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United Airlines Pilot Interview Profiles

Date Interviewed: May 2014
Summary of Qualifications: Military single seat pilot with about 1000 hours of KingAir (C-12) time added. About 3000 hours total. IP/EP, Masters degree, Ops, Safety, etc.
Were you offered the job? Don't Know
Pilot Interview Profile:
The first part was after the initial call, you have to take the personality test. The best gouge is to just answer the question with the first response that comes to mind. It's all agree/disagree. Do NOT overthink it. Just take it easy and answer honestly.

After that, I got the call to interview. They send you a packet with all of the callouts for a 737-300 simulator. Very straightforward.

The day of the interview, I showed up at the Denver training center in the appropriate "official interview suit" and turned in my logbooks for them to review. I have 5. 4 military and 1 civilian. I also translated all of them on to 1 excel spreadsheet that breaks it all down the way their application does so that they could see that it all added up. No questions were ever asked of me, either right then or later in the panel interview, about the books.

I did the simulator first. It was VERY straightforward and ran EXACTLY like the packet that they sent me said that it would run. Takeoff, clean up, climb to 5000' and level off at 250kts. Then take a few minutes to do some turns and get the feel for it. I was typed (HPA, a year before) but have no actual 737 time since then and he knew that. Then steep turns both directions. Then radar vectors to an ILS to a low approach. After the low approach, they put it on freeze and we did a CRM drill.

The board interview was really easy. No "stump the chump" questions. I got the impression that they just wanted to hear you speak and form a coherent sentence. Very low pressure and friendly. Overall a great experience.

They called back a week later and told me I was hired and gave me a class date a few days after that.
Date Interviewed: August 2013
Summary of Qualifications: ATP 8000TT, 4600 Turbine PIC, 6900 MEL
Were you offered the job? Yes
Pilot Interview Profile:
Arrived to the DEN 30 minutes early
Met w Doris. She reviews paperwork & log books etc.
Called in to interview for 2 person panel interview which included the DEN Chief Pilot & HOU HR
They went tell you that your stories could be aviation or non-aviation related

Was asked a couple achievement type questions based on resume
Take 5 minutes going over your resume & career
TMAAT you resolved a problem with the help of others
TMAAT you helped someone with a task that didn't ask for it
TMAAT you had a conflict at work & how you resolved it
TMAAT you lost credibility w a coworker
What are attributes of a good/great captain?
Anything else you would like us to know?

As previously posted, they're great about putting you at ease.

Sim Eval
- Depart LAX
- T.O. Rwy 25L to 3,000', vectors, climbs ect.
- One 360 steep turn @ 5000'. Climb to 10,000'
- Accelerate to 270KIAS, vectors.
- Descend to 3000' for vectors to ILS 25R.
- Missed appch to 2000'.
- Auto pilot on: LAX closed due to a security breech. Poor WX, low fuel, what are you going to do?

A hiring board meets approximately 2 weeks after interview & makes a final decision.

I received the conditional offer 10 days later via phone call from Doris. Relax & be yourself. Felt as though the job is yours to lose.
Date Interviewed: March 2008
Summary of Qualifications: 3200 TT, 1300 PIC, Mostly Military, 400 121 time
Were you offered the job? Yes
Pilot Interview Profile:
Sim profile as advertised on previous posts. Really good guys running the sim. I did the HP 737-200 sim prep which helped a bunch. If you wanted to save the dough, I think having a copy of the profile with Continental call outs would suffice. I got the hold standard on the 180 radial which was a nice teardrop entry from my heading. Never held, just described what I would do. I also did the Int Prep with Judy Tarver. That was a very good practice run for someone who doesn't like to chair fly. She will give you lots of techniques and most every question to expect. I had zero technical questions. 3 really good guys, one was a bit intimidating, but not bad. All former Military which made me feel at ease right away. Why Continental? Why leave where you are? Have you ever had to mediate a conflict between crew members? Where are our bases and why would you want to be/commute to any of them? Where do you live now and how would those locations affect you? What do you think would be the biggest change from where you are now to Continental? Anything you want to add?(don't) Any question you expected that you didn't get? Whole thing took 45 min. They are suspending training until Sep/Oct depending on how this summer goes. I am in a pool which is good for one year. If they don't start my training in that year, back to square one. They are expecting a rough summer with oil prices, so they are being very cautious. Good Luck!
Date Interviewed: February 2008
Summary of Qualifications: 4 year degree
4700 turboprop
1000 PIC 121
121 Check airman
took part to many projects for my company besides flying
Were you offered the job? Yes
Pilot Interview Profile:
My main recommendations to anyone intending to be hired at Continental Airlines are:
1. attend one of their job fairs,
2. have one of their pilots hand your resume to a chief pilot (if you can),
3. have plenty of letters of recommendation electronically posted on AirlineApps (especially from check airmen / instructors / even managers whom you have flown or otherwise worked with).

I think that a combination of these things, and a strong resume, is what got me the interview call, and eventually the job. My times: 7000 TT, 4700 turbine, 1000 PIC under 121 (no jet time).
By the time I was offered the job, I had already traveled to Texas 3 times: job fair (October, DFW), sim prep (January, DFW), interview(February, IAH). Now I'm here at IAH to begin training, and it's March. If it happens, it happens quick.

To prep for the interview, absolutely, positively spend the $550 for the sim prep, and the $300 for the suit and tie. Dress nice and dress conservative, don't stand out as a sore thumb among the other clones. Dark suit, elegant red tie. The sim ride is relatively easy stuff, but they want you to have their CO procedures down. Best 550 bucks I've ever spent. Especially for those of us without 737 experience. The sim CO used was the 737-300, but another guy I know was put in the NG. CO currently configures all their EFIS as round dials for fleet commonality. If you are in the -300 you will have a single cue flight director, but the NGs have a dual cue (crosshair). They are both pretty easy to use.
I used Crew Pilot Training in Dallas, but other companies do preps also. The SWA -300 sim we used was harder to fly than the one I used at CO, so that made the interview ride seem easier. It was quick too, 25 min tops, in and out. My FO was a line captain, and both him and the check airman were very nice and helpful. Very supportive, got lots of pre-ride tips and reassurances. Made me feel at ease. Now, these are my kind of people. I'm glad to be here.

Three interviewees that day, 1 RJ, 1 Turboprop (me), 1 military. I was the first one up, so I don't know how things went for the other guys.
For the sim, study the calls, procedures and power settings really well, because it is easy to miss making calls while you try to fly a new airplane. So even if you have the profile down, keep reviewing it until interview day. The pain paid off. My sim ride went really well, except my landing was bumpy. Ladies and Gents, welcome to Houston...we lived.
The Panel interview was 1 hour, but I think it could have been shorter. When I get going on a story, you have to stop me, because I love flying and all the gee-wiz, adventure, and trivia that goes with it. I had fun telling my stories, and I am passionate about my job. I made sure they noticed. But don't be obnoxious. Once again, you MUST prepare thoroughly for this one. Your effort will be rewarded. Do not try to memorize answers, just have a very, very good idea about which stories to use for each question before interview day. I wrote down every gouge question I could find on 3x5 cards, and practiced over and over simply recalling quickly which stories to associate with each question. Then I just let myself tell them the appropriate stories when the questions came. Have more than one story available for each question, to avoid having to use the same story twice. They asked about 20 of them, 90% "tell me about a time when...", and almost all those questions I had in my stack of cards. It worked very well. The gouge on willflyforfood.cc has most of those questions. Cruise the airline prep virtual world for more. They are all out there. Just like learning procedures, put your due time into it, and it will pay off. Preparation is so important. It will make the interview seem so uneventful. I felt so relaxed, because I knew what was coming every step of the way. One guy was so nervous, I felt bad for him. The more prepared you are, the more relaxed you are, and the more confident and competent you come across. It's just a matter of sucking it up. Besides, you're a pilot, you know how to suffer like a pro! I had a month to prep, and I put it to good use. On trips, at home, all the time: prep, prep, prep. I had the pre-takeoff briefing that crew pilot training sent me posted in front of the toilet. I made myself recite it every time I went, and I didn't even have to use it in the end. But I'm glad I did it all the same. It's all part of psyching yourself up for the big game.

Good luck girls and boys. See you on the line!
Now excuse me as I make my way to the bottom of the seniority list...
Date Interviewed: February 2008
Summary of Qualifications: Air Force, 3300, 1500 PIC, all multi turbine.
Were you offered the job? Yes
Pilot Interview Profile:
Sim Eval:
Just like all the previous gouge on the web, these guys (Hans runs the sim, Nick was the PM) are very cool, but poker faced. You will have no idea how you did. I did the CPT sim and it was well worth the money for a dude who is used to glass and fly by wire. Here is a quick run down of the profile:

T/O, climb to 4000'. Do standard CAL calls. Right turn, then left turn while descending. Once rolled out given direct to Humble for hold. Turned left to proceed direct. Once on my way to the VOR I called for in-range checklist and slowed. PM then got the hold clearance and I briefed up the entry. Hold NE on the 080 radial left turns. For me it was a parallel entry. I was around 18(ish) miles from the VOR by the time I got turned and was slowing. More than enough time to set up, get slow and stable, then brief up the entry. As advertised before, I was vectored to downwind shortly before the VOR, never entered the hold. Once vectored on to downwind you do slow to 180 and call for "flaps 5" and run the approach checklist. Turned to ILS final and configured as appropriate. Landed horribly hard, but what would you expect? I seriously can't imagine going in cold unless you are way familiar with 737.

3 line captains. One Captain looked over my transcripts and logbooks. All three were very nice and professional, but definitely had their poker/game faces on. I never felt super stressed, but also never felt relaxed, it was kind of an odd feeling. Here are the questions I was asked:
How did you get here?
Why CAL?
What can you bring to CAL?
Sexual Harassment, WWYD?
TMA busted checkride (I had one, you may not have)
Who are internal customers and how do you serve them?
How did the sim go?
Given the choice, would you hire a good employee or a good pilot? (This was the toughest one for me, totally caught me off guard, never saw it before.
What do you want to fly?
Holding airspeeds
Given a Jepps approach plate to a place in Honduras and was asked how to fly it if no radar.

The panel lasted 30-40 min. max. The worst part was waiting for the call and not knowing. I got the call the next day!
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