The prior gouge is pretty much right on. Day 1 is the sim ride, we had the DC-10. I would definitely suggest contact Emerald Coast and get the sim-prep with AJ in the PanAm sim. It was worth every penny. Our sim was VERY sensitive to all movements. Definitely use the two minute warmup to get a feel for pitch and power settings. The ride is straight forward and basic airwork skills. If you get off, constantly correct. Our sim evaluator told us that no single manuever would fail you. If you mess up a little brush it off and finish the ride strong. Eveyone puts you at ease. All but one guy got the "you passed" while in the box, but the other guy got a call late that afternoon. Day 2 is the Situation Based Interview, Panel interview, and written test. In the SBI, use your entire crew and gain as much information as possible, consult your crew and make a decision. There's no right or wrong decision, just justify how you came to that decision. In the panel interview, don't try to have "hero" or "Air King" stories. Be honest and be yourself. I did get the Cage Checklist for Success book. Try to go back through your aviation career and be able to recall both good and bad events. This book helped me recall some events. The written test will make anyone feel stupid. Make sure and read the directions for each section. There are a lot of physics, scientific, mechanical, questions on the test. The syllogisms and vocabulary are pretty tough. The math is basic but you have to work fast. They didn't play the ATC tape during any of our interviews.
All in all it was a good but tough interview. One interviewer said that if you get the interview, the job is yours unless you loose in in the interview. I hear that Jack Lewis (the chief pilot) is reviewing all the interview packets and that is taking some extra time for people to get called.

FEDEX Interview Day 1

· Show time was 0700.
· The Holiday Inn Memphis Airport seems to be the hotel of choice, and here is the number: (901) 332-1130
· First day is the sim evaluation, most likely one of the heavy aircraft. We got the DC-10.
· Group of six people total, variety of backgrounds; three civilian, three military, all great guys and we all seem to hit it off from the beginning (probably because we were all scared shitless)
· They didn't ask for any documents on the first day, not even license, medical, or logbooks
· MD-11 Captain, met us in the cafeteria where we had assembled.
· He led us to a classroom where he did his best to put us at ease, informed us of what airplane we would be flying, and then gave us some ballpark power settings, pitch attitudes, and a general familiarization of where things were in the cockpit.
o Level, 200 knots = 60% N1
o Level, 250 knots = 55% N1
o 1,000 feet per minute descent at 200 knots, flight idle
o I found the power settings to be fairly accurate.
· Also, he had six small pieces of paper, face down on the desk, and told each of us to pick one. Each had a number on it, 1-6, and this determined our sim order.
· Next we were taken to a smaller group of briefing rooms and told to basically just "hang out" while he set up the simulator.
· He came and got the first applicant, and when he was through there was about a five minute break before he asked for the second applicant.
· The sim was set up with an aft CG and a very light load. The result was a very pitch sensitive airplane. He briefed me thoroughly on some things he had forgotten to mention in the group briefing. He makes sure that you are completely ready before he takes the sim off freeze and brings it onto motion.
· There is a two minute warm up period in which you are free to do what you like, I recommend 30 degree and 45 degree turns to get the right "picture" on the ADI. Also, if time permits try your power settings out.
· SIM PROFILE (as I remember it):
o Maintain 250 knots, 5,000 feet, 30 degrees angle of bank, and turn left/right to the assigned heading. TIP: I was using a 15-20 degree lead to determine when to roll out, and it was not enough. I should have used about 25 degrees.
o Same thing as above, except this time slow to 200 knots while in the turn.
o At 200 knots, descend from 5,000 to 2,000 at 1,000 feet per minute. TIP: Remember, flight idle should give you 200 knots and 1,000 feet per minute, but he will tell you that if you are unable to achieve those exact parameters, concentrate on holding the 200 knots and sacrifice the rate of descent.
o Next comes climbing turns, and then acceleration from 200 knots to 250 knots during a turn. I cannot remember the exact sequence on those, but it was basic air work with no surprises.
o At 250 knots, make a 180-degree steep turn (45 degrees of bank), maintain 5,000. After that, he gave me a very short steep turn from a heading of 180 left to a heading of 090. Watch out for this one.
o He will notify you when the "air work" portion of the sim is over, and next comes the ATC portion.
o He tells you to put the hand mic in your lap, and you are expected to use it, reading back all ATC instructions per the AIM. I wish I had a recording of what I must have sounded like. I'm sure he was laughing to himself, because I would have been.
o 9 miles from MEM VOR, he issue the following: FEDEX 100 HEAVY, proceed direct to the MEM VOR, maintain 5,000. Shortly after starting the turn, he issued the following holding instructions: FEDEX 100 HEAVY, you are cleared to hold east of the MEM VOR on the 090 degree radial. After crossing the VOR, descend and maintain 4,000. Expect further clearance at XX45Z. You are expected to read the holding clearance back. DO NOT FORGET TO SLOW TO 200 KNOTS. Also, don't forget to report entering holding. The entry was right on the border of either a parallel or teardrop, but choose the correct one even if two would work. After turning to intercept the inbound, he asked me what direction I was going to turn after crossing the VOR, and what was the new heading going to be. I told him, and the sim ride was over.
· We were allowed to leave after our sim rides, and were told that we would receive a phone call before 1300 notifying us if we had passed or not. I received the call at 1245, so don't get too worried. It was short and sweet, "You passed and we'll see you in the morning."
· If I could offer any advice:
o If you are blessed enough to get some heavy sim time prior to this event, DO IT.
o Dig out the AIM, make sure you know your holding procedures, entries, and required read backs.
o If you're an airline guy or gal now, start hand flying (raw data) as much as possible, IT WILL HELP.
o Don't expect to be Chuck Yeager in the sim, but try to be. He told us in the briefing that he wanted the standards tighter than ATP standards (gulp).
o TRY to relax. If you start losing/gaining altitude or airspeed (which I did), just start correcting immediately. I think that's what they're looking for. That shows a good scan.
Day 2

· Met in lobby of another FedEx complex, found out that everyone passed the sim.
· Taken to a conference room where any paperwork issues were ironed out.
· Taken to "the holding room." Yes folks, they call it the holding room. This is where all of us waited to be taken to our interviews.
· Met with two Captains that would be administering the situational interviews. They explained the process and answered any questions. They were VERY laid back and put all of us at ease.
· Panel interview: NOTHING technical. All of the questions were the "Tell us about a time" type of questions. The interviewers were great, and I was and still am convinced that if you just go into this interview and be yourself, answer your questions honestly, you will do fine. This lasted about 45 minutes and this is also where the logbooks and FE written results were checked.
· Situational based interview: My personal opinion is that this portion was the most difficult. Basically, you have to choose between three scenarios (alternates), none of which are legal for one reason or the other. Then, you have to brief your crew, make a decision, and execute it. It is as simple as that. After the scenario is over (timed), you have to critique your performance on a marker board. Not too difficult, but remember that you are not perfect. My bad list was longer than my good list.
· Around noon we all had a huge lunch with ALL of the people that had been giving the interviews.
· The afternoon of the second day is the computer test. I won't even begin to describe it, but if I had to compare it to something, I would say that it was like an IQ test or a military entrance exam. Each section is timed, and don't expect to finish. READ the instructions before you start each section. They will let you know if it is to your advantage to guess.
ALL IN ALL
This was a very tough interview, but I am thoroughly convinced that FedEx is looking for a good, honest personality, and good crew communication. Don't immerse yourself in gouge. If you over prepare for this interview, I think that your chances of being hired are slim. Good luck!!!

Just returned from Memphis. Here is the scoop. Sim in the evening. There were 6 of us. Four miliary (all heavy) and 2
corp, including me.
About a 30 min brief in a class room. We had the Airbus. Sim is
pass/fail, which we were told, and if you bust it or are borderline, you
get a phone call back at the hotel that night. If you ace, you'll get
told while you're still in the box, so you can sleep that night.
The sim guy has a template to cover the outer edges of the ADI so as to
make it into a 'bare' attitude indicator. HSI is a bare HSI. No
approaches, T/O's, Landings, etc... Basic S patters with combo turns,
decents, climbs, etc.. All turns are to be made w/ 30 deg, plus a couple
of steep ones w/ 45 degrees.
Two basic portions of the sim. The basic airwork, then ATC comm, which
basically consists of using the mike to read back holding instructions
when you are issued them. You gotta fly and talk, NO AP allowed. You are
briefed on how to used the timer, and course selector knob. The sim guy
puts you at ease.
You are not given any powersettings. You're on your own. The Airbus is
an N1 airplane, and as I recall, 51% gets you 200kts level, and 61% is 250.
When I got the hold, I was 3 miles from the fix, heading 060. Hold west
on the 270. After crossing, decend from 5000 to 4000 in the hold. I'm
doing 250, 3 miles out, so I pull the power back, figure a entry
solution, and proceed to make a perfect hold ON THE 090! As soon as I
turned, I realized my mistake, called ATC to ask for new instructions. I
was told to stay with, did the entry, and one turn, etc... He says,
..ok, you're done....and you passed!
Day two is the usual....a bunch of the usual tests. NO changes from
previous posts, so I won't get particular. Break for lunch, pre-employ
drug screen. (Fedex does not do a medical, which makes sense, because
the First Class medical you have in your pocket, is all ya need!) After
lunch is a personel interview and a situational based interview. The
latter is a 7 min. timed ordeal. You get the scenario, can take all the
time you want to study it, and once the timer starts, you have 7 min. to
come up w/ a solution, and brief your crewmates. After the simulation,
they leave the room, and ask you to evaluate your self on what you
thought you did well, and where you could have improved.
The biggest thing to keep in mind is to keep your eye on the clock!
Also, keep the CRM going... As opposed to say, "...OK, I'm gonna land
here, OK? Say, "...ya know, this runway may be a better choice, what do
you think?"
You are the CPT, and you're in there with an FO, SO, and dispatcher.
We were told a couple of weeks for notification.