I was there a day early, so I went out to Houston Intercontinental to talk to as many FO and Captains as I could. These people are world class, the second they find out you are interviewing, they are your best friend. I got a personal tour of a 737-800 cockpit, and a 777, very impressive. CAL pilots are a tight group of pilots, there is only 4,600 of them and most have been through the bad years with the antichrist Lorenzo. Many of them say that there CRM environment is much better that the big boys of UAL or AAL. Many of them were not too happy with alliance with NWA. They explained but I decided to stay away from politics or negative thoughts. I would suggest spending the money and reading Gordon Bethunes book "Worst to First" in addition to their website www.flycontinental.com My interview was with 2 captains and a FO who checks out your paperwork and asks the mandatory questions. The environment was relaxed, they are real nice.here are some of the questions: What can you tell us about CAL? Aviation career from the time you first started flying? Have you ever declared an emergency? tell us about it 3 person A/C, you are the FO. The SO gets up to take a wee-wee, and the captain makes a racist comment about them, WWYD? Captain harassing/unwanted sexual advances towards the flight attendant, WWYD? Where do you want to be in 10 years? What other airlines have you applied to? any interviews? What makes a good Captain? Do pilots affect customer satisfaction? How do you feel about being based in Guam? (Kunsan of CAL)

That was it, I got no technical questions, but the guy after me got Class B airspace, you are on an ILS, right here (points) and the wx goes to 1200rvr, okay what about right here(points). The captain was asking about before/after the glideslope intercept with the wx change. Holding airspeeds, and how would you enter holding, airspeeds, direction of turn, etc. Overall very professional, very relaxed.

I found my recent Continental interview to be enjoyable and pleasant. Everyone was very nice and seemed to be glad that I was there. While I was waiting next to Gate C45 to be escorted downstairs to the Chief Pilot's office (the interview is held in his conference room), another gentleman from the office happened to come by and escorted me downstairs, showed me around, and introduced me. The place is a beehive of activity, so smile alot and act like you are not nervous. Near my interview time, I was led to a seat next to the conference room door, and waited until the previous interview was over (they only conduct one interview at a time). As soon as the interviewers saw me sitting there, they were all smiles, welcoming me and telling me to relax. When my time came, they offered me something to drink, introduced themselves and their backgrounds, and the fun began! I was in there for only about 40 minutes. The questions seemed to be more like discussions, with plenty of feed back from them on what I was saying. And now what you really wanted to see (the questions I was asked): 1. What do you think about the American/TWA buyout? (The ice breaker question) 2. With all of the mergers going on, how does Continental deal with that? 3. Sexual harrassment - Captain harrassing the stewardess - WWYD? (Remember - whether you want to be involved or not, you are!) Continental policy is zero tolerance. 4. Have you flown with someone who didn't follow procedure? 5. Class B airspace requirements 6. VOR checks - how do you do them, what are the tolerances? 7. What question did you prepare for that you want to answer? 8. CRM - they talked about it, but I don't recall a specific question. 9. A tough decision you had to make and how you arrived at the answer. 10. Ever helped a customer? 11. Where do you think you will be based? (We touched on the tough commute to Guam) 12. Pilot appearance - does it affect customer satisfaction/perception? (But of course!) They had the infamous STAR packages in front of them (situation/task/action/result), with questions to choose from. They didn't ask anything about radar or attenuation, but I found a site that helped me prepare : http://www.artietheairplane.com/radar.htm It wasn't in the package they sent me, but the first thing they asked for was the original of my FAA license and first class medical. As someone else mentioned before, definitely bring 3 updated copies of your resume. When I entered the room, they each had one of the resumes that I had brought. I turned in 3 LORs from previous bosses, and they kept the two from my current bosses and returned the other. They did not have a question on my flight time - I brought my Form 5 and all of my flight records. They recopied the times to some type of worksheet. I have 4400 hours total time, 3500 PIC, 2500 IP. I submitted my resume via their internet resume builder the very first day, and did not have an LOR from a Continental employee.

I was invited to the sim 9 days after my interview via a phone call from Robin, 713-324-9455. I flew in the day before and stayed with friends. On the flight down, I wore a coat and tie and was upgraded to first class (Robin reiterated business attire for the flight and the sim.) I arrived at the sim building at 0850 for a 1000 sim. They will advise you to show up 1 hour early for the sim. Dress is business attire (suit and tie). I chose to drive to the sim (17444 John F Kennedy Blvd, a few blocks from the airport), but there is a Continental shuttle (white van with Continental on it) from the terminal (Terminal C, Parking area #5, outside the baggage claim area) which runs every 20 minutes (:20,:40, :00) between the terminal and the sim building. The receptionist at the sim building is Carmen, and her phone number is 281-553-8200 - call her if you are at the terminal and are getting nervous that the van isn't showing up. The local hotels should also be able to drop you off at the sim building.

When I arrived, I signed in with Carmen and she directed me to the luggage room for my bags. After waiting only a couple of minutes, I was met by Capt K. (Kim) D. Jost, the new pilot recruiting manager. (He was brand new, and had just come from Guam, where he served for 7 years and left as the chief pilot there.) He was wearing a suit. We chatted for about 10 minutes about our backgrounds, Continental, and the notification process. He reiterated - no news is good news. If not selected, you would receive a letter in about 2 weeks. If selected, due to the background and other checks, you would be notified by phone in about 4 weeks. This was mid January, and he said they were filling May classes. When we were done chatting, he gave me the sim study guide and left me alone in a DC10 briefing room. 30 minutes later, the sim pilot showed up. We walked to the sim, and he sat at the sim console while another pilot was already seated in the right seat. You have your choice of seats, but I'm guessing my people choose the left seat (I did).

They usually do the sim in the MD80, but as fate would have it, it was broke and they put me in the DC10. (They had called the day before to change the sim time, but didn't mention the switch in sim type). I had studied the post from 12/7/2000 by proptrash describing the sim, and even though the aircraft was different, the procedures were very similar and you are given 30 minutes to study a 3 page sim guide. Your study should concentrate on the speeds and callouts. They emphasized that they were looking for basic aircraft control skills - heading, altitude, airspeed. They said not to worry about mistakes - everyone makes them, just press on and don't let it affect you. Everyone I met there was very friendly and helpful and seemed to be glad that you were there. Throughout the sim, the right seater was very helpful.

The sim profile is standard and has not changed for a long time. You start in position on Rwy 26 at Houston. Takeoff runway heading to 4000, level off at 250, a few 30 degree bank turns, and then you head direct to the Humble VOR for holding. While going direct the VOR, you are given a descent to 2000 feet and have to slow to 200 Knots for holding. Timing at 2000 feet is one minute for the holding. After a turn in holding, you are given vectors to an ILS 26 final full stop at IAH. Decision height on the ILS is 300 feet MSL.

The instruments in the DC10 were old. It does have a flight director which they encourage you to use. The FO will set everything if you direct him to (and will probably do it even if you forget!) The HSIdid not have a bearing pointer on it - you had to refer to the RMI which was next to it. Make sure the switches are turned up for VOR and not down for NDB. There were two needles on the RMI and they seemed to be pointing in different directions, so there may have been two different VORs set in. If I had to do it again, I would ask. The heading bug on the HSIwas an arrow. When you are setting your seat height, you have to sit high enough to see over the control column to see theHSI.

There are 5 speed bugs - V1 (140), V2 (150), Vflaps (170), Vslats (190), and Vclean (230). All are external bugs except for V2, which is internal. Vr is 145 but is not bugged. Power is set with N1, which is the top gauge, and the DC10 has 3 engines with reversers. For takeoff, power up to 75% N1 and then up to 101% N1 and say "Set Power". He will respond "Power Set" and fine tune it. He will call "V1/Vr Rotate". Remove your hand from the throttles and move it to the yoke with your other one, and rotate 2-3 degrees per second up to 15-20 degrees nose high. He will call "Positive Rate". You respond "Positive rate, gear up". You climb at V2 plus 15, which is 165. After passing 1000 feet, you lower the nose to 10 degrees nose up and call "Flaps up, climb power". Passing 190 (4th bug), you call "Slats retract, after takeoff checks". You level at 4000 feet, 250 kias. 75% N1 will hold you at 250 and clean. Remember to instruct the FO to set up the flight director for turns, courses, descents, etc. After a few turns, you will proceed direct to the Humble Vor and will be advised to call when you are ready to copy holding instructions. The FO will help you remember the holding instructions. I was west of the field (10-15 miles), and was instructed to hold "Southeast of the VOR, 120 degree radial, left hand turns." As soon as you proceed direct to the VOR, call for "In Range Checks". Power way back to slow to 200 and descend and call for "Slats extend, speed" when below 230 (5th bug). Call entering the hold to ATC and have FO hack the clock. You will hold at 200 with slats extended (75% N1). They will vector you from the hold to the ILS final. You do not have an approach plate - the FO will brief the final course and DH for the ILS 26 and make sure they are set. On base (or maybe rolling out on final, can't remember), call for "Flaps 15, approach checks" With GS alive, call for "Flaps 22, Gear Down, Landing Checks". One dot below, call for "Flaps 35 (or it may have been 30), Speed". At GS intercept, call for "Flaps 50, target". He will keep changing the speed bugs for you throughout these calls. With Flaps 50, the target (internal bug) is 140. 75 % N1 will hold you on speed at 140. You break out early, but stay on the glideslope to make it easy - not the time to learn how to do a visual approach in a new airplane. He will call out - 1000, 500, 400, 300 (at some point call the runway in sight and that you are landing), 200, 100, 50, 40, 30 . When he calls 30 feet on the radar altimeter, slowly rotate 2-3 degrees up from your present attitude and slowly pull the power to idle. You sit up high in the DC10. After touchdown, the nose wants to pitch up when the spoilers deploy, so extra stick forward is required. When the nose touches, deploy the thrust reversers (you have to pull hard to get them to come up all the way.)

My ride took about 25 minutes. Remember CRM, basic aircraft control (heading, airpseed, altitude), and listen for the FO's helpful questions and hints. Rudder is not needed except for takeoff and tracking down the centerline. Remember to trim - it is located on the left side of the yoke if you are sitting in the left seat. Limit your bank to 25 degrees - when I went to a full 30, it became more difficult to control. It was an enjoyable experience.

I was in the DC10, but you are normally in the MD80 - the procedures are very similar for both. Remember to concentrate on the speeds, bugs, and callouts while you are studying.

Continental Sim experience: I interviewed mid nov, called 6 days latter flew sim end Nov. Now waiting..... 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. MD-80 sim. old panel, standard layout, ADI with HSI, and single cue flight director. They sugest you should use it. Flight director controls are on glare shiled. Tell Fo to set it up for you. they start you out in posstion on runway 26 houston IAH. take off, climb to 4000 feet. A few turns, goto 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. At 1000 feet, lower the nose accerate to 3rd airspeed bug call for "flaps up" continue to climb and accerate at the 4th speed bug call for "Slats retract, climb checks" continue to accelerate upto 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. Must slow to 200 kts for holding below 6000. 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. Now vectors for approach. power back, slow down. When below 4th speed bug call for flaps 15. 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 befor landing checks" then call for "flaps 28". FO will set internal speed bug for proper speed with this configuration. At glide slope intercept and capture call for "flaps 40" And follow internal speed bug the FO is seting 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 dont do anything untill you hear 100 feet then SLOWLY start pulling off power and starting flare. I slamed it down. Started flare too late, not used to sitting up that high...

Decision to Separate October 1998 May / June 1999
25 July 1999
13 October 1999 (dated 8 October)

SIM Same Day (Sched 2100 actual 2300)
24 Nov 99 (Five working days)
Date of Separation 30 January 2000
Preparation:

Other UAL Gouge (Trip reports for verification of the King Gouge)
FO Recommendation Form (I made and e-mailed to UAL bro.’s pre-filled)

ASA ATP (text only)
1999 FAR/AIM (AIM has all the WX info you really need)
Air Inc.’s Jeppesen Sup to the Sim Guide (sim guide a waste of $)
Air Inc.’s "Questions, Questions" (excellent technical prep)
Cage "Checklist for Success" (excellent self evaluation)
Jasinski "Airline Pilot Interviews" (gravy)
Air Inc Magazine articles back to 1998 (eyewash – Bob Norris articles very
“conversational understanding of every subject)
F-15C WTT (CAS off/ Ratio's off/ CC off – work on that cross check)
Microsoft Flight Simulator 2000 B-737 manual ILS to 0/0 (worthwhile)
Web METAR/TAF (http://weather.noaa.gov/weather/coded.html) for daily practice
UAL (http://www.ual.com/airline/default.asp?section=officer.asp&SubCategory=Our_Company)
NDR Form (http://www.nhtsa.dot.gov/people/perform/driver/pub/form.doc)
FAR’s (http://www.faa.gov/AVR/AFS/FARS/far_idx.htm)
Interview Board (http://www.flightinfo.com/interviewboard/interview.shtml)
King Gouge Site (http://www.aviationguides.com/)
Gouge Site (http://www.willflyforfood.cc)
Quiz sessions with Vinny
Video HR with Vinny
Document, Interview, and Sim Prep with ARNAUTICAL (1-800-333-3JET).
Accommodations:
Arrived on Monday for a Wednesday interview.
Stayed at Radisson (formerly Stapleton Plaza). Unbeatably convenient. No need to buy an overcoat because it's the same building with UAL employment and Arnautical. Rumors about the noise level due to the highway were not exaggerated. If noise bothers you, get a room on the other side (low digits) because it’s noticeable.
General Observations:
Office is typical government (not what I expected -- my experience is with small corporate which usually has nice furniture, paneled walls, decorations, etc. -- this was definitely "large corp." or "gov contractor" or just as crappy as your flight commanders office. Lots of construction, cheap furniture, and run-down. Not what I expected).
After you go through the door (0935 for 0945 show), they take you to a small conference room with oval table and six chairs (usually four of you). We were given a checklist with instructions and told to very carefully follow the instructions (which we did). A little later a secretary returned and finished the collection of our copies, forms and logbooks (we were told to hold on to the originals in case the interview team wanted to see any of the actual certificates). They also did not accept letters of recommendation (at this time) unless they were from United employees on the FO recommendation form.
There were four in our group (KC-135, Navy 0-5 fighters, myself – F-111F and F-15C, and commuter [second interview]). We were all clones except commuter boy. He had a three-button suit (gray with a gray tie), mustache, glasses, sloppily hand written papers, and was completely disorganized by comparison. He did not follow directions and required a lot of attention from the secretary. If you think there’s no hope for you, think again because commuter boy was offered a sim. KC-135 (great suit, great papers) was not. He said after the fact that there was some problem with his hours and type rating and that made him so nervous that he could hardly answer their questions. An aside, Kathy Hutchinson claims that any problem with your hours as it relates to an overestimation of your time or qualifications is an immediate captain’s bust. You do not have to exaggerate to get an interview!
Paperwork was obviously scheduled for one hour. I used the extra time to ask for (and receive) the names of my interview team. Excused myself to get a drink, then asked a secretary for the info. It was on a sheet of paper in plain sight on the desk outside the conference room. My team was Captain John Boom and Ms. Kathy Simon. The only opportunity I found to use their names in the interview was on initial introduction and good-bye.
The captain’s come to lead you to the interview rooms. I was third (1050). Captain Boom made small talk on the way to the room. For example: “How was you flight? Where did you fly in from? Did you get any upgrades? Always take those no matter what they say. No strings attached to those. How about this great weather? So you say you rode in on a triple seven? How was the ride? We have an observer in your interview today. We’ll need your permission to proceed with her in the room. Do you have any problems with that?
My interview was observed by what appeared to be an HR quality control or student HR. They obviously needed my permission for that because the mentioned it several times (what am I supposed to say? No? – Hold on a minute, we’ll just get rid of this guy and get you an interviewee who’s not chicken). She was silent, took few notes, and made the most eye contact of the lot. Had to adjust my chair to include her in the conversation. The room setting is worth noting. The room was obviously Ms. Simon’s personal work space, complete with potted plants, a computer that’s in the way as you sit across the desk (she was doing something on it when I came in and was distracted by it for a few minutes), and nick-knacks. Lots of construction as well and the ceiling was completely torn-up. Desk was L shaped and almost filled the room. Room size is roughly half a standard flight commander’s room in a squadron (small). We were a little cramped with four of us in the room. The Captain and HR barely fit behind the desk. My logbooks were on the desk when I arrived. HR Simon is roughly 45-55 years old and Captain Boom is 45-40. The observer was 38-40. My chair had four feet on it and arms (typical cheap government type stuff).
The team was “cordial,” “flattering,” “analytical,” and occasionally questioning of the individual words I used to describe something [say what you mean and pick understandable terminology. The observer said absolutely nothing, but did nod her head approvingly (and tried not to yawn) when I made eye contact with her. The team seemed to work off a script moving from on area to another without transition as if completing items on a checklist (which makes me believe it was an objectivity eval rather than a student “see”). Went from INTRO to PROCESS to RELAXATION to APPLICATION to LOGS to SITUATIONAL QUESTIONS to TECHNICAL to MENTAL MATH and done. After it was over, I couldn’t remember the observer’s name to save my life. Shook her hand and said thanks. Captain escorted me to the door and said to relax, get some lunch, and call that number after getting a break (no hurry). Also he said to not stress out about that extra piece of information they asked for, just bring it by sometime today and leave it with a secretary (asked for my Ops Group CC’s name address and home phone).
NOTABLY ABSENT: Industry motivation / How did you prepare / rule breaking / grades
STORIES – they asked you “set the stage” by saying what year it was, where you were, what airplane, situation, position in-flight. Details like these stage-setting details really make or break a story. Think of the really good barroom stories only you’re telling a guest (who doesn’t necessarily speak the language). So you have to set the stage so the listeners mind builds an image rather than trying to follow the words.
QUESTIONS I WAS ASKED (in order):
SMALL TALK:
Did you get a free upgrade? Always take those if they offer them!
You say you rode a 777? How was that?
When did you get into town? Why so early?
Forgive the construction.
So you went to USAFA? Do you know anybody in the area?
This is great weather we’re having!
PROCESS EXPLANATION:
Exactly what you’d expect.
REVIEW OF APP:
Is this your name? Are these phone numbers correct?
Do you have any applications in with other airlines?
Did you select “Delta Only” on you UPAS application?
This is a new requirement we have just started. Do you have your Operations Group
Commander’s address and home phone #? Not on me but in my room. Can I bring it to you? YES. Later. (I only brought the very specific things they asked for in the letter. Had read gouge to expect this question and forgot to bring my reference sheet, which had that info on it. They seemed to think it was no big deal. [This question might be a test to see if you’re gouged-up – or may be a test to see if you’re afraid of having your OG called at home and asked about you. Who knows.]).
LOGBOOKS:
No questions on the logbooks. I think I follow what’s going on here.
INTRO:
You flew the F-111 for six years. Tell us about your flying career in the F-111. (May I expand to include more flying info?) YES. Gave my introductory spiel.
What place did you graduate in your UPT class? (I had already mentioned this so maybe they’re not listening all that well).
Were there any F-15’s given out to your class?
SITUATIONAL:
What was your worst emergency? (Lightening strike)
Does the F-111 have any anti-static devices or procedures?
How long were you incapacitated in actual time units? (Seconds)
Did you get to talk before a group about this experience?
How high was the route structure? Did you leave the route?
(Aside – HR questions usually seem intended to spot a fake story)
Tell us about a time that you had to work with someone you didn’t get along with.
What was you relationship with this person like off duty?
How long did it take you to develop a good working relationship?
Where is he now? How is he doing?
Have you ever busted a check-ride? Sim? Tell us about it.
Have you ever been eliminated from training or upgrade due to a lack of progress?
Congratulations on a very respectable flying record.
Tell us about a time when a subordinate challenged your authority.
We prefer it be an in-flight story. (Several follow-ups to this story)
Had you ever had to enforce a policy you didn’t agree with?
(Aside – I tubed this one because I talked about survival vests, which I don’t really enforce – answer the question!)
How do you “directly enforce” that policy you don’t agree with?
(It’s an item in the brief – personal equipment – and I wear it myself as an example. I also tell my wingmen it closely approximates our actual combat configuration in the cockpit – ha!)
What are the contents of the survival vest? (HR tries to spot a fake again).
TECHNICAL:
(All Capt.) All these questions assume you are on a notional 121 flight in a twin turbine aircraft flying from (somewhere I can’t remember) to (somewhere else I can’t remember – doesn’t matter).
What does V2 mean in your own words? Talked about it gave some extra facts.
Read this ATIS (was labeled an ATIS but was a “pencil” METAR). No surprises.
Do I need a take-off alternate (given this jep airfield data)?
(I locked on this one and tubed the answer confusing it with take-off minimums under the other FAR)
What conditions have to be present in order to have up-slope fog?
How much fuel (no alt or reserve) to make a 2+45 trip at 12,000# per hour? 33,000#
You are here. You’re cleared to taxi to 30R. Do you need to stop here? No
Cleared to hold at this fix at 12,000ft. What speed, leg length?
What is this number and what does it give you? GRID MORA
You are SE of this airfield at 10nm (on an approach plate). You are on radar vectors
given a descent to 2700’. Can you safely accept? Lower than MSA. YES – MVA / MSA discussion.
Tell me about cockpit pressurization systems in turbine aircraft.
You mentioned an Air Cycle Machine. When the air goes through the turbine of an
ACM, does it get colder or hotter? Colder
You need to dump 18000# at 1200#/min. How long? 15 min
Your DME changes 11miles in 2 minutes. How fast? 330kts
(There was another question I think I missed that I cannot remember the specifics to. Something like you’re going 400kts with a 20kt tail wind how long to go 200 miles? Something like that but unsure. I’m 60% sure I missed it).
WRAP UP:
Well, that about does it. Do you have any questions for us? No questions, just a thanks for the opportunity, and I have two more letters of recommendation, and I appreciate any support you can give me in the hiring process (something like that).
(While being escorted to the exit by the Captain) Relax, go get something to eat. Call that number in about a half-hour and you’ll know something. Don’t worry too much about that phone number we wanted. Just leave it with a secretary sometime today. Nice meeting you.

SIMULATOR:
It took 3 and 1/2 hours to get our group loaded on the message, despite the 30-minute promise. A group of us went to lunch and waited around talking about the interview. Sim was broke the day before so they held some over. I got a 2100 brief for the sim.
3 out of 4 in our 0945 group made it to the sim.
7 of 11 made it that day.
My 2100 brief turned into a 2250 box time with delays and I was pretty tired by that point. Pressed on anyway. The box instructor was helpful and even queried me on the turn direction in holding to make sure I interpreted it correctly. He also gave some helpful tips on airspeed control and use (no use) of trim and rudders.
Had done an Arnautical prep the day before the interview. Well worth the money because they explain the scoring system and let you practice the complete profile complete with mindless repetition of all the factors and techniques. Not a 100% solution but at least a 90% solution (Arnautical instructor was about a 23 year old CFI in C-152’s or something). Helped because I could hear “Dana’s” voice coaching me at the real deal.
Arnautical techniques worked.
SIGNIFICANT DIFFERENCES FROM ARNAUTICAL TO THE REAL DEAL:
There is no SLOW/FAST bug on the UAL main ADI (Dana said there was).
UAL sim has greater pitch sensitivity [set and hold pitch as airframe seems to lag the
ADI pitch setting].
Yoke movements were roughly 2/3 in UAL vs. Arnautical. UAL sim was more
responsive. UAL instructor had me demo hands-off level flight (no trim).
In the Arnautical sim, I didn’t notice the Localizer single dot scale at the bottom of the
ADI. Looks like a “little runway.” Had the UAL instructor explain it to me and I used it. MONEY. Use it (but don’t chase it).
VVI required to fly the ILS at UAL was less than required in the Arnautical (could be due
to winds). Regardless, always seemed to require less descent (6-800vvi instead of 500-1000vvi).
VVI in level flight at UAL was +75fpm, not zero.
UAL tends to roll out of bank, requiring continuous pressure. Arnautical was not so.
Unlike the way Arnautical prepped me, the UAL machine said “hold at Janet right turns”
instead of “hold at Janet.”
I got two turns in holding prior to the vector. Found myself asleep at the wheel waiting
for the vectors Arnautical promised me and missed my holding turn by 0.2 DME.
Study the winds on the 2nd ILS. The 3rd ILS has exactly the same winds! That bit me!
The Fire Bell on the 3rd ILS was far more distracting than I thought it would be.
Anticipate and compensate.
All in all, the Arnautical prep was well worth the money.
CONCLUSIONS:
If you have:
1) Clean Scantron (calculated hours truthfully and accurately).
2) Studied the 90% solution cliff’s notes (27 Aug 99 Trip Report)
3) Conversationally knowledgeable in the technical subjects.
4) Have a supply of truthful flying stories that make you look like a CRM king who’s always safe, doesn’t break rules, leads by example, and gets along with others.
5) Can communicate your qualifications and motivation effectively.