Questions are sampled from chapters 2-4, 6-9 and 15-18. There are just a few questions with figures (the windshear one, decoding METAR, TAF and FD as well as

HSI holding instructions). No questions that involve calculations or a great deal of time.

Everyone finished within 20 minutes, although they give you an hour. Other questions were a mix of aerodynamics, weather, 121 and instrument knowledge. They have several different versions of the test and they know you read all the gouge, so being ready for the test is one way to show them you really want to do well and get the job! They even said so during the introduction (after the test I might add). When everybody had finished we were called in again for an introduction to Mesa by one of their captains. Supposedly they are hiring more than 1000 pilots in 2004. Quote: "There will be an avalanche of pilots behind you!" There's a 1 year training contract for each time you go through groundschool and it's eventually waived after 4 years of employment. So every time you upgrade, you basically sign on for another year. Everyone really made you feel as comfortable as possible from start to finish and Lori and Todd are both great at making you feel as relaxed as you can be, plus they are hilarious too. They keep saying it over and over, that all they want to do is get to know YOU and generally the shorter the interview the better. Mine only lasted 15 minutes and I came out feeling good about the technical questions (I had studied and there were really no surprises - so that felt good), but I felt a mixed bag from the personal questions I was asked. They listen aggressively to you during these, so just try to be yourself and show them your train of thought during situational questions. I don't believe there are any rights or wrongs, but try to remember to answer what YOU really would do and keep safety first! Aside from the ATP written, study the legends to Jepp plates, low and high enroute and be prepared to brief and/or finger fly any approach. A good idea is to get a few samples of plates in the Mesa system

to familiarize yourself a little. Chances are slim that you'll get that particular chart, however, in our group they had the ILS DME 21 Flagstaff AZ, ILS DME 2 Durango CO,

ILS 7 Santa Barbara CA, ILS 11 San Luis Obispo CA, ILS 10R Boise IDAHO, VOR 33

Santa Fe NM, VOR DME A Santa Fe NM and one approach into Farmington NM. I forget which one - but that should put you at ease some, even if they might still pull out a different one. Other questions I was asked during the 2 on 1 interview were: Tell me about yourself and how you got started in aviation? Captain goes below minimums and says he's continuing (!), what do you do? Captain shows up smelling like alcohol and pops in a breathmint wanting to go? Why should we hire you instead of the next guy?

Descent problems such as, you are 30nm from XYZ VOR at 30,000 and doing 300 knots.

Cross the VOR at 10,000 and maintain 250 knots (use the 3-1 rule and add a mile for each 10 knots of slowdown). Then they wanted to know my rate of descent (GS/2 * 10 will do just fine). When can you descent below DH/MDA? Know "the environment" by heart (91.175). During the portion where I was finger flying the approach they asked about holding entry, distance out on the PT, limitations on the turn and MSA and what that gives you? All pretty straight forward. Make sure you do a thorough approach briefing if asked to do one, but also practice it so you can do it within a minute! If you study you'll do just fine! Mainly Jepps and ATP written, but don't forget to do a little selfevaluation too for the personal questions. There seems to be a really good atmosphere at

Mesa (despite things you might have heard elsewhere)! Everyone I've met so far has been overly friendly and easy going. Good luck to you all!













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Well not much more than what previously posted. Exam is as described, plus a few pictures to refer to (FT's, HSI for hold question, Metars). They don't give you the results but will congratulate you if you aced it. Interview questions a little harder than expected.

If they realize you know your stuff, then they grill you on more complex items, but I think at that point they have already decided you are hired, they are just having a little fun. All in all, great experience, got call less that 36 hours after interview. Good Luck!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Just like the other posts, same interview. They interview us in groups. Must have been 50 of us at Holiday inn. I wasn't nervous and they talked up the company as though they are going to be hiring until 2006 with over 60 new hire's a month. I feel like I am going to start out in the 1900 in witchita, thats what they told everybody else. They didn't tell me about equipment, the interview was a breeze, I didn't study and all you have to do is have a pulse. The pay is low low low for a long long time, so I am glad that I still have

$35,000 student loan and two kids and a wife, two car payments. I am almost 40 and have to get a loan to work for MESA, did someone say gulfstream is hiring.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? no










Ok all gouges here for MESA were right but, I would like to correct some points first try to study more meteorology than the other stuf because there are a lot of questions on the written about METAR, TAF, fronts, etc... Also the hotel the setup the interview Holliday

Inn is trying to make money so if they tell you they only have a room for 119 don't take it go to the Days Inn Mesa send on email they will bring to wherever is the local for the interview and the room is only 39. Know the airplane you flying. And talk to Lori about any other issue you don't have time to talk with the interviwers, She is very comprehensive and eager to know you. Anything else is like the previous gouges cap.

4,6,9,15,16 of Gleim's book but if you have time study more. Good luck guys. GOD bless you













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










As everyone else has said, the interview is really straight-forward and relaxing. The only stress you will have is what you put on yourself. Study for the ATP written and you will do fine, ignore any question that refers you to a figure, there are only about 5 questions with figures, one with the microburst, one hold, read a winds aloft chart and maybe another random one or two I can't remember. Lori and Todd are awesome, and the company seems to really be growing. Not the best pay scales, and you will be responsible for your hotel accomodations for the first month or so of training, but I think the way they are talking about growing, it will be well worth it to get a number before everyone else does. They will ask questions in the personal interview until they find something that you don't know, so don't bs them and admit that you don't know, I said that more than once and they said thats fine and moved on, nothing to worry about at all. Just RELAX and be yourself and be fine. Go in there knowing you have nothing to lose, and don't get too worked up about it. I think I was asked 4 questions over the plane I'm on (weights, engines), a few low-enroute questions (I didn't know how to find the hours of operations of a class D airport) MEA, MOCA, the green/red grid mea, and cumpolsory vs noncompulsory reporting points. Another question I didn't know was your going 100 kts, climb gradient of 333 ft/min, whats your rate of climb. Convert C to F, I stumbled thru the formula and with a little help from the arrived at the right answer. Read a METAR and TAF, will we need an alternate. That was about it, the rest was general get to know you questions. Most everyone else I talked to had to brief an approach and got Q's over it, but I never saw a chart. Just look over the ATP written and don't study too much to where you are thinking too hard, its really not a bad interview at all, everyone goes out of their way to make you comfortable.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? ???



Previous gouges are a great reference. Questions depend on interviewers. Know your AC systems, Jepps, TAFs/METARs, and general IFR knowledge. I got systems questions while many others got situational questions. Don't get caught up in situational questions because just when you think you've heard them all they will ask a different one. You can count on briefing an approach, reading a TAF/METAR and talking about alternates etc.

As stated before, written test is right out of ATP book. Be yourself, be honest, and show them your desire to work for Mesa.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










As in previous gouges, study ATP riten for the written and you will be OK. Oral - how did you end up here, few aicraft qestons (describe engines on BE76, elctrical systems, gross weight, takeoff weight) Approach plate - Jackson Hole ILS, double check outbound course, which way to turn in procedure turn - what if you are almost at 10nm from fix before turning inbound ie do you have to follow path Jepp prints on chart (no), when can you continue approach after weather goes below mins, if you only see als what can you do, what else do you look for before landing, what does L on PAPI-L mean. Low enroute diffrence between green and blue arports, green and magenta min alt numbers (oxygen),

X on airway, T on airway(change in MEA) descent problem (300kts, 22,000 down to

9,000, how far out do you start the decent) Metar - know what P0001 and 6//// means.

Thats about it. Not as traumatic as I thought it would be. Just know your stuff and don't double guess yourself - stick with your answer if it is correct!! Heard in 3 days via email

(my request)













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Know your IFR operations cold, and ace that ATP test. They say that it is not a pass- fail test, but I can assure you if you do not do well, your chances are slim on getting the job. I would be careful on using the term," I DON'T KNOW." If you are saying that, it raises a red flag in there minds right away. At the level we are supposed to be at, you should know the questions they are asking. Congratulations to the people who got the job!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Not sure



First off, I am thrilled. This is where I wanted to start my career. The interview is top notch, and they do everything they can to make you feel at ease. Previous gouges helped tremendously, and I don't have too much to add. Study the ATP study guide. A 50 question test is presented 1st. Not Pass/Fail and they tell you that right away. Study Jepp enroute, and approach charts. Know them well. I did not know a few symbols, but talked my way to the answer. They try and rattle you with the "are you sure?" or "is that your final answer?". I was also presented with a few scenario questions. "Tell me a time Crew resource worked in your flying?" "when it didn't?" " A time I had to make an unpopular decision flying?". These questions have no right answer, so be yourself and answer from the heart and gut. I got the feeling of family, teamwork, and camraderie. I can't wait to get started. Good luck to all candidates!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? Dont



I will start by saying this, if you get called for this interview you have an excellent chance of being hired. The interview is exactly as the previous gouge states. You must study the

ATP written and omit all figures and 135 regulations, if you study the written will be very easy. Next you leave the room and once everyone is done with the written they give a company overview, the interview captains, Todd and Lori are hilarious. Once the company overview is over you will be scheduled for you personal interview. The questions I got were to brief this approach then finger fly it, then several questions on the approach plate and enroute chart. After this they pulled out a Metar a TAF and asked me to decode it. When do you need an alternate? What are stages of a thunderstorm? What is most severe? Then they gave the Capt goes below DH what would you do? Capt smells like alcohol what would you do? How do you feel about moving to the mid west and how much notice do you need. I was called with an offer 2 days later. Good Luck, this interview is very low stress.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? Still Waiting to Hear



Listed as above it pretty much sums it up. Go in and tell some jokes and then get into the

50 question test. Not to bad; 121, WX. They Brief you on the company and tell you your time for the personal interview. Nothing to terribly bad. Myself, I got nervous when I walked in (first time). But they try to make it as comfortable as they can. They do ask a couple times if you are sure on that answer (apprchs / Charts) But mainly looking if you are confident in what you are telling them. Know your symbols on charts and plates. My questions; Cleared to VOR and how are you going to fly this ILS. Fingure flew full ILS and went through some charts. Stumbled on a couple but they are looking that you are confident in what you know and if you dont, tell them. No one knows all. Got a distance to descend question. Know the formula. Couple Q's on how I got started and why Mesa.

When would you be able to start and what would I wish for (Equip and Base). Didnt get any Q's on if your Capt was drunk or descending below mins. All in all, very good day, long but fun. Seem like a very bunch of fun and exciting people to work with and I think that we'll all have good times. Good luck to all and hope this helps a bit.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Arrived. 50 applicants, 1 woman, that was me. Lori & Todd Clark got up and gave a relaxing info session on Mesa. They're hiring into their Air Midwest line. Taking 1 plane per week, hiring 5 crew per plane. They're understaffed and said so. They no longer do the question w/ goody rewards about Mesa. Nor do they do the Dream Sheet...said it created expectations. 50-multi choice question right out of ATP book. Know how to read

Figure 149, Winds & Temps Aloft Forecast. Fig 144, Microburst Section Chart: which little plane will experience an increase in airspeed & altitude, but not in pitch? You're flying a heading of 060, told to hold west on the 270 radial, what kind of entry? A question about hypoxia, why does it happen? Interview was with Zack and Geoff. They said I did well on the written, but did pull the hypoxia question b/c apparently I got it wrong. Asked me WHY hypoxia happens. Asked me lots of systems on the twin I took my ATP in last week (Seminole): engine, electrical, gear, emerg gear procedure, vmc, vne. What is vyse and what is the speed? He asked if the plane had a counter-rotating prop. Yes. Then they changed out the left engine, right? I answered, "No, the right engine

has the counter-rotating prop." Geoff hesitated, thought for a while then agreed with me. I laughed and asked him if that was one point for me. He acknowledged. What kind of flaps does my C150 have (I own a '61 C150). I said "manual." "No, what KIND?" I said I had no idea...that they go down when I put them down. They laughed and said that was fine. (They're PLAIN flaps.) Showed me an ILS, asked if at the DH, when can I go lower? Asked me to ask myself two questions on the approach plate and answer them.

Geoff said sometimes an approach plate only has circling mins, why is that. 1) If approach is offset from the end of the runway more than 30 degrees. I couldn't think of the other. Geoff said it didn't matter, that it was kind of obscure. ?? You arrive on the plane, the flight attendant comes up to you and says she smells alcohol on the capt's breath. What are you going to do? I told him I'd talk to the capt, and maybe ask to smell his breath. If I thought he had been drinking, I'd refuse to fly. Geoff asked me if I'd call in sick then? Yes. Other interviewers got the question if the capt flew below mins, what would you do? A little info on the company: you pay for your hotel during ground school

(six weeks). No perdiem payed until you're on the line. They reimburse you 50% on your initial uniform. No ALPA dues first year. 401K they match 25% up to 20% of your salary. They're getting one new plane every week, and hire 5 crew per plane. Currently they're only at 4.3 crew per plane. Upgrade time by aircraft: -8: almost immediately if have ATP, CRJ: 4 years, 1900s: 1.5 years. Straight-forward, no head games and fair.

They're hungry for people, relax and enjoy it. Best of luck to everyone.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? to be assigned.



All applicants met in the lobby of the Holiday Inn Select at 07:30. Captain Todd Clark and Lori Clark began the day at 08:00 with "Good Morning and Welcome." Everyone was asked to remove their coats and get comfortable. They asked if anyone had any jokes. About three people told their jokes and it sort of "broke the ice." Lori Clark, then, told us what we could expect for the day. First, we were administered a 50-question, multiple-choice, non-pass/fail written exam. All questions were taken directly from the

FAA ATP Exam Test Bank. (Study all chapters except the four chapters containing

BE1900, DC9, B727, and B737 performance). Within about forty-five minutes, everyone was done and had handed in their tests. The tests were then graded behind closed doors by the interview board. No one was given their results; however, we were told that the test was not pass/fail, but merely a guide to be used for our personal interviews. Next, we were given an overview of the company. Captain Clark talked about company growth and hiring trends, pilot pay, domiciles, upgrade times, union representation, and training schedule. Then he "opened the floor" for questions. We were then introduced to the line pilots that would be conducting the interviews and given an opportunity to ask them any questions. Mrs. Clark then assigned each of us our interview time. They interviewed four interviewees each hour beginning at 10:30 and ending at about 15:30. Each was interviewed by two line pilots. At our assigned time, they asked for our logbook, pilot/instructor certificate(s), medical certificate, radio-telephone operator permit, passport, and driver's license. They spent about ten to fifteen minutes reviewing these items before calling us in for the interview. Each interview lasted anywhere from thirty minutes to an hour. In general, the interview consisted of technical questions, human resource questions, and situational questions. Keeping in mind that each interview is different, the technical interview included approach charts (brief this approach and finger-fly it), enroute charts (symbology as well as scenarios), and METAR/TAF (read and decipher). It also included a few systems and performance questions about an aircraft

I was currently flying or one that I was most comfortable with. (Know your aircraft because you won't be able to fool anyone). Prior to the interview, Mrs. Clark told us, "If you don't know an answer, the correct response is...I don't know." (Do not guess). The human resource interview included questions on educational history, previous jobs, personal traits, and flying career. (Since these questions are tailored to the individual, just answer them as honestly as you can). The situational scenario was: "You are holding short, ready for takeoff, and you notice that the captain has pulled the CVR circuit breaker. What would you do?" On these types of questions, there may not be one "right answer." These questions are best answered logically and methodically. The interviewers

were not interested in whether or not we had the right answer, but rather how we arrived at our answer. They were interested in our thought processes. (Think, answer honestly, and be confident about your answer). That's it! The entire interview is based on "getting to know you." They have less than an hour to get to know your personality, so BE

YOURSELF, BE HONEST, AND LET THEM KNOW THAT YOU WANT THE JOB.

Lori Clark and all the interviewers were extremely nice and genuinely tried to make us all feel very comfortable from the start. The best advice I can give is: "STUDY (the written exam and technical interview are equally important because they demonstrate your general knowledge and airmanship), BE HONEST (they will see right through you if you're not), and BE YOUSELF (they really do want to know who YOU are)." Remember this: You're invited to the interview because you meet their standards and they truly want to hire you. So, show them that you want the job. Mesa is a great company and they are definitely going places. Why not be a part of the it? Good luck to all who interview. See you on the line!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Hey All, This submission is for those who are new to interviewing. It's a play by play of the whole day and it's long! Interviewed on a Tuesday at the Holiday Inn on Washington

St. It's on the north side of the runways at PHX. I have no info on rates...check the previous postings. The day started at 0740. Lori Clark, the Pilot Recruitment Manager, had us sit down in a meeting room. I think there were about 20 pilots. One lady pilot in the group. Lori has everyone stretch and then take their coats off. She knows that this a little nerve racking for a lot of us. She'll tell you about how the day will go and her husband Todd will tell you about the company. He also told us, "That if you are not mobile, meaning you will need to be able move around a lot, then Mesa is probably not the place for you." After talking to many pilots, I found out that if you get hired, you better plan on moving at least 5 or 6 times while you are there. They are hiring for the

1900 now and this a "company that constantly changes things”. One of the things Lori said was that, "We are looking for what you know and what you don't know. If you don't know something, tell us you don't know it. Don't try to BS us or we will know it."

Remember they know that you can fly or at least you better know how to fly well. They want to see how you think and work. They evaluate this by both HR situations and technical problems. If you are a Mesa Pilot Developement graduate from San Juan

College or Williams Gateway, there is just about a 98% you're going to get hired. You'll do a 50 question written test and they give you an hour. Here are the chapters out of the

Gliem ATP that you need to study so that you'll do well on the written. Study chapters 2-

4, 6-9 and 15-18 in the Gleim ATP test prep book. Figures (TAF, Winds Aloft and HSI to figure a holding pattern entry). If they want to grind on you, they'll pull the questions that you missed on the written and dig on you about it to see if you actually know what you're doing. There was one written question on aerodynamics. "When you change angle of attack you can change?..." I think the three things were lift, drag and airspeed?!?!?!?

Three 121 Reg questions and know what has to be on the Dispatch Release for a

Domestic/Flag air carrier. (121.687) Several weather questions. There was the winds aloft report question, (example) 7500635. (Winds are 250 degrees @ 106 knot) They also asked the question about the METAR with the thunderstorms in the report and that the rain began 12 minutes after the hour. They did have three figures to refer to. One was

METAR page with all the ICAO identifiers, Figure 145. They asked about KDAL. I put down the altimeter was 30.07 because the temps on a METAR are in Celsius NOT

Fahrenheit. They also had an OBS figure, Figure 123 and the question asked what holding pattern entry would you use based on the CDI and OBS setting. I believe the

OBS was a “TO” indication with 060 degrees on the top of the OBS. I think it was a direct entry if I remember right. You’ll have to look that one up. Expect that after this gauge gets submitted that you’ll get a different written test. This is about as specific as I can get. They asked the question on how you increase your range. They also asked the

Microburst question with Figure 144. If they had you do all of the Weight & Balance stuff you would need three hours to get the test done. The questions that they ask make sense with the type of flying that you’ll have to do. Thank GOD they don't ask the idiot

pallet loading and obsolete aircraft performance questions. The line pilots that are going to do your personal interview each have their set of questions that they will ask you.

Some will ask lots of approach plate questions off the Jepps and others won't. Some will ask you specific questions about the planes that your flying and others won't. Real specific?!?!? It is a two on one personal interview. When they give you a scenario question like..."You're at DA and the approach lights are in sight, what can you do?"

Don't tell them like I did, "You can continue down another 100 feet. NO, tell them you can continue the approach to 100 feet above TDZE. Yup, I screwed the pooch on that one. I finally got it right but the line pilot had dig it out of me until I caught on that I needed to say my answer a certain way. Questions that I was asked: "Tell us how you got started flying? Right after that...What is the service volume of an ILS?" I forgot the 10 degree width but got the 18 miles part. They then pulled out an approach plate for ??? and asked me to brief the approach. I wish I could remember what airport it was but I was a vegetable at that point. It had an arc on it. They asked me to leave out all the stuff on the briefing strip. They asked me the ALS question at DA and that is when my tongue got wrapped around neck momentarily. They pulled out the PHX low enroute chart and asked symbols on the chart. Dimensions of Tucson Class C, PHX Class B and Class D airspace.

They also wanted speed limits in those airspace areas. They asked me what the MEA and

MOCA were and what obstacle clearance and reception you had when at the MEA and

MOCA. One of them pointed to the MORA and asked what the number meant and the other guy asked “Why is one green and the other MORA magenta in color?” "What does the little 'D' in the VOR Data box? DME. What is the little (L)? Low Service Volume

VOR. What does it mean if you see a little (T) where the (L) is...Terminal VOR. "What is the service volume of a Terminal VOR." I totally forgot! Nerves I guess. What does it mean when there is a shadow box around the VOR information box? They saved the HR and scenario stuff until the end...which was a question or two. There probably is not a right answer to any of the situational questions, especially the ones that they escalate on you. I recommend that you sit down with a current 121 pilot and have them to ask you some of the escalation questions before you go into the interview for the first time in you life. They are really trying to see if you’re a schmuck and will be a pain in the rear when you fly with them for a month at a time. It’s important that you don’t let an airplane push back if the Captain, crew or passengers, looks, smells or tastes bad prior to starting a before start checklist. The drunk captain questions were the last things that they asked me. "You are getting ready for the flight when one of the flight attendants taps you on the shoulder and says that a passenger has alerted her that the Captain has alcohol on his/her breath. What would you do?" They might ask you that you have another flight later that week with the same Captain and again you smell alcohol. What would you do?" Well, I'm not letting this guy fly the airplane and if they were my friend, I'm going to try to get them some help and maybe even contact my union rep for some guidance. Don't tell them that you'd race to the chief pilot to destroy the guy so that you can look like a hero. They asked if I would be okay flying the B-1900D? They asked if I had any questions and I asked about how they got their start and where they trained. “I told them that I was really thankful for the opportunity to meet with them and that I felt I would be a good asset to the company. I really want to get started at Mesa.” The line pilots are good guys who are fairly laid back and a few of them will mess with you in a good way. If they want to have a little fun with you, they'll ask you the worthless questions like service volumes of

VOR's and NDB's. You know, the who the heck cares questions that are typically deep

AIM questions. I'd read the AIM if you really want to do it right. Don’t get flustered and don’t do what I did which is rush to an answer. They only have about an hour to see if you’re going to work out. If you’re a nerd who is totally anal retentive they’ll know and they'll kiss you goodbye. I got the impression that if they think you belong in the fraternity, you can work there. I've talked to several other pilots in the industry and even though many of them don't like Mesa, jump seating shouldn't be to much of a problem if you go on America West, US Air, or United. Southwest pilots really don't seem to care about the whole Mesa contract thing that was voted in after Sept. 11th. If you think you're going to be able to ride on an Air Wisconsin or ACA plane...good luck. Mesa is going to need about a 1,000 pilots over the next two years. I did get hired from the interview and will be flying the Beech 1900. My call from Lori came four days after I interviewed. If you get the 1900, you’ll be headed to Wichita for ground school. The number for the

Sheraton Four Pointes where you will be staying is 316-942-7911. Good luck to all. Sign up at www.mesa-lounge.com to read all the pilots complain and moan about the latest rumors.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










Same as stated below. ATP written test is a little harder than I expected. Some weather questions, speed questions, duty times, icing questions etc. Very laid back. They are growing like crazy and need people bad. I believe they are taking over Midway routes.

Technical questions were on Jepp plates and enroute chart. What kind of runway lights are on this runway etc. What would you do if the Captain showed up wearing a dress? 3 weaknesses, strengths, why Mesa. They give you plenty of time to ask any questions you want. Relax and enjoy. Good interview experience. If they ask you something they don,t know don't bullshit them! Tell them you do not know but you know where to find the answer.













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? yes










Free Standby flight from the closest airport served by Mesa, America West to PHX.

Hotel-Holiday Inn Select PHX $35.00 20 applicants Everyone meets in the lobby of the hotel at 7:30. Lori and her hubby (CRJ line Captain) have you enter, sit and relax. Lori has everyone take off their coats. Asks for jokes. Gives a brief discription of the day.

Hands out the 50 question written test. They give you an hour to complete it. Most were done in 20 min. Questions were as previously posted. All out of the ATP book. They said there are 10 different tests. Not sure if that is true or not. There is no minimum score required. They ask you stuff about what you missed in the personal interview. ~8:30-9:00

After everyone is finished with the test, Lori's hubby takes about an hour to tell you all about the company. Pay: 1st year 1900 FO 18K, CRJ 20K 2nd year 1900 CA 30K 2nd year DASH CA 39K 70 hr guarantee per 28 day bid. They have 13 bids per year. 1.15 per hour perdiem from :45 before your scheduled departure on day one to :15 after chalks in on the last day. Pay every other week. 1 year training contract (10,000) pro-rated from day one. You are paid during training including housing and perdiem. Training lasts about 6 weeks depending on equipment and how fast things are moving. The usual benefits to include flight benifits that you would expect. ALPA dues of 1.95% of gross.

They claim that they will be doubling in size in the next three years. No word on how this is to happen. After the big speach roughly 10 CA & FO's entered and were introduced.

Each gave a brief synopsis of their career at Mesa. They would be the people performing the actual personal interviews. All applicants were allowed to ask questions. At the end of this everyone was given their interview time. About 5 per hour, starting at 10:00. There will be two line pilots interviewing. May be an FO or CA. Questions: How did you get started in aviation? You're traveling at 240KTS how far will you travel in 45 min. Why

Mesa? Define integrity Have you applied anywhere else? What would you do if you looked over at V1 and noticed the Captain not wearing his seat belt? It's Thanksgiving, you notice something broken on the airplane at an out station. 19 people are waiting to board the last flight of the day to get home. There are no mechanics around. It would take

3 hours to get one there. Would you blast, try to fix the problem or what? Have you ever broken an FAR? When are you required to have an alternate? Given a Metar & Taf, are you required to have an alternate if we arrive at 0300Z? You're south of XYZ VOR at

7,000. You're cleared for the approach via the VOR. Tell me when you would descend and how you would set up your radio's. How far out are you allowed to go out on the procedure turn? How far are you allowed to descend on the ILS? What do you need to continue the approach? What do you need to land? What is the MSA circle and what does it mean? What is the critical engine on an airplane equiped with counter-rotating propellers. What type of engine does your current aircraft have? Would you be afraid to fly the 1900 through nasty weather like icing and low clouds. They tell you you will hear from them within 2 weeks. They will tell you your class date and equipment but no base.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? not sure yet



Brief intro with Lori Clar...she told us what was going to happen for the day. Then came the 50 question ATP quiz. It's easy as long as you study! Then Todd Clark comes in and asks for any jokes people have to share. Then he gives an overview of the company, where it's headed, bases, pay, approximate upgrade times in the various aircraft, and benefits. After that, you are introduced to all the Captain's and F.O.'s that will be interviewing the applicants for the day. Then Lori tells you your time slot for the interview. 2 on 1 questioning. I think it's really up to the Captain's/F.O.'s to ask what they want because I didn't get any systems questions on my current aircraft, no situational questions. My questions were as follow: 3 strengths and 3 weaknesses-explain them? Tell me about yourself? Why Mesa? Sometime you didn't suceed at life and how you

overcame it? Any failed check rides? Who was the Founder of Mesa? 1s.m. visibility equals what RVR? Shooting an ILS and the visibility goes below minimums...can you continue?(I currently work for a 135 company...so it depends on if I reached the FAF yet)

There was a Descent calculation problem. What aircraft do you want to fly and location?(I told them any a/c and any location they wanted) I read a TAF to them. Briefed an approach chart and answered a couple questions about it. And finally Low Enroute chart questions. I think it was a relaxed, staight forward and easygoing process...be yourself, be honest and relax(but not too much) and you'll do fine.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










All the previous gouges are right on. So I will try to fill in the blanks at the start and end up with everything I remember. The written test does not constitute whether or not you get the job, but it does tell them what areas you are weak in. This is what they will concentrate on in the technical portion of the verbal interview. They showed me what I got...the test was on the table in front of me and I believe that the technical portion wasn't as tough or in depth because of my results. If I can give any advise, it would be to study, study, study for that written. It shows them that you are prepared and that you want the job. It also makes the interview really fun and more relaxed. The whole process was efficient, informative, and fun. Know departure/arrival speed restrictions because that is the one I missed. Know weather. Really know a Metar and TAF. Not just be able to read one. But what each item constitutes. Ex: clouds identified are AGL, All printed wind direction is True, not Mag, if the cloud base reported constitutes a ceiling, is "sky obscured a ceiling"...YES. I got the VOR A into MCCarren in Vegas...at boulder Vor cleared for the approach...finger flew the approach. I think the approaches they pick are random though. The course reversal was a holding pattern so they wanted to know the entry(parallel or teardrop depending on winds). Fixes and MAP were id'd by DME so I think they asked what I needed to fly the approach. When can I descend. Straightforward stuff. They asked me about the heater on the a/c I flew most...also engines. Captain shows up drunk...what do you do. If I ever failed a check ride. Be Truthful. Definition of integrity. It was a great time...the breakfast buffet is NOT free...but it was actually pretty good. Not worth 12 dollars though. I will be training in Kansas so hope to see some other guys from the 11th there.













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Hi, The interview is as posted on aviationinterviews.com The main thing they are looking for is your desire to work for the company. All things being said, I felt the interviewing capts (I had Capt.Clark, and a Dash-8 Capt.)asked questions based upon YOUR personal experience level. NOT your total flight time. So where ever you are...just be ready for those types of questions. Admit if you don't know the answer(I would NOT use "but I know where to find it" but that's just me). I overheard someone using that, and the capt. asked why he didn't look into the books before the interview. Did he not really want the job? I was asked a question on what procedure to use if going missed BEYOND the

MAP...(I didn't know that...and they apreciated me telling them that I learned something from THEM that day) Asked me if my company had Exemption 3585 in our ops.spec. and if so tell them what I know about it. Explain C-55 & C-56 in our ops.specs. Engines on the J-31. Why there was a water/meth on some models. Nothing too detailed, but if you try to make it into a GS...they will try and slip you up. So K.I.S.S. (keep it simple...stupid) Don't forget to be cordial with everyone...keep your personal feelings or thoughts out of the Holiday Inn during your stay.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? waiting to hear



I really enjoyed interviewing with Mesa. Of course I was a little apprehensive, since this is the first interview I've had, but it was actually fun. I met alot of really nice people including Lori Clark and her husband, who are quite entertaining. We started things off with meeting in the lobby of the Holiday Inn in PHX at 7:30 am. Seated in a large conference room we went through the usual introduction that everyone types about: guys remove their jackets and jokes are told. So those of you who are shy-this is a great way for you to pretend that your not!! We then took a 50 question ATP written. You're given an hour to complete it and then you will wait in the lobby for all to finish. After everyone finishes Lori collects them all and joins the other Mesa pilots in the conference room to grade them. After they were done we all went back into the room to be given an overview of the company. Come with questions! After the company info the interviewing pilots are walked in and they introduce themselves. We were given a chance to ask them questions as well. At the end of this intro we were told our interviewing times. I had the last interview of the day so I waited in the lobby with everyone else trying to get the scoop on the interviews before mine. It turned out to be a very good decision to wait because my name got called an hour early! I have to say that my interview was nothing like I had expected. Here are the questions: How did you get into flying? What does integrity mean to you? Tell us about yourself and what you would bring to Mesa? Then they pulled out the Santa Barbara ILS 7 (I think). DH? When can you go below DH? MSA and what does it give you? Highest obstacle on the plate and what is it? Type of lighting RWY 7 has? They gave me an "RVR" and asked if I would need a takeoff alternate. Asked if I had ever violated a reg? Unknowingly? On takeoff roll, approaching V1 and captain does not have shoulder strap on-what will you do? You're performing takeoff and same scenario? With these questions make sure you tell what you would ACTUALLY do, not what you think they'd want to hear. We were warned about that in the introduction earlier that day. The only system questions they asked me were the max takeoff weight of a 172 and the max fuel. I wasn't expecting that because most people are asked about the most

current twin they've been flying. So as you can see my interview was nothing compared to others. I'm not sure if it's based on how well you do on the interview or what. My number one piece of advice is be yourself because they want to hire those they'd enjoy flying with. Also, if you don't know an answer, give them a confident "I don't know."

Good luck to you all!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Still waiting



I am so excited to write about this experience. I received the call two days ago that I was selected to attend ground school in December. Still waiting to hear what equipment I will be flying however. Hope to hear that info within a couple days. The interview took place at the Holiday Inn which is very nice, and a great price ($35.00) which is the Mesa rate.

And they fly you down on a space available pass as well. The interview started at 7:30 am which began with a 50 question test which is verbatim from the Gleim ATP guide.

Study this minus the performance questions and you'll do fine. The ATP software is an excellent prep. Next was an overview which was given my Captain Clark. Talked about the future which looks good 5 jet aircraft coming each month. Went over benefits, etc. He concluded by saying that everyone here in this room has a job, it is up to you to give us a reason not to hire you. That is very true. Everyone interviewed with Mesa Line Pilots.

One of the pilots that interview you take your information that you were required to bring to the interview. You wait for about 10 minutes than they bring you in for the interview.

It was very relaxed. Be prepared for Jeppesen approach chart questions, your current aircraft specs,as well as some human resource questions. My interview lasted around 30 minutes and I enjoyed it. Answer every question honestly and if you don't know an answer just admit you don't know, it's okay if you don't. I left the interview feeling okay and really didn't know if I would be lucky enough to be selected. They said I would hear within 10 days. They were right on with that statement. I was selected for ground school

12 days after the interview. Good luck to anyone that has an interview coming up and hope this helped.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? Waiting



As stated on all of the previous gouge, it was a great experience. Traveled to PHX on space available -- very easy. Stayed at the Holiday Inn Phoenix, AZ for $35/night. The interviews take place in a conference room at the hotel. Started at 7:30 am. There was a group of approx. 40 people there to interview. First, Lori asked for some jokes (of any kind) and then gave an overview of the company. We all then took a 50 question test --

ATP (study 121, 91, Weather, Aerodynamics, Navigation; no need to study the chapters with the flight planning and figures). Todd Clark then explained a little bit about benefits, bases, aircraft, life as a Mesa Pilot. Then about 15 line pilots came in for a Q & A session

(they were also our interviewers). We were all then given a time slot for our interview.

Mine started at 11 am (an early one). Two of the line pilots look over your logbooks, paperwork, certificates, etc. Then they bring you in for a Q & A session. Some questions they asked: 1)What are 5 qualities of a good captain? 2)Tell me about yourself? 3)Tell me a time when....? 4)Brief an approach (Jepps) 5)Lots of questions on Low-Enroute

Charts 6)Give me 3 systems questions on the most complex airplane you fly and answer them for us? (Keep them very simple, if they want to know more they will ask). It was a very laid back interview and they were very friendly. Biggest advice -- BE YOURSELF and if you don't remember something or don't know tell them that (DON'T LIE).













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Flew out to PHX standby on America West, stayed at the Holiday Inn Select $35.00 a night Mesa rate. Arrived in the lobby the next morning about 7:10 for a 7:30 start time, enjoyed talking with some of the other canidates. Total of about 25 people for the interview. At 7:30 Lori told us all to come in and have a seat, told us all to take off our jackets and relax. Capt. Todd Clark introduced him self and told us a little about his history with mesa. We started out with the 50 question ATP test. Not bad if you study.

Chapt 2.3.4.6.7.8.9.15.16.17.18. You have one hour to complete it. Everyone finished in about 20 min. Next Capt. Clark gave a hour talk bout the company, pay, aircraft, and opened the floor to any questions. Then about ten fo and capt came in and introduced themselves. Again opened the floor for any questions. Then Lori gave everyone a interveiw time starting at 10am to 4pm. Before the personal interview the capt or fo that will be conducting your interview will ask for your log books and certificates. They called me into the room about five mins later. Wanted me to tell them about who I was, and how I got to where I am today. What type of aircraft I got my multi time in and describe it, just gave a basic overview of the plane covering all the systems and likes and dislikes. Pulled out a ILS 10R Boise, ID. Brief the approach, asked me what type of approach lights it had, and what they would look like. Then asked me to hand fly the approach. Asked about the MSA, if radar, dme was required, how long would I go outbound for and why, what the FAF was, get to my DH and nothing in site what to do and what kind of entry into the hold, get to DH have just approach lights in site what to do, and what do you need to land. How much vis or RVR was required for landing. What is the bold arrow on plain view of approach plate. Then we went to a low enroute chart asked about mea, moca, grid mora, changeover point, mca, what the symbol was for a break in the mea. Then we went onto a metar for KORD know all the sybombol meaning that can be on it,and that was about it. They told us before the interview if we didn\'t know something just tell them. Be HONEST, RELAX, and just be YOURSELF. If they called you the job is yours as long as you don\'t give them a reason not to hire you. They called me 8 working days after my interview. Good luck













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? BE1900D

If you were hired what is your training date? November 24, 2003


Same as the rest: If you are short on time study Ch.4, 9, 15 and 16 from your ATP book and you will pass the written. They give you a dream sheet, you write down what aircraft you would like and where you would like to be based. This sheet doesn't mean anything; you are going to get the 1900. They have a ton of Captains and FOs waiting to upgrade to the Jets. Mesa is saying you can make Captain in 2 months on the 1900, I believe it will be 1 year just from conversation I've had with other Mesa pilots. When you go for the individual interview they will review your logbooks and other info. I had a speeding ticket and they hammered me. I really believe they were just having fun but they repeated asked me if I had a problem controlling myself in a car. We talked about golf, kids and family. Then they asked me if I was conducting the interview what three questions would

I ask myself. I was surprised but I told them I would ask about the systems on my current

aircraft, the three types of hydroplaning and a drunken captain. Be careful, they took my three questions and asked more detail questions. For example, he asked me what the tire pressure was on my aircraft, he than asked me at what airspeed would my aircraft hydroplane. They then asked me what I had done to prepare for the interview. I told them specifics. I believe they ask this to determine my level of commitment. They asked me some questions on approach plates, 123 rule, metar and had I ever broken any regs. They asked me why Mesa and where did I see myself in 5 years. The company is growing and

I believe they will get stronger and bigger. I also believe once the industry turns around a lot of the J4J guys will be recalled which means more movement. Overall, it was an easy interview. I did a lot of studying and praying. Good luck to everyone, remember Jer. 29:

11-12. See yaaaaaa.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










There are no tricks in this interview they go out of their way to make all interviewees comfortable.Lori and Todd are a trip but professional. The sample of pilots 8 to do the interv iewing were very respectful and genuine. I was very impressed with everything.

All the usual as past gouges have suggested. It is a rumour about an 80% or higher to go further into the interview, not true at all, we asked. It's all practical use questions. two on one interviews scheduled from 10:00am to 4pm. what is the DH? What about if I have als in sight? Brief this approach? what is this and that on an enroute chart and approach plate? 3 weaknesses? Why Mesa? Systems questions..just know your bird. Be yourself and just answer the questions they have a half hour to get to know who you are so shine and no acting please. Take care and good luck to all. Mesa is going places I can assure you!!!!!!!!!!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










Pretty straightforward from the pprevious gouge. Study ATP questions and the 50 question written will be easy. After the written they discussed company benefits, upgrade times, etc. After that they brought the interviewers in for any questions. After that, the gave you a slotted interview time (however show up at least 1hr to 1/2hr early as they may move quickly). Before your interview they ask for your logbooks, certificates, etc. I was called in and asked to tell how i got into flying. Pulled out a METAR and asked to read as much as possible (included the RMKS on precip/temp/pressure trends in the last

3/24 hrs). Then asked if we arrive at the airport at 0200Z will we need an alternate based on a TAF. Pulled out ILS DME Rwy 21 to Flagstaff, AZ and said I was 20nm s of VOR and finger fly the approach (no brief). Asked could I go missed earlier than MAP. What would I do in that situation? If I was 3nm outside GSIA and weather report stated 100'clg and 1sm vis could I shoot the approach? Electrical system on my current aircraft. Engines on it. Would I be willing to fly a B1900D out of Kansas? Thats it. Took 15min tops.

Good luck.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? BE1900



Interview experience: There are no tricks in this interview they go out of their way to make all interviewees comfortable.Lori and Todd are a trip but professional. The sample of pilots 8 to do the interv iewing were very respectful and genuine. I was very impressed with everything. All the usual as past gouges have suggested. It is a rumour about an 80% or higher to go further into the interview, not true at all, we asked. It's all practical use questions. two on one interviews scheduled from 10:00am to 4pm. what is the DH? What about if I have als in sight? Brief this approach? what is this and that on an enroute chart and approach plate? 3 weaknesses? Why Mesa? Systems questions..just know your bird.

Be yourself and just answer the questions they have a half hour to get to know who you are so shine and no acting please. Take care and good luck to all. Mesa is going places I can assure you!!!!!!!!!!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? yes


Are you an FE? no










The Mesa interview is just as all have previously posted. My experience was virtually identical with a few minor exceptions. Mrs. Clark will provide you authorization for

Non-rev travel prior to the interview. I suggest purchasing a ticket if you have to travel far - I know some of the guys I talked to had a heckofa hard time getting back East on standby. I stayed at the Holiday in right near the Airport. Special cheap rate if you say you are with Mesa - the trick is to call AS SOON AS YOU CAN!! The day I was there, the hotel was sold out. Get plenty of rest and just relax for this interview. The best part of the whole thing is getting to meet the other interviewees. Ya just never know who you might see again! There will be plenty of time to kick back and shoot the breeze in between the day's events. The morning began at 0800 sharp in one of the hotel's conference rooms. There were 32 interviewees there, most with flight instructing backgrounds and a very few 135 cargo guys. So if you are a CFI - DON'T GIVE UP

HOPE!! However, every one I talked to had a Mesa pilot who personnally recommended them. After a presentation including company information from Mrs. Clark and a training captain, several of the line pilots (also the interview panel) got up and introduced themselves and were available to answer questions. Ask them ANYTHING - they are very blunt and honest about their experiences. After my interview with two of them, I asked them several questions about Mesa and their lifestyles, what they would do differently, domocile life, ease of commuting, etc. They were really good about answering my questions - I even asked some which I thought might jeopardize me getting hired, but apparently not! Then we all took the ATP test. Very few figure questions - only a few basic ones on weather, metars etc. I think most completed the test within 20 minutes or so. Then the waiting. Please tell Lori if you have to leave early - they are really good about getting you done quick if you have to get a flight out early. I was among the last to be interviewed. I guess this worked in my favor because the pilots who interviewed me were itchin' to get out of there to beat traffic. All interviews were conducted in the same room - a little awkward and lacking privacy, but I guess that can be a good thing. Make sure you have ALL your original paperwork and logs neatly organized before the interview. The guys who interview you will come and get it before you are called in. My interview was VERY short. I was asked Why Mesa? I read a taf/metar. Few questions about a low enroute IFR sectional - just know your airspace and basic symbology and you'll be okay. What is divergence?? What three questions would you ask yourself?? (this one really threw me . . .) Lastly they asked if I knew a joke. Then they opened themselves up again for questions. I was done by 4pm and caught the shuttle to the airport for the flight home. I recieved the phone call 10 days after my interview for

a class that began in Wichita 3 weeks later. So much hiring going on - Mesa is growin fast!!! Get in now if you can . . .













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










[Estimate only for training date.] Same experience as described by others. Holiday Inn in

Phoenix with Mesa rate $35 and standby travel (Thanks!). About 30 candidates in group.

Experience ranged from CFI to 135/121. 50 questions from ATP, followed by company information. Then assigned time slot for interview with 2 pilots that allowed time to have lunch beforehand. Questions: How did you become interested in flying? Emergency in aircraft? Systems on your current aircraft? Metar? TAF? 123 rule (part 91)? Brief the approach? I had a good time so I hope that the interviewers did as well. We were ahead

of schedule so everyone probably finished by 4 pm. Really well organized and informative.



Date of interview: September 25, 2003










Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no








If you were hired what is your training date? October 01, 2003


Must say the Webmaster of this site deserves a round of applause, this is a great website…anyway here’s my 2 cents. Interviewed with mesa on the 25th, great company with lots of stuff going on right now. First was a quick into with Lori Clark, then went on to the 50 ATP written, study the ATP book, leave out the chapters on aircrafts and IFR flights, also skip 135 regs, and you should be fine. Next was an overview of the company with Todd Clark. Come prepared with a joke. Todd talked about pay, bases and aircraft, after that met with some F/O’s and Captains, who also happened to be our interview

board. Interviewed with an F/O and Captain. Started out looking at log books, certificates, then onto aircraft systems, engine, prop, electrical, weights, speeds, good qualities/ bad qualities, calculate a descent, read a metar and a taf, alternate requirements, brief an approach, failed check rides, leadership skills. That’s about the bulk of it, great interviewers, great company, and an overall great experience, they are looking for leaders, who know their stuff and can fit into the company culture, want to make sure they can spend a month in a plane with you, and get along with you…good luck to all




Date interview was submitted: September 08, 2003









Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










My experience was as follows. Mesa called and basically told me everything I needed to know to get ready. They said study the ATP written exam by Gleim and know JEPP

plates, enroute charts, metars, TAF's and the AIM. The chapters you need to focus on are

2-4, 6-9, 15-18. This is the same as previously posted so stick with it and don't waste valuable time on chps 10-14. How you do on the written really dictates the tone of your interview. So study hard and ace the written and your interview will be great. After the 50 question written exam is done, and by the way you must score 80% on the exam to continue, you are given a company brief by a couple of senior captains. This turns into a

Q&A session that is very laid back and enjoyable. Fill out a time grid and then they give you your time slot. Questions were to read a TAF and apply 123 rule, brief an approach, systems on most complex a/c flying, MSA gives you what, airspace on enroute chart, situational question on approach, braking action value. The HR questions Captain goes below DH, any problems at your work, emergeny in a/c. Study 3:1 rule for descent problems and be current and flying now. They liked that my last flight was two days prior to the interview. Mesa is a great company with an excellent future. My experience was very positive. Good luck!!













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no










My experience was much like the previous. Started with a 50 question ATP written, same chapters as mentioned earlier. Straightforward test with limited 121 questions. Lori spoke briefly and had all the interviewers introduce themselves and answer any questions.

Interview was later in the afternoon with two line pilots (1 Capt., 1 FO), no HR.

Interview began with HR questions – why Mesa – what makes you a good Captain – failed check rides… Next was situation questions – what would you do if… really think of what you would actually do not what you think they want to hear. On to systems: prop, gear, heater on the complex aircraft you have the most time in recently. Jepp charts where last and all I got was an approach plate (VOR Santa Fe) but I heard others got more. My interview was very comfortable, all the pilots there were friendly and any stress is selfinduced. Mostly Farmington applicants (80%) the rest had a various backgrounds. Come prepared with a joke. I am really excited to become a part of an awesome group of people, good luck to you.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no










Started with introduction, pay, intro to pilots,different types of aircraft ect. Took a 50

Question written test from the ATP written book. The actual interview was very laid back, nice guys. Questions were, Why Mesa? Why should we hire you? Whats the hardest thing about flight instruction? Have you ever had a conflict with a student? Had me brief a NDB approach. How would you enter the hold after going missed? Approach lighting system. Alternate filing. One rate of descent calculation ect.Had me read a metar and a taf. Question,your approaching rotation speed you notice the captain is not buckled in, what do you do? Very nice people, be yourself. No tricks very straight forward. Good luck.













Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? yes










The previous gouge was exact. Know the ATP book for the 50 question test. No performance W&B etc.... Interview - Pulled out a low chart - very basic questions. I guess the less experience people got IAP questions. Very low threat. My interview lasted

20 minutes. Most were more like 45 minutes. Be honest and let them know who you are.

I think they want to know if you will be good to fly with (personality is the key I think).

Should hear something in a few weeks.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? no

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? I



Just got the call. It took almost 3 weeks, but still good news is better late then never.

Dates above are ummm...different. All the gouge is accurate, especially the ones on what sections to study. Go through the Gleim book at least three times. The Hi-alt wx questions can be a little tricky. The interview itself is pretty laid back, and I remember reading in the gouges that it's OK to miss a few questions. Use your head folks, there is

NO substitute for knowing your stuff. If you ace the tech stuff and IFR stuff, you'll feel a lot better while waiting for the call. I suggest studying from the day you get your interview call like it was a part time job. I went so far as to have several airline pilots form a hiring board and interview me several times. I got grilled and every answer I gave was dissected and brutalized. But the interview itself is never that bad, so I ended up very relaxed. Yes i stumbled twice, but got the right answer witha second thought. BE

HONEST about any checkered past stuff. People make mistakes but if you try to hide it they will find it. I'd recommend doing a background check on yourself. A guy I know had something on his record that he never did, and had to petition the court to have it removed. It's better that he found it then. Anyway, good luck to future interviewees, and

I'll post this to keep the good Karma going.













Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP? yes


Are you an FE? no







What aircraft were you assigned? CRJ, ERJ or DHC8



You go to PHX for a 1 day interview. Space available travel is provided. Interviews beggin at 7:30AM at the Holiday Inn Airport for which you get a rate of 39$ per night. 1)

ATP written test. 50 questions. Very simple and straight forward. No surprises or BS questions. No figures EXCEPT for: Winds aloft, HSI picture and how you would enter the holding pattern, and a TAF question. The rest should be very simple. 2)2 on 1 peronsal interview. They come out and ask you for your logbook and paperwork

BEFORE they let you in. Then you are invited to come in. Very straight forward. Not many questions. 15 minutes at the most. Brief an approach (ILS into FLG)-Chair fly it-

What happens if visibility drops below minimums and you're inside/outside the FAF?.

Read a TAF. Do we need an alternate? - You're on a trip and you meet the captain in the lobby and he/she smells like alcohol, what do you do?-Would you call sick?-The captain goes below minimums after you call DH and tells you "It's OK; I've done this many times, I've been here many times" What would you do? Why Mesa? Describe the pressurization on the aircraft you currently fly. What's the critical engine on the plane you currently fly? My suggestions: Study the ATP written, AIM and your AOM. Be honest and make good eye contact. Good luck. PS: To webmaster: Thanks for having this website for the rest of us. It has helped me and will continue to help me in the future.













Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP? no


Are you an FE? no







What aircraft were you assigned? RJ or Dash 8



Well day started off in a conference room at the Holiday Inn Select hotel. We all met

Lori, she wants to hear some jokes so bring some good ones with you. After that you take the written test. 50 Question out of the ATP no figures or anything like that. After that you go back in to get the skinny on the company, where they are going, benefits, etc. etc.

Great people to work with they are good at putting you at ease. After this you get assigned a time to interview. I was assigned 11:00am. They ask for your logbooks, passport, medical all the paperwork upfront so make sure you have all that available.

Also make sure you are within hearing distance when they call your name. If your not there they move on to the next person. The interview itself was 2 on 1. Lori and a line pilot were asking me questions. They asked about why mesa, have I applied at other airlines, flying background, my educational background, driving records all that good stuff... After that we dove right in to technical stuff. Lots of questions on the Jepps, brief and fingerfly an approach. Then after that came situational questions such as captain not having seatbelt on during takeoff, and a few other what would I do situations. I dont remember them all and there is really no way to prepare for them anyway. They want honest answers so its best to try not to prepare for them and answer what you would really do. They are looking for good thought process and decision making. That was about it. No systems questions. The interview lasted about 15-20 minutes and when they said no further questions I was a little bit worried. I had thought that it was over but I got the call 8 days later so it must have went well enough to get the job. In the end they ask you how you think you did on your written test. Only missed 2 questions so I think thats why I didnt get as many technical questions. You should get the job as long as you know your stuff. Good luck to all. They are hiring like crazy, 1000 people this year....







PIC flight time: 0




Did someone walk in your application/ resume?


Are you a CFI? yes

Are you a CFII? no

Are you a MEI? no

Are you an ATP?


Are you an FE?







What aircraft were you assigned? ...



Interview held at the Holiday Inn Select. Stayed there at the Mesa rate of $62. Nice place with free breakfast. Things started up around 8:30am. Basically the same drill with introduction, 50 question written, intro of pilots, overview of company, answer any questions, etc... The pilots even had a little trivia contest where they had some free stuff, shirts, screensaver, pins, that they gave to people who could answer some history/future of Mesa questions. Very relaxing atmosphere, no need to be nervous here. All the pilots were great and joked around quite a bit. No intimidation here and they really made it a laid back atmosphere, but it was also very professionally done. Personal interview consisted of a couple pilots sitting in front of you asking you questions. Had me take my coat off, relax, and they explained everything that was going to happen. Went over some paperwork, talked about where I was from and just some small talk. It was great. First

part of interview consisted of HR questions. Why Mesa? Worst part about flight instructing? Tell us how you got into flying? Name a time you didn't get along with an employee? Overnight somewhere, 24hr so no problem for alcohol rule etc... Capt wants to meet you at a bar. You arrive at the bar and order a drink and wait. A couple minutes later the Capt walks in with a dress on. What do you do? (buy her a drink) Couple other general HR questions. Second part was the technical side. Couple questions on enroute chart. Then there was a STAR where they asked you are this many miles out from this

VOR at this FL. You are going 460kts and need to descend to this altitude. When would you start your descent. ILS DME 2 plate into Durango COLO. Gave me a clearance, brief the approach. Couple of questions about minimums, FAF, MDA, missed appr, when would you start your descent from MDA, IFR departure proc, etc...Just know your IFR stuff and you'll do fine. Next was weather. Read a Metar, TAF. Your arrival time is such and such do you need an alternate? Know Metars, TAF, alternates, min. weather, etc... It was a very good experience. They say you hear within 7-10 days. Mesa is a great company with a lot happening right now. Good luck to all who might be interviewing soon!







PIC flight time: 0






Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP?


Are you an FE?





What is your current job? OTHER


What aircraft were you assigned? Dash 8?



My experience was pretty much the same as other's have written. They were all very professional. Lori Clarke briefed us in the morning, Then we took the 50 question test.

Afterward, about 20 pilots came in and introduced themselves. There were approximately

22 interviewees. The pilots then played a trivia game with us, handing out prizes for knowledge about the company. All interviewees were then assigned one of three interview times (11, 12, or 1), generally based on your flight (departure) time to get home. We were all excused while they rearranged the desks and chairs for the interviews.

The interview was conducted by two pilots, with a third pilot observing and not participating. The test was fairly straight-forward, right out of the ATP (although I felt they asked a couple of meaningless questions that, to me, are strictly academic). Study

Gleim's ATP study guide (Ch. 2-4, 6-9, 15-18), and you won't have any problems.

Nothing with a graph, performance, or wt. & balance. I don't really feel like I missed any questions, but they don't give you your score. For the interview, I got the 'good cop/bad cop' routine. Except the 'bad cop' wasn't very good at it. He was more funny than anything else. He certainly wasn't very antagonistic (which was GOOD). I think he really just didn't know how to be a bad cop. My interview was mostly situational questions, although I talked to others who said they were grilled more on technical stuff. Could it have been a result of how well a person did on the test? Unknown. I expected a tougher interview, but the pilots were pretty nice, and really just wanted to find out what kind of person I was. Lori had briefed us that really all they were looking for was someone they could spend a month in the cockpit with. It seems that was the case. When I sat down for the interview, the pilots had obviously reviewed my files and other info I'd given them, because they knew a lot about me. First, good cop asked me to put these in order of importance: regulations, safety, on-time departures. Then, bad cop accused me of having very little 'actual' instrument time (58 hours), and asked me what I could do to reassure him that I was safe to fly with. I was asked why I got into flying, why I went to the

Academy, why I left the Air Force, and to compare military flying with civilian flying. I was given a situational question: what to do if a flight attendant asks for help with an unruly passenger immediately prior to descent. What they wanted me to say was that I would send back the FO (CRM skills). I was asked to brief the approach at Durango.

They gave me the opportunity to review the approach before briefing, and to take my time. I took a lot of time reviewing to make sure I read everything (while I was still reviewing, the bad cop joked that we had already overflown Durango), then briefed it just like I would in the airplane, including telling the other pilot what calls I wanted them to make during the descent. I had to read only the first two lines of a METAR. I was then asked to decide if I would need an alternate if that was the weather for filing. They just wanted to know if I knew the rules. I was asked what I would do if the pilot continued below DA on the approach when nothing was in sight. I was asked how my relationships were with a couple of my previous supervisors. That was pretty much it. Again, very few

technical questions, but I understand others had a different experience. It took them 13 calendar days to call me after the interview, although Lori briefed us it would only take 7 to 10 days (she hadn't said whether those were business days or calendar days). I was going to give them one more day before I called them to find out what was up. Be patient.

Good luck.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?


Are you an FE?









Interview experience: this site is a great way to prepare. it isn't necessarily exactly what will happen during the interview, but it provides a great point of reference and gives you an idea of the types of questions you're in for. location and start time were right where everyone else said. lori is really nice, and the interviewers (line pilots) are way mellow. there is a 50 question

written exam and the questions are taken right out of the atp book (red gleim). no calculation/computation stuff. there were lots of weather questions (maybe 10 total)-more about actual weather, not necessarily reading metars or tafs. go through all the stuff about fronts, jetstream, etc, because it was on there. keep in mind that the test is probably cycled periodically, so this isn't gospel, but it's a good starting point. study the book-excluding any 135, calculation problems, or performance charts and you'll do fine. technical questions were: talk about the electrical and fuel system on the 172. what are factors used to determine critical engine? what are conditions used to determine vmc?

(there's 9--possibly 10 depending on where you learn, so be prepared to DISCUSS them, not just rattle them off...) i briefed the ils into durango. there's lots of notes, so it's tricky. if you get it, pay attention to the fact that you use the vor for dme. read them and take your time briefing the approach. they want to see you know what you're talking about, not how fast you can get through it. practice this on your own, and make up a systematic way of presenting the approach to show you are organized in the cockpit. i had to read an

ENTIRE page of metars and tafs with all the symbology you don't see every day (like

VV100, $, abbreviations like BR, and the tricky total temperature/dew point at the end of metars). make sure you have a good working knowledge of the stuff. something to keep in mind--they tell you that they want you to be honest about what you don't know, not to weed you out, but because they want to see what you do know. i was stumped on some of the numbers in the metars that represent precipitation in a given time span. i just told them "i don't know", and they moved on. they never give you a sense of how you're doing or what they think about your answers, so if you feel like you're not doing well, don't believe it--keep going!! human resource questions were: have you ever not gotten along with someone in the cockpit? (you don't have to be in a crew environment--being a student or cfi can make for great references to this question.) why mesa? what was your worst experience in an airplane? tell us how you got involved in aviation. what are 3 qualities you think an f/o should have? do you have any questions for us? DO have questions for them. how will they know you're interested in the company if you don't? they asked me why they should hire me with all the other people who were more qualified that had interviewed that day. (our interview group had 25 people and at least

20 came from a commuter that just furloughed.) you'll want to have a good working knowledge of the typical interview stuff, but they hire people they can get along with during a 4 day trip. i was told that, and it's true. i was one of a very few people there who didn't come from the company that furloughed--this meant stiff competition, but they still hired me. BE YOURSELF. that's why you'll get hired. good luck!!!!







PIC flight time: 0






Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP?


Are you an FE?







What aircraft were you assigned? Waiting to hear



I was really impressed with the way Mesa treats people. I interviewed at 4 other airlines and this by far is the most professional and most down to earth. The accomodations are perfect at a good discount. All you have to worry about is waking up in the morning, get the free breakfast they provide you with, get ready, and walk downstairs. As per previous posts, the day starts out with all the applicants gathering in a conference room at 0830.

Lori Clark and her assistant come in and introduce themselves. They really work on relaxing you as much as possible. Lori tells you a brief history about the company, what to expect during the interview, and above all, be honest! This all takes about 20 minutes.

After that she explains the 50 question ATP test. Previous posts are correct on the subject matter. Nothing difficult and there aren't any performance or W & B stuff. Took me about 30 minutes to take the test. After you turn in the test, Lori tells you at what time to meet back in the room. At that time, all the pilots that will be doing the interviewing are there. There were about 20 of us there for the interiew and about 16 pilots doing the interviews. One pilot is kind of the "spokesperson" for the group and introduced himself, told us what to expect and gave us a brief of his history at Mesa. Then each pilot introduced himself and gave similiar info about himself and his experience at Mesa. They tell you to Relax!! They mean it. It really isn't that hard. They give you every opportunity to just be yourself, and that's exactly what they are looking for. Also, one of the pilots is the ALPA Rep. and he briefed us on some info about ALPA and all that stuff. After that, interview times were given by Lori. I didn't have that far to travel so, my interview time

was a couple of hours after that. They come out, introduce themselves and get your logbooks. About 5 minutes later they come and get you. I had two Captains for my interview. One was a CRJ Cpt. and the other was a Dash 8 Cpt. My interview was awesome. They asked me how I did on the test and I said I thought I did pretty good.

They agreed, in fact, told me how many I missed (3). Then they asked my why I fly and wanted to get to know some of my history. Todd Clark (yes, Lori's husband) was one of the one's that interviewed me. He had some questions about my logbook and stuff..nothing major (endorsements, etc..) After that, came some personal questions like

"do you have fun at your present job?". Both these guys were crackin' on each other through out the whole process. It really relaxed me and I was able to just be myself and joke right along with them. That's what some of these guys are looking for. After the personal stuff came some approach plate stuff. They gave me a descent rate problem:

"you are here at this navaid at 31000', you are in the CRJ, your GS is 480, you need to descend to 11000'. The RJ is more efficient at high altitude, so when is the last minute that you can start your descent? Use a max descent rate of 4000 fpm." So, it was easy, need to lose 20K', 4k fpm will take 5 minutes at 8 miles a minute I need to start no later than 40 miles from proposed descent point. Then they threw in " company policy states that we add 1 mile for every 10 knots over 250, you are doing 300 indicated. So, just add

5 more miles. Then the Dash 8 Cpt. (AL) told me to hold east of "this" fix, left turns.

(they were using the Arlin 3 arrival at PHX). I showed him how I would do the hold, then he asked me how I would enter and I said teardrop. He then asked me the holding speed at 11000', and it's 230. After that, they asked me about a non-precision approach(can't remember where) and asked about the DME arc, when can you descend and to what altitude, is it part of the approach segment? Then they asked me to give the MDA on each step down segment. Then asked where the MAP was and why? This particular approach had no Straight in mins. The MAP was the runway threshold so only circling mins applied. They asked about runway lighting and where would I look to get that info.

Asked me what MALSR and REIL stood for. So know the lighting definitions. Then lastly they asked a few VMC questions. Todd asked me "what are the three things that

AFFECT VMC?? Not the criteria the FAA uses to determine or the manufacturer uses to test, but what AFFECTS VMC. He was looking for: Density altitude, loading (CG), and angle of bank (3-5 degrees). Yes, I got that right. That's about it. There weren't any HR questions, nothing on enroute charts, and nothing technical about the aircraft I am in now.

I am thinking that maybe because I work for a 121 operation now, that might be why I didn't get any technical or HR stuff. That's just a guess though. I really clicked with these guys and it was actually a really fun interview. A word to the wise. Get a briefcase or use someone's. You won't believe how many people walked in just carrying logbooks and their paper work like they were in school. Look professional, look the part, come prepared. It's all part of the process. Show them how interested you are in Mesa, and above all, be honest and just be yourself. If your are faking, they will see it a mile away.

Good luck.







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? still waiting



The day started at 8:30am. There were about 12 applicants there. Lori Clark came in and gave us a briefing on what to expect for the day, which lasted for about 20 mins. She kept encouraging us to RELAX and not to be nervous. After the briefing, we took the 50 question test from the ATP book. The previous posts are correct as far as which chapters to study; Ch. 3,4,6-9, 15-18. Ignore all questions that refer you to diagrams, etc. After the test about 15 line pilots came in and gave us a good company briefing and introduced themselves. They did their best to make you feel welcomed. After the company briefing, we were assigned interview times. The times are usually based on how far you have to travel after your interview. The further you have to travel, the sooner the interview time.

My interview consisted of 3 line pilots. Two were CRJ Captains, one was a CRJ FO. All were from Phoenix. When they called me back, they had all my info spread out in front of them on the desk. They asked me to tell them a little about myself, why I wanted to work for Mesa, why they should hire me instead of someone else. Real laid back questions. They weren't writing down any of my responses. One of them was going

through my things while I was talking, one of them was directly looking at me listening, and the other one was doing a little of both. After that, one of the other guys started asking me things such as any low high school grades, failed checkrides, and he tried his best to have a negative attitude about it to see how I reacted to his negativity. I knew what he was doing, and expected it, so his tactic really didn't work. After the HR stuff, came the technical portion. I was asked to brief the ILS Rwy 7 into Santa Barbara. Then was asked about the MSA, FAR 91.175, holding entries, how to measure the distance of a radial coming off a VOR on an approach plate (there's a small chart on the side of the approach plate that says 1 inch = 5 miles, etc), alternate mins, calculating a VDP point, etc. I wasn't asked anything on the low altitude enroute chart, wasn't asked to read any weather, but I know other people were asked because I saw a page of Metars and TAFs on the table in front of me. One of the guys kept questioning my answers, but I stuck with every answer I gave. From what I could tell, the interviewers were asking questions at random. They really didn't have a list of questions they were reading from. At the end of the interview they asked what aircraft/base I would like if I were hired, then asked if I had any questions. Overall the interview experience was a very pleasant one. All 3 guys I interviewed with were very fair. If you know your stuff and display a positive attitude througout the interview, you will do fine. I believe it also helps to know a little about the company and its background. It shows you really are interested in Mesa and want to be there. I was called 2 days after the interview and offered a job. I was told it would be another 2-3 weeks before I'd be given a class date, so the waiting begins!







PIC flight time: 0






Are you a CFI? no

Are you a CFII? no

Are you a MEI? no

Are you an ATP?


Are you an FE?







What aircraft were you assigned? n/a



Had my interview at the PHX Holiday Inn. There were about 18 pilots there, 2 women.

There were at least that many line pilots present also. The first order of business is the written test. Questions from Ch 2, 3, 4, 6, 7, 8, 9, 15, 16, 17, 18: # of F/As req, headwind/tailwind performamce, spoilers, a/c speed, deadhead & crew rest, VOR errors, when to descend after radio fails, O2 above FL250, max range & weight, hold short bar

& color, flow control, holding entries, Wx from METAR (see the figure), downdrafts & microbursts, jetstream & turbulence, cloud thickness w/rain, frost, pitch & windshear, total knts experienced during a shear, wingtip vortices, illusions with sudden fog penetration. One hour to finish. Meet with Lori, she is very nice and tries to encourage and relax you. Fill out form w/ time grid. Times for last 6 & 12 mo TTL, INST & ME.

Get an interview time slot. Each candidate meets with three of the line pilots. They are on the other side of a table and spread your paperwork out and start looking for stuff to ask you about. Tell us about yourself, how did you get into flying? Chit chat about anything that intersts them on your app. Even bad grades from 10 yrs ago in an aviation related subject. Simple questions on your most current a/c. (Explain the fuel system.) What would you do if your Capt smelled like alcohol? Three qualities of a good F/O? Read this

METAR, brief this approach. How long is this runway? FAF on an ILS? Can you be est above published GSI? Takeoff mins & alternates, landing alternates. What is the MSA, what does it guarantee? DME on this ILS? What if vis goes below mins? Low Alt chart:

MEAs & what do they guarantee? MOAs, restricted areas, Class B, grey areas, DME for a break in mileage for an airway with a bend. Blue Low chart overlap lines. Gray dashed lines for AREA IFR for major airport. RCO dots. Pretty generic, but all symbology was fair game. Know that Jepp legend! Read all the intro & know symbology. Review page

125 in Jepp and be familiar with 121 regs. Takes about 20-25 minutes. They try to make you feel at ease. The seating makes you feel like they might be on the offensive, but it seems like they like the committee approach. Just try to look at them all and give them each responses. They were all pretty cool. They don't give you much feedback on your anwsers and can't say if you did well or not though. They said good news comes by phone and bad by mail, so "Don't anwser the mail box".



Date of interview: May 22, 2001




PIC flight time: 0






Are you a CFI? yes

Are you a CFII? no

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? ??????



Well...here it goes; Just got back from having, what I believed to be, an excellent experience interviewing with Mesa Airlines. Everything I had read about Mesa on this board including other boards (ie. Fly For Food) were accurate to the point. The beginning of the day started out with 25 well dressed candidates at the Holiday Inn Express lobby at

8:30 am. Lori Clark was there to check all of us in to the small meeting room. At that time she asked us to fill out any gaps on our application and to pay any fees still unpaid.

Then we took a seat in this room as Lori briefed us all on the daily schedule and what we were to expect. Then after entertaining answers to a few questions, she had us take the 50 question ATP written exam. If you have studied the ATP book at least once before, you should do just fine. I personally had taken this FAA 121 written in February and still happened to remember the questions without glancing at the book before the interview.

So, what I am trying to convey is that the ATP test is very simple. There are no systems questions, or Part 135, or weight and balance. Each question just requires a simple answer that can be figured out within 1-2 minutes per question. Study the 121 questions,

and know a little on items like weather, hydroplaning, and some aerodynamics. You are allowed 1 hour to complete this written exam and you will find that everyone will finish it within that time frame. Some of you may have read that this exam is not a critical factor of the interview (your score doesn't matter), well I may disagree with that after I explain how the H.R./Tech interviews went later on in this brief. After the exam is completed, and everyone has exited the exam room, then Lori asked us all to return to our seats to hear a background introduction from approx. 8-9 captains and 9-12 F.O.'s. Each of these Mesa pilots were dressed in their uniforms, so that you can already see which one is a captain and which one is an F.O.. They introduce themselves in the beginning, so you also can hear which aircraft they fly and what domicile they hold. After approx. 30 minutes or so, they let us ask any questions about the company as we wanted, and then they handed the floor to Lori once again. Finally, Lori finished addressing to us the interview schedules by time, and then we all left the room once again while the pilots all entered the same room and converted it into a briefing interview room with approx. 8 different desks. I recommend that if you want to get your interview done fast, make sure to tell Lori after you written test is completed that you would like to request an early interview slot. She will schedule groups of 8 people for each 45 minute interview slot.

Out of the 25 of us, I believe the last group was around 1:45 or so. I was called in to the

11:00 slot. Well, here is how it went. I was called in and escorted into the interview room by the F.O. who was going to interview me as I was seated at a briefing table with one captain and the F.O.. The first thing they asked me for was my licenses, medical, drivers license, and my radio liscense (which I didn't know we needed, so get one on the www.fcc.gov website for $60.00). Since Mesa flies internationally, you will the FCC radio license and your passport. Then as the captain was looking over my documents, I pulled out my "interview documents folder," which I have used at previous interviews, and handed that to the captain. It contains any original document that they could ever ask for (ie. driving record, FAA record, resume, 10-year residence form and employment record, letters of rec, etc. etc.). Then the F.O. started asking me simple questions like what got me interested in flying and what is my flying background, where I am from, have I interviewed with any other regional airlines before, did I fail any FAA checkrides and explain what happened. Then he pulled out a San Luis Obispo ILS RWY 11 approach and asked me to brief it as I would to display CRM skills. I was very familiar with this approach as I told them before that I went to Cal Poly in S.L.O.! That was refreshing to see that they remembered that. After briefing it, the F.O. asked me can I ever go below DA (DH)? I first asked him, "Are we cleared for this approach and is vis at or above the required category mins?" He concured and then I told him yes, so as long as we had the criteria in sight (ie. Part 91.175; normal descent established on course using normal maneuvers, visibility is good enough, and then the 10 visual criteria). Then he pulled the SIAP away and pulled out a high enroute chart. Asked me what is this symbol

(it was an MEA gap) on an airway and I told him what it meant and how Jepp. derives it's location on the chart (VOR/VORTAC service volumes/altitude flown). He then asked me what the D61--> meant on that airway. Very easy, however, I was originally fooled thinking that I was looking at a low enroute chart and was wondering why the distances were so large over such a short airway. After figuring it out, it was no problem. The captain then asked me what aircraft I thought was the best to fly in IMC conditions and why. He then asked me to explain why I took 3 consecutive quarters of bowling in

college (told them that I was chasing tail in this class, as this girl was taking it over and over again...they were laughing hysterically). So, overall, as you can tell the interview was very basic and I broke the ice with them very early in the interview. REMEMBER, a good interview will be one in which you seem very comfortable, relaxed, and fun to be with. They are trying to judge whether or not they can sit in a cockpit with you 4 hours out of the day!! Try to make them laugh and BE YOURSELF! Never did ask them what my written test score was, but based on the questions they asked me...I think I did very well! Don't let my experience fool you as my friend who was interviewed that same day I was had a completely different experience, as he was grilled on more difficult questions and they were more thorough with him and his logbooks. He thought he did okay (80th percentile) on his written test. My interview went about 35 minutes and his was around 1 to 1.15 hours. Hopefully I will get hired for the jet (CRJ or ERJ) as an F.O.! Otherwise, I may choose to accept my previously offered company flying the west coast in a turbo prop... Good luck!







PIC flight time: 0






Are you a CFI? yes

Are you a CFII? yes

Are you a MEI? yes

Are you an ATP?


Are you an FE?







What aircraft were you assigned? Don't know yet



I Interviewed with Mesa Airlines today. The interview was held at the Holiday Inn Select in Phoenix. The day started at 8:30 when Lori Clark came in and introduced herself. She is a very friendly lady and tries to make everyone feel at home. After the brief introduction she gave us a 50 question test. All the questions are out of the ATP written.

Areas included : 121, 91, holds, wind shear, weather charts, metar, TAF's, performance,

Aerodunamics and Equipment. Basically just a few out of each chapter. No performance calculations. (If you study the atp written, you'll do well) After the test we had to introduce ourselfs to the other applicants and 12 line pilots. We were then given our interview times. The interview was great. I had a CRJ captain and a CRJ FO. Very nice guys, try to make you feel at home!!! They asked me to calculate my vdp. Scenario : you're at FL250 with a slight decompression problem. You need to descent to 12000ft.

You are 60 miles SE of xyz VOR. GS is 240kt when will you start your descent and how long will it take. They asked me to brief an ILS app. What is a MEA, MOCA, FAF on a precision approach, FAF on a non prec., MSA, basically all possible symbology on an app plate. Know your runway markings, runway lights etc. Know 91.175 by heart. There were more scenario questions, but nothing out of the ordinary. They want to hear honest and correct answers, and are looking for people with great attitudes. Show them you want the job. We were 28 applicants. It takes approximately 10 days to find out if your'e hired.

Mesa is a great company with many possibilities. GO FOR IT!!

Date of interview: September 07, 2005

Related documents

Products

Support

Date of interview: September 07, 2005

Related documents

Add this document to collection(s)

Add this document to saved

Suggest us how to improve StudyLib