I flew in the day before from Orange County...I didn't stay at the La Quinta, like they recommend, but that's only because I was able to get a cheaper rate elsewhere. I talked to some of the people who did stay there, and they said it was just fine. The hotel shuttle takes to to exactly where you need to be, and I think they even have a copy fot he interview schedule before hand. The interviewees for that day were split up into two groups. Four of us did our written and HR/tech interviews first, and the other five or six went to the sim first. After some paperwork and a speech about how Eagle is growing in leaps and bounds, we took the written. It was no big deal at all...just study the ATP questions that do not refer you to any figures. The test concentrated mostly on Part 121 regs, and those questons specific to turbine aircraft operations. After this was the interview. I had my tech interview first with an RJ captain. It was bery straight forward. He had a list of about 25-30 questions and picked about 12 of them to ask me. Mostly stuff on instrument charts and approach plates (what certain symbols mean; calculating required fpm to arrive at MAP at MDA; type of hold entry required on some published hold, arriving on some specified airway; reading crossing restrictions on some STAR he picked out...stuff like that). Some of the things he asked were so apparently simple I thought I was missing something. Some questions about regs were aksed also - max hours of duty per day/7-day peroid/month for Part 121 DOMESTIC rules, not FLAG...make sure you know the difference - same thing for Part 121 takeoff minimums and departure alternate requirements). This took no more than about 20 minutes and then I went to see another RJ captain for the HR interview. This one was just stuff like why Eagle..., why should we hire you..., give an example of when you were scared while flying... - this part should be no problem. Then we broke for lunch. The cafeteria there in the building is pretty good, and not too expensive. After lunch, we took a shuttle to the flight academy and went into the sim. The intructor we were to fly with showed us a video that briefed us on the sim profile we were about to fly. After the video he also gave us a brief and some pointers as to how to go about the flight - he was very helpful...use him in the sim. The profile was this: takeoff runway 24 or 25 form LAX (I forget which one it is); climb up to 5000 and wait for vectors to Seal Beach VOR 250 radial; once inbound on that radial, he have me a hold over SLI which was a direct entry on that radial, so no big deal; oh...and I had to descend to 3000 a little bit before arriving at SLI; he gave me a vector to depart SLI, which was vectors to the ILS 24R into LAX; I asked him to take the controls, briefed the approach, and then took the plane back and flew it down; before the flight he briefs everyone on the pitch attitudes required for each portion of your flight so don't worry about that - I think level flight at 200kts was 3 degrees pitch up; he doens't tell you this, but when you make a turn (25-30 degrees bank), pitch up to about 5 degrees to keep from descending; after the first ILS he reset the sim so I could fly it again, but this time with the flight director on, ending with a full stop landing. That was it. The flight is in a B707 full motion sim. It's very slow and heavy as far as banking the aircraft goes, so be careful, because that also means it'll keep banking if you don't stop it enough - makes small corrections on the ILS tricky. However, this also means that once you have it all trimmed out, it won't budge. Ok so that's about it - hope this helps...

I was contacted from American Eagle by email via Airlineapps.com. I called and set up an appointment. Later, I was unable to get the time off work, so I contacted Eagle. They were very flexible and polite about doing rescheduling. I had several weeks to prepare during which time I studied the interview gouge, Gleim's computer software for ATP written, my aircraft systems, FAR/AIM, Jeppeson charts & approach plates, American Eagle history/company information. I know two people that work there so I was able to get some updated information on things like bases, aircraft, future acquistions, and hiring schedule. I had absolutely every bit of paperwork that was required, except HS and college diplomas. I was told that transcripts would suffice. I made photo copies of everything. Also, I had a letter of investigation which resulted in a letter of correction from the FAA. I had all the documentation and was prepared to explain it, but they never asked me about. So, you're not necessarily sunk in you have a run in with the Feds.

Bases: Chicago, Boston, New York (Jet only)
Dallas, LA, Miami (Prop and jet)
San Juan PR (ATR only)
Raleigh/Durham (future base)
Props: SAAB 340, Aerospiatle ATR and Super ATR
Jets: ERJ-135, ERJ-145, CRJ 700

Acquisition schedule: 4 ERJs/month, 1 CRJ every other month, until ?

Wikipedia.org is a good website for information on the history of American Eagle. Airliners.net is a good website for information on the aircraft.

I reserved a room at the Bedford La Quinta (817) 267-5200 for two nights and got the airline discount $49/night. There was a rumor that ended up not being true that if you stuck around the second day for the medical, that American Eagle would pick up the second night hotel.

We had a full shuttle to AMR complex the next morning. There were five in my group that went to HR first and 4 in the group that went to the sim first. We were given a briefing by a captain on company information and future prospects. We then were given the written test, exactly as stated previously. Of the five in my group, only one dropped out after tubing the written test. We were then called in one at a time either for HR or tech interviews. I had the tech interview first with an ATR Captain. There was some discussion on my flying experiences and then fairly brief interview on tech questions. Nothing on my aircraft which surprised me. Only thing I can advise is know your aircraft systems, know the Jeppeson pubs, and know the FAR/AIM. Next, the HR interview with Claudette Carol. She asks 5 or 6 questions from a list of 30 or so. Just study all the HR questions from previous gouge, think of an example or story that puts you in the best light were appropriate. Then for the interview, just relax and be yourself.

After lunch, we took the shuttle over to the sim building. We were met in the lobby by a CRJ Captain and let upstairs to the sim. First we were given a brief then called in one by one. The B-707 is interesting to say the least. The previous gouge is right on the money. Get a hold of a copy of LAX ILS 24R to study. The Captain acts as FO and performs the duties flawlessly. He'll back you up on everything, provided you call out the checklists. When I was given a radial to track inbound on, I set the HSI 10 deg off and he brought it to my attention. The only thing about the sim I would warn about is that the pitch was harder than I thought to control. Partly because the attitude indicator is different from what I'm used to. Read the gouge carefully, particularly with respect to pitch angles to set for various evolutions. And USE THE TRIM, which I did, but it was still tricky.

The next day was the medical, which again was the same from previous gouge. Pretty much a military flight physical with a cognitive test thrown in.

Everyone throughout were very friendly and helpful. If you get the interview, you have the job unless you give them a reason turn you down. You're not competing against anyone, they'd love to hire you all.

Upon completion, they give you a letter of conditional offer. You then contact them after 1pm MT the following friday, after the captain's board meets. I was contacted very shortly thereafter for a class date.

Flew down on Eagle the night before the interview and stayed in the beautiful LaQuinta Suites. Good Mexican Fodd just up the street. (Walking Distance) In the morning the hotel had a list of who was going where. I was picked up at 7:00 am with 4 other applicants and we went to the flight academy for the sim ride. Chuck and Ken met us downstairs and briefed us on the profile. The sim is very stable... follow their instructions they will remind you of the profile. The F/O will set the power tune and identify VOR/ILS's etc all you have to do is steer and call for the appropriate checklist. We took off rwy 24R at LAX Left turn to 180 intercept 250 radial off of seal beach track it inbound. I was given holding instruction and said what entry I would make He then vectored me to the ILS (I didn't have to hold)Flew the ILS 24R to a land. Chuck and Ken were cool very relaxed. 2 guys washed out in the sim.

We then had 2.5 hrs for lunch and we then went over to HQ for the written test and HR interview. The 50 question multiple choice was straight out of the GLeims no figures or diagrams. If you get less than an 80 your done. (It is your own fault if you don't pass it nothing tricky just study the Gleim) The HR interview was with a line Captain super nice guy made you feel very comfortable. 7 questions. 1. Why Eagle 2. Why you over all the other qualified applicants. 3. What 3 things do you look for in a company? 4. If you were me what would you look for in an F/O
5. What are you most proud of? 6. What was the most difficult situation you had as a pilot? 7. I forget sorry!!!!!!!

The job is truly yours to lose if you get the interview. 8/10 were offered conditional employment. 2/10 could figure out how to hold in the SIM.

The second night Eagle paid for and the next day was an extensive physical. Blood Drawn two drug tests (Drink a lot of water before you go) Visit with the doctor... A computerized cognitive test...finger prints... EKG.... The were asking people to go to class the next week. There are classes every two weeks for the next 18 months.

Good Luck!!! If you get the interview the job is yours just don't blow it.

You hear a lot of negative comments online about upgrade time at Eagle however, once you get on the American Airlines Campus (it looks like a college) you really want to be a part of the history of this great company. I flew in to DFW the day before the interview and stayed at the La Quinta Inn in Bedford for $49.00 for the night. There are some resturaunts within walking distance so food is not an issue. The front desk has all the job applicant names listed and where each is to report first (sim or interview site) and what time the van leaves for each. I got the sim first. They interview about 10 pilots per day M-Th. and split them up into 2 groups of five going to the sim or the interivew first. The sim instructors were very nice and really tried to put us all at east (impossible in my case). The 707 full motion sim is a step back in history and if you were not trying to get a job it would be very enjoyable however, under the circumstances it was not so for me. The profile is exactly as per the previous posts. I basically flew like crap and figured that I failed (I blew the hold, and had to go missed on the first ILS attempt as I was too high). Oddly enough, I was allowed to continue on the the 50 question written and oral interview (so I figured I must have been given a 'present'). The written was based entirly on the ATP and I made a 90%. Study as per the previous gouges (I have the CD-ROM and was able to get the test bank down to 623 questions). The oral interview was one on one with an AA Captain and consisted of 6 questions--all previously stated on the gouge. After he was done he told me that I did not pass the sim and that the interview process would end for me at this point. I knew that I had blown the sim and was shocked that I had been allowed to continue since all the previous gouges said that you would not be able to. In any event, he told me that I could reapply in 6 months and that he reccomended that I get some sim time in and he would put a note to allow me to reinterview in 6 months. My advice is to try and get some time time in (whether it is a frasca or even a PCATD) prior to the interview--I wish I had!

"TO: ALL AMERICAN EAGLE PILOTS

FROM: ED CRINER, V.P. Flight Operations

RE: MONTHLY FLIGHT OPERATIONS INFORMATION

PILOT STAFFING AND BIDDING INFORMATION

All of the furloughed pilots who have accepted recall have been scheduled for training and as I mentioned in last month's letter we are now hiring new pilots. Our Pilot Recruitment department is again open for business and operating at full force. Currently, we are receiving enough applications to fill our new hire vacancies, so we will not be turning the referral program back on at this time. However, if you know of qualified pilots who are looking for pilot positions, please let them know that they can apply on-line at AmercianEagleCareers.com

The pilot interview process has been changed slightly to streamline the process and enhance our ability to hire the best-qualified pilot. The main change to the interview process is a technical test is administered to the applicant. The test is designed to give us an idea of the applicant's basic aviation knowledge. Another change is that the training department check airmen are administering all of the simulator evaluations. Beginning January 19 our check airmen will be conducting 12 sim evaluations a day, four days a week.

Our jet fleet continues to grow and we're operating our jets into new regions: the CRJ 700 in the ORD system and EMBs into the southeastern U.S. and Bahamas. The additional airplanes mean we will be flying more block hours, which equates over time to additional pilots, captain upgrades and jet transition positions.

Based upon the current block-hour projection for the remainder of the year, we anticipate hiring 35-40 new pilots a month during 2004. Not only does the growth plan for this year require new pilots, the time to upgrade and the time to jet captain will be lower compared to the previous few years. Based upon the current fleet plan, attrition assumptions and block hour projection, the time to turbo-prop captain for the next several months will be approximately 4 years and the time to jet captain will be approximately 6 ½ years."