FlexNinja

Does the website aviationinterviews.com have the gouge for the written exam given in the interview?

WhiteMorpheus

When I interviewed last year it did, but the exam has changed since then. There have been updates on the site, but I don't know if they pertained to the written test.

ajkc114

First off, thanks so much to the people that have contributed to this thread. It's been super helpful, and I hope it will help me secure my seat at PSA soon.

Just a question.

On the 10-9 for Charlotte, the ground frequencies are split into headings, 360-179 is one frequency, 180-359 is another. How does this work? I've seen airports split in half with a frequency for each side, never seen this. None of the people I normally go to with questions like these know either.

Thanks again for the help.

TallFlyer

Every time I've been in and out of there (and that's a lot) it's been .9 for the east side and .8 for the west.

WhiteMorpheus

Like TallFlyer said, it means the east side and west side. Read clockwise around the compass, so 360-179 is the east side and 180-359 is the west side. You can expect to see similar listings for approach frequencies, only with 3+ ranges(i.e. 360-129: freq a, 130-214: freq b, 215-359: freq c), then, CLT has separate sets for above and below 8k MSL and in reality you'll basically ignore all of them and just do what the controller says

I guess you could say they are done as "bearing from" the center of the airport.

ajkc114

Ok, great. That's what I figured, just wanted to verify...

One last question... On the 10-9A for CLT it has the Obstacle DP. Those numbers are different than what's on some of the SID's. I'd assume we'd follow the ODP, then when you are beyond the restrictions, continue with the SID, correct? Why don't they just change the SID to match the ODP?

Thanks as always guys.

TallFlyer

PSA, like most airlines, contracts with an outside vendor to provide performance data and runway analysis, which basically means you'll never use the ODP information on the 10-9A.

As part of our dispatch release we're given a large stack of paper that has a bunch of performance data, and potentially engine failure procedures to use for take off, but the only time we really need to use that is if there's a NOTAM for a given runway that would determine a specific code to drop into ACARS, or if we don't have ACARS (boo!) for some reason and we have to find all the stuff manually.

Most of the airports we go into will just be runway heading to 1,000 feet, clean it up, then make a plan. Other airports have what are called Special Engine Failure procedures, and all that really means is a turn is required below 1,000 feet. Those can be broken down into simple and complex special procedures, the former can be found on the performance data, the latter are usually found in our company pages for a given airport. The ACARS also spits them out for the exceptionally lazy.

None of this you need to know for your interview, but will need to know at your Oral.

joseolay

CLT tower/departure could file a course deviation on you if you did that.

Fly the SID and not the ODP, SIDs provide obstacle clearance just as ODPs do. The SID is different than the ODP because it's designed by ATC for traffic flow while still providing obstacle clearance. ODPs are used when you're not assigned a DP/SID by ATC, but airlines usually don't follow generic charted ODPs because they have OPS specs allowing for a special company specific DP in lieu of a generic charted ODP.

checklist

Are the initial, recurrent & upgrade training program AQP?

captande

Recurrent is, next they’re working on upgrade, then initial. That’s the word on the streets in the training department.