Interview Preparation Guide

Structure: Past → Present → Future.

"I began my aviation career [mention training organisation/country], earned my ATPL and transitioned to the EMB145 as First Officer with [airline]. I have accumulated [X] hours total time, [Y] hours on type, and have operated across various African routes in demanding conditions including hot and high, wet season approaches, and congested airspace. I am now at a stage in my career where I am ready to take command responsibility, and Air Peace — Nigeria's largest carrier — represents the ideal platform to do that."

"Air Peace is not just Nigeria's largest airline — it's a nationally important carrier connecting communities that are often underserved. I want to be part of that mission. I have followed Air Peace's fleet expansion closely and believe its operational culture values safety and professionalism. As for the Captain role: I am technically ready, I have the hours and experience, and I believe command is where I can contribute most — not only flying safely but mentoring First Officers and upholding CRM standards."

Key facts to know:
• Founded: 2014 by Allen Onyema
• Headquarters: Lagos (Murtala Muhammed International Airport)
• Fleet: Boeing 737s, B777, EMB145, B787 on order
• Nigeria's largest privately owned airline by fleet size
• Operates domestic and international routes (London Gatwick, Houston, Dubai, Johannesburg, etc.)
• Regulatory oversight: NCAA (Nigerian Civil Aviation Authority)
• Vision: Connecting Africa and making air travel accessible to Nigerians

"In 5 years, I see myself as a senior Captain on the EMB145 fleet, having contributed to the safe and efficient operation of Air Peace's regional network. I would also like to get involved in line training and standardisation — passing on what I know to the next generation of First Officers. If the opportunity arises, I would welcome a wider type rating on a larger aircraft as the airline grows."

Use the STAR framework (Situation, Task, Action, Result).

Example: "During a briefing, the Captain planned a fuel load I felt was inadequate given forecast convective activity along the route. I calmly stated my concern, referenced the applicable PIH/company fuel policy, and suggested we add an extra 200kg contingency. The Captain initially resisted, but after reviewing the forecast together he agreed. We departed with the additional fuel and did in fact hold for 20 minutes due to traffic. The outcome validated the CRM process — the right decision was reached without conflict."

"During a night departure, I misread the initial clearance altitude and set the incorrect ALT in the FMS. My F/O cross-checked during the readback and caught it before we were airborne. I acknowledged the correction, updated the FMS and filed an ASR after landing. The lesson was clear: always verbally cross-check cleared altitude vs. MCDU entry before T/O, never assume — especially at night. That experience strengthened my habit of closed-loop communication."

"I apply the principle of Aviate, Navigate, Communicate — in that order. I deliberately slow down my verbalisation and cross-checking when workload increases, because that's when shortcuts are most dangerous. I use the Standard Operating Procedures as an anchor — they exist precisely for high-pressure moments. I also make use of CRM: clear task sharing, explicit callouts, and I am not too proud to ask for a delay or request vectors to buy time."

"First, I would address it during the flight in a calm, non-threatening manner — for example: 'I noticed we skipped the read-back on that clearance — let's make sure we do that each time.' I would not embarrass them on frequency or in front of cabin crew. After landing, I would have a proper debrief and reinforce why the SOP matters. If the behaviour persisted, I would document it and raise it with the Chief Pilot through the established reporting channel. A Captain's job is to build good habits, not punish people."

"CRM is the effective use of all available resources — human, hardware and information — to achieve safe and efficient flight. It encompasses communication, situational awareness, decision making, workload management and leadership. On the EMB145, good CRM means: clear task sharing (PF/PM roles), closed-loop communication especially below FL100, appropriate use of automation, and maintaining an environment where the F/O feels comfortable speaking up. I take the PM's callouts as seriously as my own."

"I maintain a personal study programme: I review the SOPM and QRH regularly, particularly emergency procedures and recall items. I use resources like Embraer technical summaries, ICAO safety publications and our operator's Flight Operations Bulletins. I also follow ASRN (Aviation Safety Reporting Network) and ECCAIRS trend reports to stay aware of system-specific incidents across the industry. My simulator sessions are opportunities I take seriously, not just requirements to tick."

Strengths: "My greatest strength is my systems knowledge and preparation. I brief thoroughly and use checklists as a genuine cognitive aid, not just a formality. I am also a calm communicator — under pressure I find clarity, not chaos."

Weakness: "Historically, I have had a tendency to be overly thorough in my pre-flight planning, which occasionally means I spend more time at the gate than necessary. I have learned to balance thoroughness with efficiency — setting time limits for each phase of pre-flight and trusting my preparation once I have completed it."

"Safety culture is the set of values, beliefs and behaviours that make safety the priority in every decision — not just in emergencies but in every pre-flight, every dispatch, every ATC exchange. It means never normalising deviations from SOPs, filing safety reports without fear of blame, speaking up to a Captain when something feels wrong, and treating every flight as if it were your first — without complacency. As a Captain, I am responsible for modelling that culture to my First Officer and to the cabin crew."

"Nigerian airspace — especially Lagos and Abuja TMA — can be very dynamic. I always ensure full readback of clearances, use standard ICAO phraseology, and where there is ambiguity I ask for clarification rather than assuming. I am familiar with NAMA (Nigerian Airspace Management Agency) procedures and the specific challenges of VHF congestion on domestic routes. I would never accept a clearance I didn't fully understand."

"Fatigue management starts before the flight — proper sleep, nutrition and knowing my regulatory duty limits. During flight, I use systematic crosschecking to counteract the cognitive effects of fatigue. If I ever felt my performance was compromised, I would be transparent with my F/O and with operations. Nigerian CAA regulations and ICAO Annex 6 give me the authority and duty to report unfit for duty — and I would exercise that right without hesitation."

Ask one or two genuine, well-researched questions:

✅ "What does the training and line-check programme look like for new Captains joining the EMB145 fleet?"
✅ "How does Air Peace handle reporting culture — is there an active safety reporting programme in place?"
✅ "What growth opportunities exist within the fleet for experienced Captains — for example, fleet transfer or training roles?"