Seems like a really good bunch of folks at Polar, had roughly 11 in interview, some start in the sim, some with face to face interview. sim was dep. out of miami then was given holding instructions, entered hold then vectored for raw data ils(broke out at 800ft) for a full landing. youll be in left seat, your fo will be a line captain who will do all configs on airplane, just be yourself and fly the plane, they dont expect you to know the 747-200, but they do expect you to fly it as per atp standards. face to face was chief pilot for polar,atlas mec chairman, line captain,hr person. Like i said, it was laid back and i felt at ease the whole time, know youre vdps/pdps,metars,fully brief a jepp chart, to alternates(pt121),lowest rvr for a specific runway etc. then they asked about back ground and thats about it. this part took about an hour sim took 45 min. thats about it, very good interview.

I was given a 12 day notice for an interview in Miami. Interview consisted of a panel interview and sim eval in the 747-200. This interview consisted of 14 applicants interviewing for 4 slots in a Mid-September class date. I believe the last 747-200 class date was 10 Sept, with our class (09/18) and all subsequent classes to the 747-400. Polar is owned by Atlas, and all that remains to be merged are the paint schemes and union contracts. They are also the biggest customer for the 747-800 freighter to be delivered around 2010. The Polar crew bases are ORD and LAX. If your trip starts or ends in the base, then you have to jumpseat to/from the domicile (they are CASS participants). If the trip doesn't start or end in the crew base, then they will airline you to/from the jet. If you get sent to the crew base to sit reserve, they provide the hotel (no crash pad required). Per the contract, trips are about 2 weeks in duration (16 days-ish). Per diem is 45-ish/day domestic and 53-ish international. Everyone seems to have a great attitude about their job and a high opinion of the company. Training takes about 8 weeks. 1400/month in training plus domestic per diem. That's the company info...now the interview.

The shuttle from the Crown Plaza goes to the training center 24/day every 30 minutes. Depending on traffic it takes about 10-15 minutes. We were gathered in the office conference room, which served as our holding area for the day. At 0800, the Atlas chief pilot came in and gave a company overview. The themes of the day were these: 1. Relax. This was one of the most pleasant and laid back experiences I have ever participated in. 2. The interview will serve to show what your personality is like and if you are someone that would be enjoyable and easy to work with on a two-week trip. After the Atlas chief spoke, the Polar assistant-chief spoke (the Polar chief was out of town). He handed everyone an oceanic crossing chart, a computer flight plan, a sample position report, a 747-400 "Before Starting Engines" checklist, and a list of topics (best job, worst job, favorite system, etc) When we were pulled into the panel interview, we were expected to have the plotting chart with the route from the flight plan plotted. Also, we were to have completed a position report per the instructions on the example. They also wanted us to have memorized the 8 responses to the checklist. Lastly, we were to have written a 10 sentence essay on one of the topics. It was more an exercise in how well you can communicate on a topic you like (from the choices given). Concerning order of interview, we were listed in random order. Starting from the top was the panel interviews. From the bottom was the sim-eval. I was toward the top, so I interviewed pretty quick, with a 3 hour wait before my sim. The panel interview was very relaxed. After the above items were taken and reviewed, most of the interview consisted of a few technical questions..read a METAR and give a yes/no as to whether we can take that weather a fly a particular approach. Also, calculate a VDP. I had oceanic experience, so there was an oceanic question...what is an equal time point (ETP). After that, most of the questions related to my C-17 experience and "tell me about a time" questions. Once again, very relaxed. The sim eval consisted of a SID out of MIA. 2/3s of the way through the SID, I was given vectors to a VOR for holding. Don't forget to slow, or ask for the holding speed limit to be adjusted. After a couple of turns, I was given vectors to an ILS to a full stop. On the vectors, I gave the jet to the check airman so I could brief the approach. He was nice enough to configure the jet for landing and to trim it out for me. The check airmen running the sim and the check airman serving as my co-pilot were very friendly were mainly serving to evaluate very basic airmanship skills and to evaluate how directive you would be in the cockpit. I manage to stay within a hundred feet of altitude the whole time and when off of altitude to announce and correct. Highly recommend sim prep at Pan Am...a couple hours at 350/hour a day or two before the interview made a big difference regarding familiarity in the sim on interview day. I still had to work pretty hard to make the classic do what I wanted it to do. In any case, the sim portion was very much relaxed and big picture. Throughout the day, we were given the company application and PRIA forms to complete by close of business. As we finished the interview process, we were taken in the office by HR to review the paperwork. We were told to expect word within 5-7 business days. I received a formal offer for a 747-400 class 6 calendar days later.

Basically, they call you in and brief you about the company. You spend some time filling out paperwork i.e. PRIA forms etc. They call one person in at time and the fleet manager and hr person ask you some questions. Nothing complex, about an approach plate and chart and reading a weather forcast. Be familiar with jepp charts and text weather. They make small talk and keep you at ease. Their biggest concern is how do you feel about being gone 16-20 days straight per month. The next process is the simulator.....B747-200 They take two people in at time. There was an odd number that day so I went by myself. They brief you on flap and power settings and maneuvers to be performed prior to simulator. I sat in the left seat and the fleet manager was in the right. I had to turn the plane onto the runway from the hold short line and line it up for takeoff. The departure was out of LAX doing the seal beach circle. The will ask you about entering a hold, perform a steep turn to left and right just 180 degrees each direction then radar vectors for an ILS raw data. Expect to go missed then they zap you back to the marker same ILS with the flight director and one engine inoperative. On the 747 or any four engine aircraft, one engine out is hardly notice at medium and low power settings. Even with takeoff power, it is not a violent yaw. The key to a successful approach is correct power setting and stable approach. My approached started well yet the last 500 feet would start to fall apart. I had a little to much power, as I descended airspeed would increase causing me to balloon above the GS. The 747 also hits ground effect at about 150 feet AGL. As with most simulator rides, it is not so much how you fly but how you adapt in a new aircraft and how relaxed you feel. If it takes complete silence and 100% mental effort to fly the sim perfectly, that is worse than being relaxed and getting off on your altitude or heading slightly. They basically want to see you able to handle the airplane while holding a conversation or some other distraction. The 747 handles like a dream, like a big C172. Polar is seeking 3500 total time with 2,000 jet and 121 experience. Currently as of 4/06, there is no hiring to my knowledge. We were just told we are furloughing and parking the classic 747s and adding one 747-400 to the fleet. Placing all engineers and about 60 pilots on the street. The company is good to work for and I have enjoyed my 2 years. The quality of life is there and time off. Schedules are roughly 2 weeks on with 2 weeks off. It is the better of the bottom cargo carriers. Polar was started by the original Flying Tigers management. Labor relations between management and the Atlas pilots are not very well. Other than that it is a great place to be and a good experience.

Interview did not differ substantially from previous post of 2-16 on this message board.

Was asked what I knew about Polar and tell us about your background.

Technical questions included:

1. Brief an approach-VOR or GPS 7L or 7R at LAX 2. What is the entry to the hold on the missed approach? 3. Showed a drawn picture of a VOR with an airplane approaching the VOR from the west on a 090 heading at 3000 ft. Hold south on the 180 radial, nonstandard turns. What is the entry to the hold? When would you start slowing? What speed for that alt. would you hold? What if the holding speed for that alt. was too slow for your weight, what would you do? 4. You are told to cross Simi Valley VOR at 10000', you are at FL310, when would you start down? 5. You are doing a visual approach to 7L or 7R at LAX at night, no vasi or papi, basically you are doing a visual into a black hole from over the water. What alt.should you be at 6 miles out? Then at 3 miles out? 1800 and 900.

Thats about it. All told it took about an hour and was very relaxed and informal. I made it in the pool. Just be yourself.

Ms. Lumpkin, HR, finally called after I sent several resumes. Cab from LAX to 100 Oceangate took 25 minutes in moderate traffic. Cost of $40 each way. If you come a day early the Hacienda Hotel had good rates for airline employees. Got my room for $50.00. Huge hotel so I am sure you don't need a reservation. Polar is located on 15th. Floor. Once there I took the elevator downstairs to the "plaza" floor where there's a restaurant, a little store etc. Waited there until 10 mins. before my interview. Once in the lobby of Polar I registered with the secretary. Believe her name was Lucia, or something like that. 15 mins. past my scheduled interview time I was told to take the elevator to the 9th. floor where I met Ms. Lumpkin. Interviewed by her and a Captain. They told me to relax ( I was already relaxed) and that this would be a laid back and straight forward interview. They looked over my current resume. HR asked me how I got interested in flying, how I liked my current job, if I had any commitments (she meant family and kids etc.). Nothing difficult at all. Captain asked about pilots action in windshear, any accidents or incidents, consideration when taking off in fog with 1/4 mile from LAX, OAT of 5 degrees C., no wind. ( Alternate + anti-ice for t/o ) Asked me to brief an approach into LAX, how to enter hold after missed, when I could descend on that approach once rwy. is in sight (VOR 7 L/R has a charted VDP which is mandatory), max elevation of obstacles on the approach plate. Two hold entry questions, speeds at different altitudes in the hold. One question on descent profile at night with no VASI but with DME (300 ft. pr. NM lateral), descent planning from FL310 to FL180 and to cross FL180 at 250 KIAS with an initial speed of 330 KIAS ( 13000 ft. to lose: 13 x 3 = 39 plus 15 miles = 54 NM prior to crossing restriction. Vertical speed is 5 times G.S. OR you can add a "zero" to your G.S. and divide in two. Same answer.) Rumors has it that UAL are looking into buying Polar. IF they do, the pilots ALPA contract states that the pilots go with it. At least thats what I've heard. Supposedly they are also getting three more 747 Classics, on top of the -400 they are getting Very friendly and personable people. A growing company with a bright future. Told me I did well so now I am just hoping for a call with some good news.