These study guide questions were submitted by real pilots who actually interviewed with Horizon Air
Why should we hire you? 34 years of aviation experience both flying and technical. Diverse / have worn many hats and proud of my accomplishments. I love flying, enjoy working in the cockpit as a crew, and I have some awesome experience so far that I believe will bring something positive to the team. I have 17 years of experience, seen many things, and dealt with a lot situations.
What is the difference between Blue, Green Airports? In reference to Jeppesen charts, Blue airports identify ones that have published instrument approach procedures. Those in Green have no published instrument procedures and are "VFR Only." Blue , published procedures and approaches approved for DOD and civilian , green is civilian procedures and approaches only, they both have published procedures, and both serve IFR ops, brown is the only VFR airports no published procedures or instrument approaches.
What factors affect Performance? humidity as well Pressure, temperature, density, weight
What factors influence when you will descend? Speed, Wind, Aircraft configuration
When do we need T/O alternate? 121.617 Whenever the wx is below the opspec for that airport. (Read the reg for more details)
What have you done to improve customer service? A smile and professional inward to outward receptiveness of customers need is paramount. I represent the company and professionally wish to convey this along with safety which is # 1. I work closely with the gate agent and ground crew, maintenance. Always strive to smile,a willingness to help and especially be "on-time".
Have you ever failed a check ride? Yes. Always a learning experience.
What stresses you in the cockpit? Flying with someone who thinks they are the only person in the cockpit. (Non-checkride scenario) Senior crew member who plays "I've got a secret" or, "guess what I'm thinking". This does not engender trust amongst a crew. Not being proud. Appearance, cleanliness.
Describe an unsafe situation and how you handled it. Co-pilot entered into a unexpected, somewhat drastic maneuver. Talked with him afterwards about it and discussed crew coordination. Radar went inop in Haze at FL370. Cuba gives us a descent right into an embedded thunderstorm. Updrafts and downdrafts were severe. As PF my concern was remaining straight with wings level and monitoring the airspeed. I reduced the throttles a little to avoid any Mmo issues and disengaged the autopilot. The next 2 minutes were a serious ride but we popped out Ok. Flying a visual approach to PDX behind a 757 in the Lear 45, a dot high. Still got rocked! Chalked it up as a learning experience. fire on the left engine.just cool down and follow the check list step by step to switch it off.
What is required to descend below DH/MDA? (b)Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following:
(1) The DA/DH or MDA prescribed by the approach procedure.
(2) The DA/DH or MDA prescribed for the pilot in command.
(3) The DA/DH or MDA appropriate for the aircraft equipment available and used during the approach.
(c)Operation below DA/DH or MDA. Except as provided in paragraph (l) of this section or § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless -
(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;
(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and
(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual glideslope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights. 91.175
1. descend normal maneuvers
2. required Vis
3. runway, runway markings, runway light, threshold, threshold marking, threshold lights, touchdown zone, touchdown zone markings touchdown zone lights, VASI/PAPi, REIL
*approach lights= 100' above TDZE UNLESS you are on a CAT II or III approach and the airport is equipped with ALSF 1 or ALSF 2 approach lights, AND, the red terminating side bars are in sight allowing the descent to continue.