Interview experience:

The interview is pretty straightforward. There is a written test taken from the commercial written test and partly from the ATP. Mostly based on instrument type questions, and part 91. The interview in itself is very easy if you know your stuff. It was mostly situational questions. They are looking to hire captain material. So no matter what you are asked stick with your answer and reason why. They are looking for people who can make decisions no matter if they are right or wrong. There were also some instrument approach questions. They through an approach plate and ask some questions. Basic stuff like was is the MDA etc. They will also give you text weather and ask you to read it. Then they tell you they will call you. Some people go to the sim some don’t. It is based on how well your interview went and how much Actual time you have. I did not go to the sim. Some people got an offer the next day. I got my offer about a week later. It is all based on what classes are available. It seems like the higher time people will get the Saab and the lower timers will get the jet. All together it was a very fair and straightforward interview. They are looking for people who can think on there feet. If you give canned answers they will know and you probably wont get the job.

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Republic Airways Study Guide Questions:

1. Hold on the 060 bearing to the station. You are on the 090 bearing from the station. What is going to be your initial outbound leg?
240
2. What is the MAP on a non-precision approach?
Non-precision: MAP is usually visually identified by a capitol and bold "M" in the Jepps or at the end of the solid line on NOS. There are several ways to id the MAP: Published DME at the MAP, Navaid such as the middle marker (MM), or timing from the FAF
Or station passage for VOR or NDB on field approach
DME fix, charted time after passing FAF
3. Super cooled water above when how do you know?
Freezing rain
Ice pellets at the surface
4. VDP, your MDA is 450 agl with a timed missed approach point of 3 minutes when will you start down?
I assume you mean 450 ft. height above tdze and not AGL, but that's a subtle detail. In this case you would use the TIME method, so multiply 450 HAT by 10% for an answer of 45 seconds. Subtract 45 seconds from 3 minutes for a time of 2 minutes 15 seconds after crossing the FAF. This is your VDP. These numbers jive when a descent rate of 600ft/min is used. At a descent rate of 600 ft/min you will lose 450 ft in 3/4 of a minute of 45 seconds.
DME: divide the HAT by 300 and add/subtract (as required) to the MAP DME, TIME: divide HAT by 10 and subtract from the timed MAP
5. What does an ILS provide?
Vert/Lat guidance Range and Visual guidance
vertical and horizontal guidance
6. Takeoff distance and groundspeed when hot vs. cold?
On a hot humid day, the density altitude is considerably higher than normal. That mans that you will still take off and climb out at the same indicated airspeed, but your ground-speed will be considerably higher and your takeoff roll will be longer. Anyone who has tried to take off from an airfield high up in the mountains knows what I am talking about. It feels like you are going really fast and stuff is just whizzing by you by the time you get to your indicated airspeed for climb-out. Cold would be the opposite effect.
Hot, humid days can hold more water vapor (making the air less dense) than on a cold day. The less dense the air the greater the performance loss. Therefore, T/O roll, groundspeed, HP, blade efficiency etc have lower performace and require longer to obtain the necessary forward speed on hotter days.
7. What happens to the IAS in the same scenario?
8. Taking off from Denver or Miami will indicated airspeed be greater, the same, or slower?
the same
9. Taking off from Denver or Miami what will the takeoff roll and groundspeed be?
Denver= longer takeoff roll and higher groundspeed Miami= shorter takeoff roll and lower groundspeed *hence the very long runways in Denver
10. Convert Celsius to Fahrenheit.
[(Cx2)-10%]+32=F [(F-32)+10%]/2=C
F = C * 9/5 + 32 C = (F - 32) *5/9

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