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American Airlines Pilot Interview Profiles

Date Interviewed: January 2013
Summary of Qualifications: DHC-8 Typed. Flew for subsidiary for 5 years. 5800 Hours TT. 4700 Turbine. Asst Chief Flight Instructor for 141 prior to airline job.
Were you offered the job? Yes
Pilot Interview Profile:
I would encourage all applicants to look at the gouges. They are extremely accurate. Relax have fun and be yourself. If you currently fly for a 121 you shouldn't have too many problems. I purchased ace the technical pilot interview from Amazon.com and learned a whole lot. I wouldn't recommend studying just the gouge. I also studied the JEPP introductory pages back and forth. Take out the charts including various 10-9s and look at the symbols. It might behoove you to look at the Instrument Flying Handbook. I would recommend with any interview that you consider coming in the night before to relax. I had eight interview packets ready for each member of the interview committee. This included on nice resume paper a cover letter, updated resume and all the letters of recommendation. I would recommend you get a letter from your company's chief pilot, instructor pilot, fellow pilot and maybe character references. I think they really want to see that you are not just another pilot but someone with a personality.

Night Before the Interview:
I would recommend staying at a hotel close by with reliable shuttle service to the CLT training center. My company stays at the Quality Inn and its cheap (32.00) and includes shuttle service to and from the CLT airport and CLT Training Center. A couple restaurants nearby to eat. Get a good meal and get to bed early. The hotel has a decent breakfast.

Day of the Interview:
The interview starts when you walk through the front door, so be sharp. I bought a new shirt, slacks, belt, shoes and dry cleaned by blazer. My brief case was brand new and a new hair cut wouldn't be a good idea. They want you in your company’s uniform to the “T” so I took off my company lapel pin. My Interview was in CLT. I met with a Captain who was very nice and tries to make you relaxed. He took me and another applicant to a small room and sat us down. They check over your logbooks, FCC Radio, licenses and medical. They seem to really like the Logbook Pro print out (hint hint). There are the two portions, the technical and the HR. I would concentrate on coming up with a few TRUE stories that could fit with each TMAAT. The more detail the better!!!! If you get something wrong or there needs to be clarification they will ask you. SLOW DOWN and think! They aren't there to rush you. If you read the gouge and study extra you should do just fine.

2-4 Weeks of Waiting:
They will respond to the interview in 2-4 weeks. I have heard of people getting hired in 6 days and I have heard of people getting hired on week 4. So don’t give up hope. Nonetheless it’s a long 2 weeks.

End Note:
The hardest part is getting the interview. Be aggressive and humble. Put your gloves on and ready for a fight. Do anything you can to give yourself the upper hand. The movement is quick and the experience is amazing once you get to the interview. It’s yours to lose at that point.
Date Interviewed: January 2013
Summary of Qualifications: ATP, 6000hrs, 3000 Jet PIC, 5500 Multi, 737 Type
Were you offered the job? Yes
Pilot Interview Profile:
Previous gouge is still accurate. It was a very non-confrontational interview. They do everything they can to put you at ease and make you feel comfortable. It was probably the most enjoyable interview I've ever done. I interviewed in PHX and was flown out and back, positive space. Paid for my hotel that night. I got the impression that once you made it to the interview they really, truly wanted to hire you.

Interview Format:

- Tour of the training center with a Captain (definitely part of the interview!)
- One hour HR interview. HR interview as mentioned previously follows the SAR format (Situation, Action, Result). Make sure you come ready with different stories from your flying career.
- One hour technical with pilots.

Technical portion is straight forward. Questions on Jepps, enroute charts, 10-9s etc. Nothing that is not encountered in everyday flying. Also some situational questions (TMAAT).

Everyone in the training center tries to make you feel at ease and you get the impression of a very well run company. Tons of hiring projected for the foreseeable future so this is a great time to get hired.

HR Questions:

Have you ever made a mistake? Tell me about a mistake you made.
What do you know about US Airways?
What got you interested in flying?
Why choose you over other applicants?
You take-off and experience an engine fire. Tell me how you would get the plane back on the ground.
TMAAT you counseled a fellow crew member that was stressed or upset?
TMAAT you counseled a passenger that was stressed or upset?
TMAAT you saw a Threat and intervened before the situation became more dangerous?
TMAAT you made a decision that resulted in a call from management?
If I called your Chief Pilot, what would he/she say about you?

Pilot Questions:

Questions about MEAs, MOCAs, MSAs, and approach/departure briefings, highlighting hot spots.

How would you stay within 10 miles of a fix without DME or GPS?
What type of hold to do on the ILS after going missed?
How would you rate your flying skills?
Have you contributed anything at your current flying job other than flying the line?
Have you flown with a CA or FO that did not follow rules and what did you do about that?
Date Interviewed: January 2008
Summary of Qualifications: Current Captain with Air Wisconsin, 4000-TT, 600-PIC, 220-121PIC, 3300-121SIC, 800-night.
Were you offered the job? Yes
Pilot Interview Profile:
Exactly what has been posted here before. Show up at 0730. Talk with Graham, HR interivew first(Karon and Donna)...TMAT when you had to work with others, most memorable passenger, TMAT when you had you intervened when someone wasn't following procedures...Next Tech interivew with BOS Chief Pilot (Ed) and Lne Captain (Lori). TMAT when you had to depend on others, TMAT when you were distracted in the airplane. Have you had any training difficulties? How did you overcome them. Have you made any significant impacts/contributions in your current or previous jobs. What would the last 10 FO's you have flowen with say about you. What can you bring to USair. What experience had you had that would prepare you to come to USair. Low altitude chart over Nassua, who would you contact at this position. Could you accept a lower altitude (No). Approach plate - MSA what is it based off of and area (off the TTH VOR within 25miles) Where is the highest obstacle. How would you get into the hold and at what altitue. Done by 1000. 1330 got the call for the job
Date Interviewed: October 2007
Summary of Qualifications: 5000+ few types 4000 PIC
Were you offered the job? No
Pilot Interview Profile:

Arrive in either CLT or PHX. Flew in the AM interview the PM and out that night. No hotel needed. No sim. 1 hour HR interview. 1 hour Pilot interview. HR. Many many TMAAT questions. How did you get into aviation. Take me through a disagreement you have had. Who is your most memorable pax. Tell me a time you were a leader. What is a good pilot. What do you know of LCC? Pilot TMAAT you were unsafe. TMAAT you saved the day or saw something that saved the day. TMAAT you disagreed or did not get along with a pilot. TMAAT you convinced a pilot from doing something unsafe. TMAAT you had to talk to someone about doing their job correctly. How do you prepare for unfamiliar airports. A few questions on a non precision or LOC Jepp plate. Simple what is an MSA, its protections, and all that jazz associated with it. When is the missed on the nonprecision. What happens if on the approach one day I have 500fpm and the next day I need 700fpm, what is affecting me....Winds. Where is the highest obstacle on the plan view. No math test or Aero knowledge tests. This is mostly a personality interview.

Date Interviewed: January 2001
Summary of Qualifications: NA
Were you offered the job? Don't Know
Pilot Interview Profile:

I interviewed in January. All recent gouge on this site is enough to be well prepared. This post will complement the existing data. It will be from my
point of view as a retired military guy working for another jet airline.

Lodging - Use the Comfort Inn. Can't say enough good things about them. They
know the routine and will get you where you need to go without fuss or muss.

KC-135E Simulator

It appears that the order of applicants for the sim and interviews is
arranged by age, oldest to youngest.

Power settings and speeds from previous posts are right on. The evaluator let
us keep the simplified checklist with us. Power settings on the checklist are
a bit high - configurations are on the list. No memorization required.
Profile - A normal takeoff to a radar pattern downwind. Swap control, do an
approach to a missed approach. Swap controls again, approach to a landing
(landing not graded). We did the VOR/DME and an ILS (GS out). I used the
aileron trim sparingly. Our evaluator did not want us physically swapping
seats. Figure out who is going to sit where ahead of time. Call for the
checklists. Ask for the weather. Use airline style callouts. Show that you
know what is going on with the crew concept. CRM is teamwork. Don't move the
gear and flap levers if you are the flying pilot. Have the other guy do a
rough power setting for you.

Civil pilots will need to know this: The KC-135 uses a separate DME receiver.
It is called a TACAN receiver which is a UHF device used by the military for
range and azimuth. It serves basically the same function as a VOR/DME and is
located on the left side of the overhead panel. Tune in the 2-digit number
that will be penciled in above each VOR frequency on the provided approach
plates to obtain DME from that facility. The DME will be displayed on the
upper left corner of the H S I. It IS possible to have the VOR's on one
station and the DME/TACAN on another. Not good. On the approach plates each
ILS frequency had a TACAN frequency penciled in above - even when there was
no associated DME. Be very careful about setting the TACAN to the correct
frequency for each approach. So - set the VOR for the ILS and VOR, and set
the TACAN for the DME as appropriate.

Left side VOR control head for Captain's HSI, right for FO.

Use care when selecting flap settings. The detents are shallow and worn.

The H S I/ADI are not directly in front of the pilot. Offset a bit to the
left for my (FO) seat. A little distracting. The VSI is of the older type,
lags behind. Use altimeter for level flight reference and back up with ADI
pitch reference.

The KC-135E is incapable of utilizing an NDB. If you get NDB plates in your
package, don't bother looking at them. Note: It seems that the sim is set up
for those ANG locations that have or had KC-135's (PIT, ORD, PHX, SLC, etc).

There is only one clock available for timing approaches. It is on the lower
right side of the Captain's instrument panel. The evaluator asked what we
were using to determine the MAP on our ILS/GS out. We both pointed to the
clock (which we had been using) and he said, "That's great - a lot of guys
forget to time the approach."

Military pilots: Have someone familiar with Jeppesen charts listen to your
briefings and quiz you. My partner did not know some essential differences
between NOS and Jeppesen. All airlines use Jeppesen. Learn it now, not during
the 30 minutes you have to coordinate your sim strategy. A series of good
articles called "The Chart Clinic" is published monthly in the AOPA Pilot
magazine or is available at the Jeppesen web site. Professional Pilot
magazine has a Jeppesen quiz every month. If you can handle the quiz every
month you will not have any problems.

Day Two

The package of required paperwork is taken as soon as you show up at 2G101.
You can check off items on the checklist ahead of time. Have everything
signed and dated where it should be. This is nothing more than following
directions. I copied down the FedEx tracking number as per previous gouge.

I am convinced that you are being evaluated by all that you see. I never let
a smile drop from my face and didn't say anything that wasn't cheerful and
positive the entire time I had an AA employee within 50 yards of me. I did
not miss a chance to tell everyone that I saw that I wanted to work for AA.
Sim evaluator, Sim operator, receptionist, HR ladies, Interview Captains,
cafeteria workers, janitor, whoever. It wasn't false sincerity.

Military guys: This is a civilian environment. Don't "sir" everybody to death
like you are a cadet. Show that you can transition to being a civilian. If
your HR lady says her name is Mary or Doris, then address her as such. A "yes
ma'am/sir" may be appropriate at times but you are not on the parade ground.

My HR lady asked me why I wanted to work for AA, and let me talk for 5
minutes (by the clock). Must be a record. But then, she didn't ask me
anything else.

The two interview Captains were friendly and warm. Made me feel right at
home. We got a windowless room just two doors down from 2G101. Took our coats
off, they served water, and then joked about what chair I chose. It was fun,
just guys sitting around talking.

How I prepared: I looked at all of the gouge questions on this site. I
printed them out, and circled the ones that I did not have a ready answer for
and thought more about them later. Some of the things you will want to have a
rehearsed answer for, such as the "tell us about your flying career" thing
and maybe your 5 priorities in life, etc. My point is that through debriefing
I found that their question prompts are general in nature. The interviewer
changes it around a little bit to fit his interests and how the talk has been
going. If I had only canned answers for all of the questions, I would have
been speechless. Know yourself, and have an idea for each main point, then
flesh it out as the situation develops. I did have a prepared idea of what to
say if they asked "Is there anything that you would like to add/or wished
that we had asked you?" and I had 2 questions about AA in mind.

Summary: Be yourself. Let some personality out. Use humor when you naturally
would when telling a story. Be serious about serious stuff. Don't obsess
about studying, but be familiar with the nature of the questions.

Last thing for Military pilots: Airline pilots tip the hotel van driver a
buck when they handle your bags. Start practicing with the Comfort Inn

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