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FREE Mesaba Airlines Dispatcher Interview Information and Gouge

Interview experience

First: my hours are 1800 TT 49 Multi. Most of my experience for the past 4 years have been high performance singles VFR so I was a little nervous on the IFR portion. We all met in Eagen MN at 8:00 in the morning for an all day process. I happen to live in MN so there was no need for hotel accomidations. Although I was early I was the last one to arrive. Everyone was in suits including me and most had a nice carring case with their paper work and logbook. I did not and much to my dismay as I was noticing this I realized I had forgot my logbook at the house. Needless to say that put me in a funk. The HR rep began the introduction which took about 30 minutes. It covered most of the items you see on the website. Nothing new. We were then told that we would be given two written test and an interview with a captain and HR rep. If we made it through those two events we would be asked to stay for a simulator ride. After explaining this we were given a tour of the dispatch area. It was during the walk over there that I discreetly fell to the back of the class and attempted to call my wife so that I could get my logbook. I got caught on the phone as I was trying to tell her the directions and had to hang up. Luckily on the way back we were offered a bathroom break and I was able to get the call in and it arrived in time for the interview. There were two tests given to us. The famous Wonderlick timed test. (12 min.) and a FAR 91 test. The FAR test was rather easy although I know I missed at least one. I enjoyed the Wonderlick test. It had math problems and sequence problems and worded logic problems. We were told that we could skip around even though the test directions said not to. They grade this test on number of answers right. Wrong answers are not punished. The FAR test was not timed. After our tests we were taken to a break room and had some time to chat with the other candidates about 6 or 7 of us. I was the oldest and had the most hours. Two had 900TT. Most had over 100 multi. 2 had already been hired by another airline. (Mesa and ASA). There was one girl. From the break room we were taken one by one to get our fingerprints taken. The interviews then began. There was two interviewing teams. There were 3 interviewers for me but one was training to become an interviewer. One HR rep and two captains. It started with HR questions. "Why do you want to work for Mesaba," "Are there any traffic or criminal charges that you didnt report in your application?" "What kind of flying have I been doing?" Easy questions and none caught me by surprise. The Captain asked me expected questions as well. "What would you do if the captain wasnt using checklists?" "How would you brief this approach?" "Have you ever been scared while flying?" "Can you tell us about a time you made a mistake and what did you learn from it?" "Have you had any near misses?" "What did you learn from them?" He asked me if I was familiar with Jeppesen charts and asked me a few basic questions about interpreting them. The one I got wrong was, "what altitude can you go down to on the localizer approach if you have the runway lights in sight?" I subtracted 100 feet off the MDA when I should have added 100 feet to the TDZE. This also was the question I know I got wrong on the FAR test. I had no questions on the aircraft I flew although at least one of the other candidates had. I was excused from the room so they could discuss the interview. I sat in the waiting room for about 5 minutes before being invited back in and told that I would move on to the simulator. The simulator was very old and it took some adjustment but I dont think it was as difficult as others make it out to seem. If you set a pitch and verify your performance before changing your pitch it works fine. Ive flown in the neighborhood of 20 differnt GA airplane so maybe that helped me some. I almost got into an arguement with the sim instructor which would have been real bad. He told me to use 20 flaps before the FAF. I questioned him on this and he asked, "you wouldnt use 20 degrees before the FAF?" I paused for a sec and said No. He then seemed to challenge me and truthfully I felt like he was calling me a bad pilot by his tone when he asked, "you wouldn't have the airplane completely configured for landing before you got to the FAF? You would try to get all your flaps down after you popped out of the clouds?" Now maybe thats how its done in the airlines but the simulator was more like a piper arrow than a CRJ. I told him that my normal procedure on an approach with a high performance single was.. (This is when I noticed his forehead wrinkling and his eyebrows tucking in and my voice starting to raise in volume as I felt a need to defend myself) ..and so I reversed the trend of my arguement and told him that although that is how I was taught and it is what I have practiced I will do what ever procedure he wanted me to do. I said it was no big deal and could easily adjust to what he needed from me and he visibly relaxed at that point and we started the sim. They want you to fly it at all times even when hes asking you questions. They want to see how you handle distractions. He only had three types of questions for me during the process. "Where are you from such and such VOR" and "How will you enter the hold." He also asked me about my medical as I had missed updating it on my resume. In the end I did very well in my opinion on flying the sim. I messed up a little on the hold entry but not enough to create an issue. I was nervous about it so I questioned him at the end and he said it was no big deal and he would never bust someone for it. I had a couple issues over how he wanted me to answer a question. He would ask me where we were from the station and I would look at the VOR and respond 22 miles southwest. He would then respond with, "well where are we from the station?" He wanted a specific radial and distance not just a direction. I dont remeber what approach we used but it wasnt the one in the gouges. It was a simple ILS approach with no frills. I didnt have to shoot the appr. to minimums. He told me to go around about half way through it and turn back and hold at the LOM which was not the published hold. In the end I tried to get info about how I did and he said he wasnt allowed to tell me. He said though that they were simply looking for the candidate to prove to them that they have basic aircraft control and can shoot an approach. After the sim I was given directions to a drug screening company. I went there and then went home. I got a call about five days later and was offered a job

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Mesaba Airlines Study Guide Questions:

1. Are there any traffic or criminal charges that you didn't report in your application?