| I just completed my American Eagle interview August 16, 2000. The best word
to use to describe it is pleasant.
We signed in at about 7:15 am. We then were asked to enter a reception area
until we were called into the office area. Soon thereafter we were escorted
to a room, which was were we started and returned to after each of the first
two phases of the process, human resources and technical.
A captain named Terry came in and told us to relax, then gave us a brief on
the company and what to expect for the day. After that he showed us a video
about the company. When we were done with that, a lady named Kim was
introduced.
Kim was Claudette Carol's assistant, and brought a stack of paper work for us
to fill out. At this point Terry collected our logbooks. He asked that all of
our checkrides be marked. Use post-it notes before you come or they have them
for you. Just saves you time.
Either bring a photocopy of your initial application, or names and numbers
for all your employers for the past 10 years. They will be mailing the forms
you fill out to your former or current employers. The sooner you get done
with this the faster you can get in and out of the interviews.
You'll be called one at a time out of the room. There isn't a particular
order they have. Its whatever/ whoever is available.
Human Resources Questions that I can remember:
1) Name something you've started and never finished.
2) If you could change something about yourself, what would it be?
3) Name 3 things that you look for in a company when applying.
4) Why did you choose American Eagle?
5) Why should we hire you over the other applicants?
6) Have you ever failed a checkride?
After that I was asked to go straight into the technical. The only advice I
have to you is know your stuff. That means bone up on Jeppessen Enroute
Charts, Approach Plates, Runway information (Takeoff Minimums), and METARS.
DO NOT wait till you're in the waiting room to open up the AIM and start
studying.
It was close to lunch time, so my interviewer didn't really bother to ask me
the useless questions like, "How did you get started flying?". He got to the
point.
Technical Interview:
He pulled out the airport diagram of BWI and presented to me the runway
information, including takeoff minimums. The scenario was that we were going
to takeoff runway 33L. He stated that we were unable to climb the 260'/NM to
1600'. This means you cannot use those minimums, so you have to go to the
"OTHER" minimums. He states that the ceiling is 2000' and 3 miles, can you
go? YES. Then said the ceiling is 1000' and 3 miles, can you go? NO. He said
that those were the correct answers and that a lot of captains were screwing
up on this because they hear 3 miles visibility and think that's OK.
Next up, Enroute chart. I don't remember which it was but it doesn't matter.
If you know your standard enroute chart symbols, you'll be fine. He asked me
about the MCA while flying on a particular victor airway when crossing the
VOR. It was not stated by the route, but there was a Note Number by the VOR
info. box. He folded the chart so I had to unfold it and search for it. I
found it and it was correct. He said if I answered that one correctly, he
would not ask me anymore questions on the chart. He kept his word.
He then pulled out the ILS DME Rwy 15L at BWI. He asked me to brief it to
him. Just read it all out. Then he asked if the visibility was reported at 2
miles could you shoot the approach? YES Then he asked if it was 1/4 mile? NO
After that he that tower called visibility of less than a mile and you
received that information at SLATR, are you allowed to continue? YES You are
passed the FAF inbound.( To the 91 guys, 135 and 121 state that you cannot
continue the approach if outside the FAF and the wx goes below minimums, but
can if you are past it inbound.) He also asked when am I allowed to go below
DA or MDH.
He then pulled out another plate, I think the VOR Rwy 28, and asked me what
the V on the profile meant. (VDP) If you see the runway environment but are
not at your VDP, can you descend below it? NO That was it for approach plates.
The last thing he asked me to do was to read a METAR. I did, and he asked
what questions I had about the 707 sim. That was it for the technical.
When I came back to our waiting room, I found out that three out of the five
of us were asked to leave. But I can tell you that those guys weren't really
prepared. Off to lunch.
The sim ride will all depend on who you get for an evaluator. I had a guy
with a great attitude. You are given the power settings and the profile of
the sim flight after you return from the cafeteria. You will have plenty of
time to study the profile. As for the sim itself, don't think of it as an
actual 707. Its a box with dials and buttons, don't be intimidated. All they
are looking for is for BASIC instrument skills and CRM. Know your holds. If
you answer the entries correctly, you will be asked to skip them and proceed
on with the approach. It is not a big deal at all. The airplane is a heavy,
but stable. You should not have any problems.
I had fun with the interview. I am still waiting to be called. Good Luck!
|
