USA Jet Airlines FREE Pilot Interview Information and Gouge
USA Jet Airlines 
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USA Jet Airlines Pilot Interview:
Current Info:
USA Jet Airlines is arguably the best on-demand cargo airline. There is no union. They have been changing things and are responsive to pilot complaints/suggestions (depending on your point of view). They are based in YIP. It is 121 (supplemental). They currently fly 12 Falcon 20s (original, old, GE engines) and 12 DC-9s (both 15s and 30s). There are about 80 pilots. There has been a 2-yr. $18K training contract, which is basically not prorated.
This year they are starting PAX charter operations, with -9-10s. They are planning on starting with 2 aircraft, and adding more next year (up to 7-10 PAX -9s?).
Currently, they are changing to only hiring into the Falcon FO seat. FOs make close to $40K in base pay. The bid periods are 28 days (13/year). In June, Falcon pilots will get 10 days off/period (-9s are 12 days off). Some of the captains make in the lower 6 figures. Per diem is about $40/day from blockout at YIP to whenever you return. Benefits (health, dental, etc.) are actually pretty good. They have a 401K.
About the only thing seniority counts for is bidding for schedules. To upgrade to captain, the co. has to need capts and think you'll do a good job. They tell you right in the interview that seniority does not guarantee you an upgrade to Capt.
Starting in Feb '03, USAJ is going to a bid schedule of 8,10,12 or 14 days off/bid period. You can only change your # of days off every 6 months. The pay will be changed (June, 2004 is the plan) to pay by the day, so with 8 days off, you are paid for 20 days/period. With 14 off, pay is for 14. You get paid for each day that you're on call. It doesn't matter if you fly, or what you do that day-you are paid for that day. The only way to get extra pay is to miss your days off (or ask to be on call during a day off) and ask for pay for that day.
Since you are on-demand (pager 24-7), there is no flight schedule (unless you're flying PAX, or OCCASIONALLY they will know about a trip in advance). While in YIP (10 miles from DTW) you are on a 25" call out for the Falcon, with a longer call-out for the -9. Sometimes you come in on "Hot Crew" at the company, with your plane pre-flighted and ready to go. You can get "short time off" to do errands or whatever (typically 4 hours off the pager).
Most guys live in the DTW area, some commute. USAJ has JS agreements with NWA and USAir, and JS is available on other airlines, depending on the airline's policy and the Capt. It helps to have an ID that states "121 crewmember".
With the current conditions, they are trying to save money, so when you finish a trip on the road, you will more or less stay there until you get your next trip. This is currently causing some of us to miss days off. If you miss your days off, you can ask for pay (currently 4x your hourly rate-new pay plan-1 day of pay) or you can bank your days to use them later). The -9s are gone MUCH less than the Falcons.
USAJ flies to E. Canada, everywhere in the US and to Mexico. Sometimes they fly elsewhere in the Americas. All of the captains are basically excellent, and they have a lot of experience. Night/day flying is about 65/45. Current upgrade is running about 2 years. The current progression is Falcon FO, -9 FO, Falcon Capt, -9 Capt. The avionics are old. Every plane (except 2) has GPSs. The company is planning on having all planes RVSM certified, which means new altimeters, autopilots, and TCAS, among other things, which will make the flying easier. The Falcon flies into airports with 5,000' runways-some of which are very small and uncontrolled-to others such as EWR, ATL, PHX, MSP, PDX, MDW, ORD, etc. The -9s tend not to fly into as small airports as the Falcons.
The -9s are 121, and the Falcons are basically 121 except they are 135 for crew rest. Some of the -9 Capts who turn 60 have been moving down to the Falcon as it's 135. The PAX -9s will probably be 121, but some -9 guys want them 125 so there's no age limit, but the FAA is dropping part 125 soon anyway. Flight following/dispatch is decent-much more like a major airline than like 135 single-pilot ops.
Falcon guys do a lot of loading/unloading. Usually it is no big deal; sometimes it is hard and takes a while. The -9s guys do basically nothing as far as loading goes.
The training, overall, is good. If you're coming from the Military/Bigger airlines type situation, the training is decent but less extensive, and the standardization is OK (in the Falcon. The -9s are much more standardized-they use the NWA system.). If you're coming from a 135 single-pilot type operating, the training is unbelievably thorough and the flying seems HIGHLY standardized. The Falcon guys go to DTW Flight Safety for a Level D sim with USAJ pilots as instructors/check airmen.
To apply, you go to the website:
www.activeaero.com
You have to pay ($35?) to an outside company that does the psychological screening on-line. Once you're passed that, you send in your resume, etc. If you go to
www.flightino.com
"PilotYIP" is a USAJet guy who does recruiting, and you can PM him there for info.
Past Interview Info (Mar, 2001):
I applied/interviewed under the old system (no cost). I had to pay my way to get there, but USAJ put me up in a hotel, and provided transportation and lunch. At the company, there was a Psych Test (like a short MMPI), IQ Test (like a short ACT/SAT test), and general aviation test (questions from ATP, Commercial, AIM, etc.). Note: They Psych test is now online. I don't know about the IQ test.
Then I flew their -9 Cat B sim, with one of their sim instructors. You used the flight director, and did basic flying-they wanted to see if I had a basic scan and knew how to fly instruments. It didn't matter that I'd never flow a -9 (it helped me that the Flight Director/avionics was the same thing I had in the military)-the instructor told me what to do for power settings, procedures, etc.
We were taken to lunch after the sim.
After this was a technical interview with Randy Hotton-Jepps, rules of thumb, clearances, briefing approaches, etc. Then I had a 3:1 interview with the Chief Pilot, Hotton and another mgmt/pilot. It was not technical-they want to get to know you.
If you pass the interview, you are put into their pool. I was, more or less, in the pool for a year, as 9.11 disrupted everything. I was originally in the -9 pool, and was eventually offered a Falcon class date. As above, they now only hire into the Falcon (and pay/days off for FOs are the same for Falcon/-9).
If you get in the pool, you will get a class date if you hang in there. The last class of 4 they had to call about 20? guys in the pool to get 4 (which brings up the fact that currently it is ALL male-there have been females in the past, and 2 females were called for the last class-both had gotten other flying jobs and turned it down).
The last group of new hires were all 91/135 charter, with all flying turboprops. If you're a furloughed airline guy, you'll have to explain to them why you want the job-in the past most of the furloughees have balked at the working environment-it's not a cushy major-airline type of job. They have a bunch of mil/helo guys (most of them fixed-wing also) and a lot from other on-demand charter cos.
When guys leave USAJ, they either retire or go to good jobs: Ford, SWA, NetJets, Major Airlines, etc. We don't have many (any?) pilots at ATA/AirTran (a few at Jet Blue) as they were mostly going UAL/AA/DAL previously. USAJet will hire you back here off of furlough if you do a good job here. They did have about 170 pilots (and cut about 100) because of 9.11. They basically offered everyone who was fired a chance to come back (they are non-union, so if they didn't want you back, for whatever reason, they didn't call).
I flew in the AF and for a regional. I like USAJ the best.
ATPCliff
GRB
USA Jet Airlines is arguably the best on-demand cargo airline. There is no union. They have been changing things and are responsive to pilot complaints/suggestions (depending on your point of view). They are based in YIP. It is 121 (supplemental). They currently fly 12 Falcon 20s (original, old, GE engines) and 12 DC-9s (both 15s and 30s). There are about 80 pilots. There has been a 2-yr. $18K training contract, which is basically not prorated.
This year they are starting PAX charter operations, with -9-10s. They are planning on starting with 2 aircraft, and adding more next year (up to 7-10 PAX -9s?).
Currently, they are changing to only hiring into the Falcon FO seat. FOs make close to $40K in base pay. The bid periods are 28 days (13/year). In June, Falcon pilots will get 10 days off/period (-9s are 12 days off). Some of the captains make in the lower 6 figures. Per diem is about $40/day from blockout at YIP to whenever you return. Benefits (health, dental, etc.) are actually pretty good. They have a 401K.
About the only thing seniority counts for is bidding for schedules. To upgrade to captain, the co. has to need capts and think you'll do a good job. They tell you right in the interview that seniority does not guarantee you an upgrade to Capt.
Starting in Feb '03, USAJ is going to a bid schedule of 8,10,12 or 14 days off/bid period. You can only change your # of days off every 6 months. The pay will be changed (June, 2004 is the plan) to pay by the day, so with 8 days off, you are paid for 20 days/period. With 14 off, pay is for 14. You get paid for each day that you're on call. It doesn't matter if you fly, or what you do that day-you are paid for that day. The only way to get extra pay is to miss your days off (or ask to be on call during a day off) and ask for pay for that day.
Since you are on-demand (pager 24-7), there is no flight schedule (unless you're flying PAX, or OCCASIONALLY they will know about a trip in advance). While in YIP (10 miles from DTW) you are on a 25" call out for the Falcon, with a longer call-out for the -9. Sometimes you come in on "Hot Crew" at the company, with your plane pre-flighted and ready to go. You can get "short time off" to do errands or whatever (typically 4 hours off the pager).
Most guys live in the DTW area, some commute. USAJ has JS agreements with NWA and USAir, and JS is available on other airlines, depending on the airline's policy and the Capt. It helps to have an ID that states "121 crewmember".
With the current conditions, they are trying to save money, so when you finish a trip on the road, you will more or less stay there until you get your next trip. This is currently causing some of us to miss days off. If you miss your days off, you can ask for pay (currently 4x your hourly rate-new pay plan-1 day of pay) or you can bank your days to use them later). The -9s are gone MUCH less than the Falcons.
USAJ flies to E. Canada, everywhere in the US and to Mexico. Sometimes they fly elsewhere in the Americas. All of the captains are basically excellent, and they have a lot of experience. Night/day flying is about 65/45. Current upgrade is running about 2 years. The current progression is Falcon FO, -9 FO, Falcon Capt, -9 Capt. The avionics are old. Every plane (except 2) has GPSs. The company is planning on having all planes RVSM certified, which means new altimeters, autopilots, and TCAS, among other things, which will make the flying easier. The Falcon flies into airports with 5,000' runways-some of which are very small and uncontrolled-to others such as EWR, ATL, PHX, MSP, PDX, MDW, ORD, etc. The -9s tend not to fly into as small airports as the Falcons.
The -9s are 121, and the Falcons are basically 121 except they are 135 for crew rest. Some of the -9 Capts who turn 60 have been moving down to the Falcon as it's 135. The PAX -9s will probably be 121, but some -9 guys want them 125 so there's no age limit, but the FAA is dropping part 125 soon anyway. Flight following/dispatch is decent-much more like a major airline than like 135 single-pilot ops.
Falcon guys do a lot of loading/unloading. Usually it is no big deal; sometimes it is hard and takes a while. The -9s guys do basically nothing as far as loading goes.
The training, overall, is good. If you're coming from the Military/Bigger airlines type situation, the training is decent but less extensive, and the standardization is OK (in the Falcon. The -9s are much more standardized-they use the NWA system.). If you're coming from a 135 single-pilot type operating, the training is unbelievably thorough and the flying seems HIGHLY standardized. The Falcon guys go to DTW Flight Safety for a Level D sim with USAJ pilots as instructors/check airmen.
To apply, you go to the website:
www.activeaero.com
You have to pay ($35?) to an outside company that does the psychological screening on-line. Once you're passed that, you send in your resume, etc. If you go to
www.flightino.com
"PilotYIP" is a USAJet guy who does recruiting, and you can PM him there for info.
Past Interview Info (Mar, 2001):
I applied/interviewed under the old system (no cost). I had to pay my way to get there, but USAJ put me up in a hotel, and provided transportation and lunch. At the company, there was a Psych Test (like a short MMPI), IQ Test (like a short ACT/SAT test), and general aviation test (questions from ATP, Commercial, AIM, etc.). Note: They Psych test is now online. I don't know about the IQ test.
Then I flew their -9 Cat B sim, with one of their sim instructors. You used the flight director, and did basic flying-they wanted to see if I had a basic scan and knew how to fly instruments. It didn't matter that I'd never flow a -9 (it helped me that the Flight Director/avionics was the same thing I had in the military)-the instructor told me what to do for power settings, procedures, etc.
We were taken to lunch after the sim.
After this was a technical interview with Randy Hotton-Jepps, rules of thumb, clearances, briefing approaches, etc. Then I had a 3:1 interview with the Chief Pilot, Hotton and another mgmt/pilot. It was not technical-they want to get to know you.
If you pass the interview, you are put into their pool. I was, more or less, in the pool for a year, as 9.11 disrupted everything. I was originally in the -9 pool, and was eventually offered a Falcon class date. As above, they now only hire into the Falcon (and pay/days off for FOs are the same for Falcon/-9).
If you get in the pool, you will get a class date if you hang in there. The last class of 4 they had to call about 20? guys in the pool to get 4 (which brings up the fact that currently it is ALL male-there have been females in the past, and 2 females were called for the last class-both had gotten other flying jobs and turned it down).
The last group of new hires were all 91/135 charter, with all flying turboprops. If you're a furloughed airline guy, you'll have to explain to them why you want the job-in the past most of the furloughees have balked at the working environment-it's not a cushy major-airline type of job. They have a bunch of mil/helo guys (most of them fixed-wing also) and a lot from other on-demand charter cos.
When guys leave USAJ, they either retire or go to good jobs: Ford, SWA, NetJets, Major Airlines, etc. We don't have many (any?) pilots at ATA/AirTran (a few at Jet Blue) as they were mostly going UAL/AA/DAL previously. USAJet will hire you back here off of furlough if you do a good job here. They did have about 170 pilots (and cut about 100) because of 9.11. They basically offered everyone who was fired a chance to come back (they are non-union, so if they didn't want you back, for whatever reason, they didn't call).
I flew in the AF and for a regional. I like USAJ the best.
ATPCliff
GRB
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USA Jet Airlines Pilot Pay Rates
USA Jet Airlines Study Guide Questions:
1. How did you hear about us?
2. Why USA Jet?
3. What is the biggest sacrifice you will have to make working here?
4. The captain you're flying with wants to takeoff while tower calls 1/4 Vis but you look outside and can see 1 mile down the runway. Your in Mexico, what do you do? Would you take the controls if he tries to take off?
5. Where do you see yourself in 5 years?
6. When do you have to hold short of an ILS critical area?
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7. When are nav lights required?
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8. When do you need a FA?
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9. If you are going 410 KTAS and you have a 50kt headwind how long will it take to go 36 miles?
10. 35000 to 4000, how many miles out do you start your descent?
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