All previous gouges are right on! Here are a few additional questions seen in the interview. How does the knowledge of your current employer's business plan affect your decision making as captain? TMAAT a crew memeber asked you to do something that would violate SOP or FARs. Who do you recognize as your "internal" customers? TMAAT that you did NOT provide the best customer service to your "internal" customers. (I understood INTERNAL customers to mean fellow employees) TMAAT that you had to give fast, direct, and time critical orders to your crew. A couple of TECHNICAL questions. What are the two times you can go below minimums on a CAT 1 ILS approach. While circling to land, (interviewer draws picture of you circling...on a downwind) how would you execute the missed approach. (Then draws you on final) How would you execute missed approach now? Which MAP do you use? SIMULATOR: DO THE SIM PREP AT ALTEON WITH JACK O'DELL! Best money ever spent. You go through the EXACT profile 3 times in an hour. You become very familiar. I did it the day before my interview. It was so effective that before the interview simulator when they give you the 30 minutes to memorize the profile, I was completely restless because I knew the profile so well. I just wanted to immediately jump in the sim. The Continental sim flies a little better than the Alteon. It does not have the overbank tendency like the Alteon one has. HOLDING. I was given holding instructions but they did not make me hold. Here's why! If you do the sim prep at Alteon, Jack O'Dell will make you spit out your holding entry in this manner after you turn inbound: "Ok, it will be a "teardrop entry" (or as applicable), at the fix I will start my time, make an inital left turn to a heading of 150, go outbound for one minute, then turn right to intercept the 360 course to the station to establish myself in the hold." If you tell them everything they need to know before you actually get to the fix they will probably not make you enter the hold. But if they do, not a big deal because now you know exactly how to do it!

Awarded B737 to Newark The sim profile and many of the interview questions have not changed. However, there are several things that I would like to point out and add. I did the sim prep at Higher Power and the interview prep with Judy Tarver. It was worth every dollar! First of all, the interview is tailored to the interviewee. My application was reviewed prior to the interview. I interviewed in Newark and had very few tech questions. The 3 Captain interview panel was relaxed and friendly. However, this is not a reason to let your guard down. Be prepared, be positive, and be ready to discuss your qualifications and possible contributions to Continental. I would like to throw my 2 cents in with regards to interview and sim prep. The interview prep, in person, is invaluable to fine tune your stories and summarize your experience. Continental Airlines believes that our past actions reflect how you will perform in the future and it is important to accurately express this in a very short interview. Your positive attitude in delivering this is also key. The sim is equally important. Several applicants have failed the sim lately. Your sim operator and FO are somewhat randomly assigned, so you may not get the most proficient crewmembers to work the MD80 sim and flight director. If you haven't attended the sim prep, you will NOT be able to overcome less than perfect assistants.that's reality. Is it worth the gamble? Continental is one of the few airlines positioned to grow and prosper. They plan to slow hiring through the summer but pick-up again in the Fall. If you are serious about the job, be serious about preparing for it. Best of luck!

The information on this site is right on. The entire interview process is very comfortable and personal. Definately do the sim prep with Higher Power aviation, it's well worth the price. The sim profile is exactly the same as the previous writeups.

The gouge is right on. The only thing that might be different is several of us actually entered the hold and flew out for almost the whole minute prior to getting vectors for the ILS. KD's briefing before the sim says that you should brief the hold, set it up, think about it and correct it if you need to. As long as you have breifed it properly prior to the VOR you are OK. I don't understand the big issue with the hold in the sim. It is going to be at the VOR so just practice them in your head alot before the interview and it will be easy. I did the sim prep at Higher Power and the interview prep with Judy Tarver. It seems like a small price to pay when you are negotiating a multi-million dollar deal like this one. the interview was straight forward, freindly, and relaxed. Just questions about your stories and a few easy technical questions. Practice telling stories that highlight how you operate in your aircraft. CRM, team work, regulations, checklists, decisions making skills, PASSENGER COMFORT AND CONVIENENCE seemed to be a big part of the interview. Good Luck.

April 2005

*Walk in: Introductions (3 Person Panel) *Provide logbooks *Don't worry bout brining (Ltrs of Rec, or Resume) --all are online ONLY Questions: *tell me about you flying career? How did you get started? *Sexual harassment in workplace situation? How did you solve? *CRM situation? *Ever had a crew you could not get along with? How solve? *Ever had a crewmember try to get you to do something illegal? How solve? *Approach Plate: ILS 27L(?) IAH What are wx mins for App? Wx below mins outside OM. Continue? How low can you go? What is maltese "X"? *Rank: Safety, Reliability, Customer Sat, Employee Sat *Tell me more about an interpersonal problem/situation and how you solved. *Have question for them!! *Was told that "we will be in touch"--- Good = Phone call/e-mail---sched for sim Bad = Letter of rejection *BE PREPARED TO TALK ABOUT YOURSELF!!!* very little technical for me SIM: *Business Attire* *Show at least 30 mins before sim time

They will give you a sheet of instructions for the sim. With pitch and power settings, calls, speeds, check lists they want you to call for, ect.... You have 30 minutes to read it and then go fly the sim. -no cheat sheets-

MD-80 sim. old panel, standard layout, ADI with HSI, and single cue flight director. They suggest you should use it. Flight director controls are on glare shield. Tell Fo to set it up for you. Try to focus on heading/alt/airspeed control.

They start you out in position on runway 26 Houston IAH. take off, climb to 4000 feet. A few turns, go to VOR hold, get vectors for ILS runway 26 IAH...

Airspeed indicator will be preset with 5 airspeed bugs, 4 outer bugs and 1 internal: V1, V2, Flap retracton, Slat Retracton, and clean maneuvering.

You can sit in left or right seat, they don't care. You will take off flaps 15. You set power using EPR gauge. It will have a bug preset at takeoff power. EPR is the upper most gauge on panel. At call of rotate pitch up to 20 degrees, call "positive rate,Gear up." At 1000 feet, lower the nose accelerate to 3rd airspeed bug call for "flaps up, Climb Pwr." continue to climb and accelerate at the 4th speed bug call for "Slats retract,after takeoff checks" continue to accelerate up to 250 kts. Level off at 4000. thrust levers are VERY sensitive and LAG. Set 1.25 EPR for cruise flt and 250 kts clean.

Now go hold (use RMI to find VOR). Must slow to 200 kts for holding below 6000 call for "Inrange Checks." Be aware of DME from humble as no other warnings are issued. As airspeed slows below 5th speed bug, min clean speed, call for "slats extend". to hold alt at 200 kts slats out, again use 1.25 EPR at 2000'. Lead level-off with pwr by 100' due to LAG in engine-spool.

Now vectors for approach. power back, slow down. When below 4th speed bug call for "flaps 15,Speed". Continue slowing to 3rd speed bug, I think is was about 160kts, hold alt, 160kts, flaps 15 use approx 1.2 EPR. Call for "approach checks". Ask FO to arm flight director for the ILS. Intercept loc. As glide slope starts coming down call for "gear down before landing checks" then call for "flaps 28, speed". FO will set internal speed bug for proper speed with this configuration. At glide slope intercept and capture call for "flaps 40,target" And follow internal speed bug the FO is setting up for you. Set power at approx 1.3 EPR and follow flight director down. You will brake out early, but stay inside on the gauges. FO will call out radar alt don't do anything until you hear 100 feet then SLOWLY start pulling off power and starting flare.

Good Luck and Have Fun~