I received an application in the mail towards the end of August. I completed the application and mailed it in with a return receipt, received notification of application delivery on Sept 3rd. On Sept 16th I received a letter for an interview which I set up for the 29th of September( interviews are Mon-Thur). When you set up the interview Eagle recruitment will give you a number to use for a company pass for travel to the interview. Unless you live near Dallas you will have to use the day prior to the interview for a travel day. Most of the interviews start at 7:30am but some applicants will do the sim portion first with a possible show time of 6:30am.

The package that Eagle sends with the interview invitation includes a recommendation for a hotel. I stayed at one, the La Quinta Inn in Euless, TX. They charge $51 for a single occupancy room before tax. The hotel has a complimentary shuttle service to the Flight Academy (simulator portion), Centerpoint IV (technical and HR interviews) and DFW. The hotel is a 5-10 minutes from either location.

Simulator
I was told to show for the sim at 6:30am. The shuttle leaves from the hotel at 5:30am so applicants will want to wake early and check out by at least 5:15am. The day I was there they were using a 707 for the sim evaluation. We received a 20 minute briefing on what they are looking for during the eval. They will give you power settings and call outs to use. They will grade you on crew resource management, clearance readbacks, and accuracy during the flight. Although I was briefed in the morning on the 707 when my turn came at 11:30 someone else had the sim scheduled (contract training). I had do the tech and HR interviews and come back that night for the sim. This was my 707 profile as briefed:

Your callsign is Eagle 1
You will get the ATIS during the initial sim brief we had 200 OVC vis 2 mi, information Alpha
You simulate a call to LA Clearance and request IFR back to KLAX
Your sim evaluator will give you a clearance.Eagle 1, on departure fly RWY heading., climb to 5000
Just read that back to the evaluator
You'll start on the runway.

A departure from KLAX RWY 24R
Set takeoff power at 1.8 epr
Accelerate to 80 knots using tiller steering
At 80 knots switch hands from the tiller to the throttle
At 120 knots call V1
At 130 knots Vr, rotate to 10 degrees pitch up
Call "positive rate, gear up"
At 1000 feet call for "flaps up"
Set power in fuel flow at 5500 lbs/hr
CLIMB CHECKLIST

10 degrees pitch will give you roughly 180 knots which is your climb speed
level @ 4 degrees pitch up (not level) and set power at 28-3000FF
CRUISE CHECKLIST

A couple of turns, turn direct to Seal Beach VORTAC

Descend at 200 knots with power at flight idle
DESCENT CHECKLIST

You will be given hold instructions. Let the evaluator know your entry type, you can
Ask him/her if they concur. Some people do just the entry, some do multiple turns in the hold.

You will be given a vector to intercept the localizer for the ILS 24R. When cleared for the approach call for APPROACH CHECKLIST
Power 3500 FF, flaps 14 degrees 160 knots

When the glideslope needle moves call "Glideslope alive, Gear Down, Flaps 25 degrees"
BEFORE LANDING CHECKLIST
Fly the localizer at 140 knots and power set at 22-2300FF until you breakout.

You have to set the power, and call for the checklists(you don't have to do them).

Technical
You won't be told how you did on the sim afterwards. It is my understanding that in the past applicants always took the tech and HR interviews first and if successful then went on to the sim. If you take the sim first and do bad you can still go through the interviews. They will collect your logbooks( write down dates of any checkrides you've taken in the front of your logbook or where space is provided). My technical interview lasted about 45 minutes. The interviewer put me at ease and asked some questions about my previous work experience. The actual questioning wasn't all that in depth. The majority of the questions came right off of Jepp plates or enroutes. As a flight instructor I used NOS because they were cheaper but I studied the Jepp chart legends well before the interview. Some of the items asked were:

What made you choose American Eagle?(asked again during FR portion)
Decoded a METAR/TAF know all of the remark codes for the METARs
Brief the KLAX 24R plate
Define MSA
Is an MSA for normal or emergency use?
What is the dark arrow pointing to a ground obstruction on the chart?
Where is the FAF?
What significance does the presence of an ALSF-II have for someone on this approach?
What minimum vis is needed for the approach?
Asked about the chart effective date and what significance that has for a two man crew?
Asked were the FAF was on a VOR approach without a Maltese cross depicted
Pointed to a line with an altitude and heading and asked what it was called
Pointed to various numbers on airways (low enroute) and asked what they were.MORA's, MOCA's, MEA's, Grid MORA's ect..
What makes a good Captain?
How would you deal with a drunk Captain?
You'll get some questions relating to the aircraft you fly the most. Fuel, gear, electrical systems.

Human Resources
Yvonne Parsons-Jackson did my HR interview. She was very nice but had to keep the interview very
short. The day I was there I think there were 16 pilot applicants and it appeared as though she was the
only person doing the HR interviews. My interview lasted 10-15 minutes.

What made you choose American Eagle?
What makes a good Captain?
What makes a good FO?
Where do you expect to be in five years?
What is your worst/least desirable quality as a pilot?
Where do you want to be based? Why?
The remainder of the time is spent verifying personal information and making sure all your paperwork is in order.

Applicants should be prepared for a long day. I was initially scheduled for a 6:30am sim brief and morning sim which got pushed back until the evening 9PM and in a different sim, the KC-135 (similar profile but you need another brief for the different power settings and flap settings). They were doing a lot of hiring so there is a lot of dead time. The HR and tech interviews combined last no longer than an hour and the sim is 35 to 40 minutes. However when you take in to account there maybe more than
12 applicants, recruitment isn't manned to handle everyone at once. The sim evaluators got slammed all day. Captain Kamil Kuroda did my morning brief and he was still doing other sim checks until at least eleven that night. If you are unfamiliar with full motion sims I'd recommend going last in your sim group. I was fortunate enough to have about 45 hours of good sim time from an internship in Denver. Still I waited for other candidates to come out to pick their brains about idiosyncrasies with the sim. The profile is simple but just handling the aircraft, in my opinion, is demanding. The sim is pitch sensitive but once it is trimmed correctly (use the trim after any pitch/power change) the aircraft is rather stable. I've read the gouges on the Will Fly for Food Website http://www.se.mediaone.net/~djbair/ concerning the sim profile and although they are accurate most of the comments would leave you to believe that it's nothing to be concerned about. Just about everyone coming out was either tired or frustrated. The sim flies heavy. I would recommend getting some time in a sim if you can arrange it. If not remember to keep your scan up and don't get frustrated. You can use the sim evaluator to set freqs, give deviation calls (altitude/airspeed), and you can give him/her the plane while you brief the approach.

Medical
After all phases are complete there is a Captain's board that will meet at the end of the week. Before you leave the initial interview you will receive the medical background form to fill out in case you get a call to come back. You have to go back to Dallas for the medical which lasts most of the day. It is practically identical to an initial military flying physical. The majority of the medical is done by company nurses and you see the doctor at the end for chest/abdominal sounds, a glaucoma and hernia test. Two urine tests (DOT and company), hearing test, blood test, blood pressure, height/weight, vision (look in the box), depth perception, color vision, field of vision, some sort of computerized cognitive test. They'll tell you the computer test lasts an hour but it's closer to 30 minutes. It has 13 sections, each one timed. There are couple of relatively straightforward math problems during the first segment. The remainder of the test deals with memory drills (remembering a series of numbers and symbols) and some tactile response drills. Once again, each segment is timed but between each segment you have plenty of time to rest if needed.
Sometime during the day you'll also have a couple of x-rays taken.
Before you leave you'll get a conditional offer of employment pending the company medical findings and background check.

My medical was on 10/8/99. I was told that I passed everything on 10/18/99. They will send a package on travel/hotel arrangements at least a week before the initial class date, mine is 11/1/99. During the HR portion they told us that we will be paid about $580 every two weeks during training (six weeks long). They will also pay for your hotel.

Let me start by saying if you're flying on a standby pass to Dallas, don't try to fly out of New Orleans. I had to sit standby for three flights before there was an available seat for me. But all the American and American Eagle employees were all very nice throughout this entire process.

I got settled into the La Quinta Inn (make your own reservation) late the night before the interiew due to the flying schedules and there being no seats available early in the day. I would suggest the La Quinta in Eulless as opposed to Bedford because it is closer to the interview and simulator sites. When I checked in I had my name put down on the bus schedule for the next morning. If you don't do this, you'll just wind up springing for a taxi ride to get you to the interview, no big deal.

Arriving at the interview building about 7:20 am, we signed in and waited. We were then herded into a classroom (9 of us) and given a brief introduction by Ms Claudette Carroll, and some paperwork to fill out. Once the paperwork was turned in, the interviews began. I had the technical interview first, with Capt Al Mason. He was very friendly and the interview was actually quite informal. He had looked over my flight records, and had no questions. One busted check ride 7 years ago was explained by me, and then came the Jepps. He pulled out an approach plate and asked me about virtually every detail of it. As a military guy, I was very glad I had studied Jepps approaches and legends very carefully beforehand. Next came a Jepps low enroute chart, with more symbology and numerical questions. Third was a metar, that I managed to stumble through for the most part, but it had several "out of the ordinary" remarks. We discussed them a little, and that it's VERY IMPORTANT to be able to read a metar weather strip. That right there was about two thirds of the interview. The final third was mostly general aviation questions such as mandatory radio calls, max holding airspeeds, weather minimums, and divert fuel amounts. He wrote down a lot of notes the entire time I was talking. At the end of the interview he asked me if I had any questions and I asked a little about how long pilots sit reserve intially, and another about pilot basing. And that was it. Not very difficult at all. I was told to return to the classroom and await the HR interview. This interview took about 30 minutes.

My HR interview was with Ms Karen Umpirowicz, and she too was very friendly and tried to make sure I wasn't too nervous. She verified my certificates, fcc rtop, medical, driving record, and ratings, and then the questions began. Why do you want to work for us? What three things are you looking for in a company? Would your current boss recommend you if called? Tell me something about yourself I can't get from your paperwork. How would a close friend describe you? And so on. I think honesty counted as much, or more than the answer itself. She wrote down a brief synopsis of everything I said. At the end she asked me if I had any questions and I said I had none, except she hadn't introduced herself yet, so I asked her for her name. She laughed, apologized, and introduced herself, and asked me to return to the classroom. This interview had taken about 35 minutes. Now I was just waiting for the remainder of the applicants to finish so we could go to lunch. By lunch time, two applicants had been told they were eliminated from consideration. We were released for lunch at about 12:45, and told to be back by 2:00. Ms Carroll showed us where the cafeteria was, and we had a very good meal. When we returned from lunch, tow more applicants were called out of the room and told they were eliminated from consideration. So five of us would go to the sim.

After a short briefing, we were sent out front to catch a van to the flight academy. Capt Stewart met us in the hall and gave us a short briefing, and we watched a video. Use the time during the video wisely and write down everything about the sim profile onto the provided Jepp approach plate. After the video you will be given about 2 minutes to write stuff down, and it's not enough time for all the info you need. I was the first one in the sim due to departing flight times for the evening, so I had little time to memorize power settings, and standard checklist calls. The sim is a 707, and handles rather sluggishly. So try to anticipate turns more than you think you should. The profile is very straight forward. Take off, constant airspeed climb, level off, vectors to intercept a radial inbound, hold, ils full stop. He asked me about entering three different holding patterns on the way to hold, and I answered one wrong. I corrected myself, but he made me hold any way. And it was not the holding pattern from the original profile. It was still fairly simple, and the ils went very well. After landing we very briefly discussed the high and low points of the profile and then he told me I passed. I thanked him and he told me to go send the next applicant in. While he was in the sim I gave the remaining three applicants a complete rundown, and then departed for the airport. Fortunately, I was able to catch the late flight back to New Orleans, but the American Eagle personnel say sometimes when more than five applicants go the sim, some wind up staying overnight because the sims run late.

Overall it was a very positive experience. The American Eagle personnel all tried very hard to make us as comfortable as possible throughout the entire process.

I faxed a resume with 1000 TT/200 multi to Claudette in recruitment at American Eagle. A week later recieved an app. Sent than back in, a week
later was called in for an interview. I was scheduled for Wed. July 28.

I showed up at Centrepoint IV in Fort Worth, Texas at the 7:30 interview
time. We were first briefed on the company and how things were looking uo
for AE. We then watched some videos about AE.

We were called in seperately for the Human Resource interview, then the
Technical interview. The HR lasted 10 minutes, the Tech maybe 25-30.

HR Questions-

1. Why do you want to work for American Eagle?
2. Why should we choose you?
3. Three words that best describe yourself?
4. Where do you see yourself in 5 years? Saying the majors in not a bad
thing!!
5. Describe a failure in your life and how you dealt with it?

Techinal Questions-

1. The part that you have been flying, Part 91, 135, 121!! Know this very
well!!
2. Briefed an approach to Baltimore Airport.
3. Know where the Final Approach Fix is for every approach, ILS, NDB, VOR,
etc.
4. Know the Intial, Intermediate, and Final Approach segments for all
approaches.
5. Know how to describe and identify: MEA, MOCA, MORA, Grid MORA, MAA,
HAA, TDZ, all the altitudes in Parenthesis on Jepp Plate.
6. Know what the lights are- i.e. MALS, ALSF-1, ALSF-II, SSALF, REILS, CL,
ETC. their was a hole list. Look in the Index of your Jepp charts, it has
a diagram and definitions.
7. Basically know the Jeppeson Chart and Enroute charts like the back of
your hand.
8. During the tech is when they give you back your logbook, they had it
since you walk in at 7:30, about 2 hours of page by page exam. I was
asked about some turbine time I had, explained it, he said cool, lets move
on.
9. Another question, " You are decending from FL180 to 8,000 and the
captain is flying, you are at 10,000 and captain is going 280. What do you
do??????

During both interviews just relax and take your time. If you are not sure
about an answer, tell him that. Both interviewer were quite pleasant and
made you feel like I was sitting at home on my couch.

The Simulator-------

Well, if you do well on the HR and TECH, you move to the dreaded 707
simulator.
Well, it was not that bad, very challanging, but not that bad.

You are given 30 minutes to learn airspeeds and power settings. The copilot
is a great help. The only real advise I can give you is, use and abuse the
copilot. That is what he is there for.

Profile-
LAX
Take-off 24R, climb to 3000. After level off, Climb to 5000. While in
climb to 5000, turn left heading 180. Now at 5000, Turn left heading 110,
intercept the 250 Radial of Seal Beach VOR. Now on the 250 Radial decend
to 2500. He gives you several radials to hold on, you tell him the entry and
how to do it. Real easy. After the VOR, turn left 330, intercept LOC/GS
to 24R. Fly raw data to 320' (200 agl). Then land. Fun, Fun,
Fun........You are graded on all parts from Take-off, holding,tracking VORS,
S/L, and the approach. Scale Poor, Fair, Good, Above Average, Outstanding.

I called back August 5, they said I had been excepted. My medical was
August 6. I start class tomorrow August 9. 11 days from interview to
class. Okay I cheated, I live in Arlington, Texas just 10 minutes south of
DFW.

Got the interview by meeting one of the pilot reps at the Dallas Air Inc. Conference/Job fair. They told me to call and set up an interview. I interviewed two weeks later. Drove down the night before and stayed at one of the recommended hotels. Arrived for the interview about 20 minutes early which I was glad since it is not the easiest place to find. Filled out some paperwork then the waiting begins. We had 9 applicants there and I was the 2nd from last to go. 8 out of 9 made it to the simulator.

The interview consists of two. An HR and a technical interview. Each are one on one and are very friendly.

HR questions:
Why are you leaving the Air Force?
What two things would be different for you between American Eagle and the Air Force?
Why American Eagle? Have you applied to any others?
Tell me about a recent problem you had personal or professional.
Tell me about a conflict you had.
Anything other than minor traffic violations in the past 10 years?
What would be your two top choices of bases?
What makes you different from all the other applicants?
Where do you see yourself in 5 years?
How would someone at work describe you?
Tell me about something you initiated.
Tell me about a goal that you failed to attain and what you learned from that.

Technical questions:
Why American Eagle? Have you applied to any others?
Give an approach brief off the Jep to Boston 22 ILS.
Is the NDB required for the approach? (read all notes)
What is MSA and how to apply it?
What if the glideslope is out? (Fly the LOC, need DME for the step down fix.)
At minimums for the ILS all you see is the Approach lights what do you do?
Wx goes below your mins while getting vectors to final/ past the FAF.
Define the MAP.
Takeoff - Conditions below landing mins what do you need. (Takeoff alternate)
Review Boston takeoff mins for rwy 22. Note the comment about tall ships.

He didn't question my log book at all. And I didn't get any questions about enroute charts although I know others did. I think I got lucky in that I was one of the last and I think he was getting tired.

They pulled us out and told us to be catch the 2:50 PM van to the simulators. My recommendation is to get to the sim building with at least 30 min. extra because it is a maze that only a scientist that works with lab rats could appreciate.

Simulator:
Very straight forward. They are looking for basic instrument skill and CRM. The evaluator will help you out a ton. He sets frequencies, headings, power, and calls out lead points.

Takeoff on rwy 24R LAX passing 3,000' turn left to 180 heading, continue climbing to 5,000'. Crossing the Seal Beach 270R turn left to 110 heading and intercept the 250R to Seal Beach. At 15 DME descend to 2,500'. Hold west of Seal Beach on the 250R right hand turns. After one turn in holding turn left to 330 heading. After passing the 265 bearing to Roman turn left to 280 heading descend and maintain 2,200' cleared ILS 24R. Fly raw data ILS to minimums and plant it on the runway.

My interview started at 1300 at Centerport IV. It began with a recruiter named Eric taking me back to a room with a vcr and 2 tvs. He took my logbooks, and began by telling me about himself and the company. I then watched a film about the company that explained where the company came from and where it is, and where its going. He gave me some more paperwork to fill out and told me to make copies of various different items he needed. He came back I showed him my originals and gave him my copies. We then began the HR interview.

HR Interview:
1) Tell me about a time when you failed to accomplish a goal you set for yourself. What did you learn from this?
2) What are your best qualities?
3) What is your worst quality?
4) Why should we select you over the other candidates?
5) Tell me about a time when you had a co-worker that you didn't get along with? And what did you do?
6) What's the primary difference between you company you work for now and Eagle?
7) Why would you want to work for Eagle rather than the company you're at now?
8) What are the 3 things you dislike the most at the company you work for now?

Eric was extremely courteous to me and tried to make me feel as at ease as possible. He told me that he wanted to get to see the real me and that he couldnt see that if I was nervous.

The Tech interview was given by an ATR captain. He was very courteous and very straight forward. This interview was the toughest and the longest lasting a minimum of 2 hours.

Tech Interview:
1) Looked at an ILS approach plate into Boston Intl.
2) Looked at an approach into Fort Smith Ark.
3) Looked at a low enroute for the Houston and south Texas area
A) Briefed the approach
B) Asked what TCH means
C) Asked how long the TDZ is
D) Asked where the FAF is
E) Asked what the MSA circle means? Is it altitudes for normal use or emergency?
F) Asked me to find the highest obstacle on the plate.
G) Asked what if we started the approach and the wx went below mins, could we continue? What about after the FAF and they report wx below mins?
H) Looked at procedure turn on an approach into fort smith and asked if we had to do it as published
I) Asked when airport environment in sight, how much further can you descend below DH
J) Asked what part of the plane can go down that low (must be very specific)
K) Given several weather scenarios and you must determine whether you can TO or not
L) Gives you a hold clearance and are asked what type of entry would you use
M) Asked what max airspeed is in class D and B airspace
N) Asked what holding speed for a turbo prop is
O) Asked how long (time) I would use outbound in a hold at 10000 ft and at 15000 ft
P) Asked what equipment was needed to enter class B airspace
Q) Asked what type of airmen certificate was needed to operate in class B
R) Asked how I could know when I got to an intersection on a low enroute
S) Asked what the T's at the end of an airway at an intersection mean
T) Asked what the MEA was on an airway
U) Pointed to the MOCA and asked what it was
V) Pointed to the COP and asked what it was
W) Asked what the longest runway length and the elevation at a certain airport
X) Asked how I would file at that airport if we couldnt bring up dispatch and were already boarding
Y) Pointed to a line of variation and asked what it was
Z) Pointed to two different airports and asked the difference between them were. (only 01 had an approach)
AA) Pointed to a line above a NDB and asked what it meant (it was a line indicating the direction of magnetic north)
BB) Pointed to the MORA and asked what it was
CC) Asked me to define critical engine
DD) Asked me on the twin I fly most, which engine is critical
EE) Asked what blue line means
FF) Asked what VMC means
GG) Asked what would I do if I lost an engine at 400 ft on TO
HH) Asked what would happen if at VMC with an engine failed I continued to pitch up
II) Asked what windshear is
JJ) Asked what I would expect if the temp/dewpoint where the same
KK) Asked what verga is
LL) Asked what it would be like to fly through verga
MM) Asked me to read a Metar
NN) Asked me to read a TAF
OO) Asked to tell about a time when I had a mx or wx situation while flying as PIC
PP) Asked what the nine mandatory reports while in radar contact are
QQ) What is the recommended distance to stay away from a TS
RR) When is wake turbulence the worst
SS) Would you rather follow a 757 on an approach or TO
TT) You are traveling at 120 KTS, how far will you go in 01 minute with no wind
UU) What things must you do prior to conducting a flight
VV) Asked to describe the electrical system on my airplane
WW) Asked what things make the airplane want to yaw left when TO power applied
XX) Asked what qualities make a good FO
YY) Asked what qualities make a good CA
ZZ) What airplane do you fly most
AAA) Have you ever failed a checkride
BBB) Have you ever had an AC accident or incident
CCC) What is your strongest quality as a pilot
DDD) What is your weakest
EEE) What do you set the altimeter to above FL 180

Sim Ride:

The sim is a King Air C-90. We started at 0630 in a King Air briefing room. He told us that we would TO on rwy 19 at Waco. After TO, turn left to 120 and climb and maintain 3000 ft. Upon reaching 3000, turn right direct to Waco VOR. Expect a hold there and then vectors to the ILS to 19. While in the briefing room, he goes over airspeeds and the instruments to pay close attention to and the ones not to even bother with. The examiner will also be the NFP. Brief him before TO and tell him to bring the gear up/down, call for checklists. He will set the power when you call for it. Also use him to time your legs in the hold, and time inbound from the marker. Tell him to call approach or tower when needed. Dont forget to have him call and report entering the hold. He will lower flaps when needed and ask if you want the gear when he feels its necessary since most people do not know the C-90. He tells you in the briefing room the areas you are to be graded on and gives you a copy of the approach.
C-90 speeds:
V1 - 80 KIAS
VR - 90 KIAS
Vy - 120 KIAS
Cruise - 160 KIAS
Descent - 120 KIAS

My sim ride was given by a SAAB check airmen. He was extremely nice and me feel at ease. They are not there to try and bust you, but just to see your basic flying skills.

After sending in my resume and cover letter I received a letter asking me to interview. I called and scheduled an interview for early December. I flew in and stay at the recommended hotel for the night. The bus the next day will take you to Centerport IV at 0700 for an 0800
interview.
There was eight pilot applicants and also three FAs who passed by for about 15 minutes. Out of the eight who started the tech and HR
interviews we had six go on to the simulator.
We were moved from the waiting room to a room that they keep the applicants waiting during the interviews. Our log books were collected
then we waited again for a few minutes. We had a brief about the company, history and the future for the company. The outlook appears to be
real good and they are a strong company as the briefer pointed out. The info I found on the company is exactly what was briefed. After about
30 minutes of briefing and any questions we were able to complete some paperwork. If you are able to photo copy the application, photo ID, SS
card, passport, military ID, military flight records (times), medical certificate, drivers license, and pilot license do so. It speeds up the process of
filling out the packet given to you. The quicker you complete it the quicker you start your interviews. I was the first into the tech interview.
I was interviewed by a line captain on the jet. He was very friendly and explained how and what we were to do for about the next 30 minutes.
First, he said my logbooks were fine and he had no problems with the times or entries. He did find some of my entries from a military
deployment to a far of third-world nation very interesting. He asked about the two fixed wing aircraft I flew in the military. Asked where, how
long and what I flew in flight school. He asked my about an incident I had in the airplane and I explained it in detail. He was pleased with the
answer and then we continued. The Jepp charts came out and the questions began. I was not use to using Jepps, but I have the new legend
and studied for this portion. The questions were out of the FAR/AIM and geared into situations which made the interview just flow. He was
very good at questions and developing the situations. I was asked to brief the approach, how to enter holding after a missed approach, about
the MSA, wx and approach minimums. Other questions that I can't exactly remember, but I can say know the Jepps and the FAR/AIM. I was
not asked any Part 135 or 121. I know other applicants who were flying those parts were asked questions dealing with those parts. In all, it was
a pleasant experience for my first airline interview.
I waited a long, long time for the HR interview. Pilots that were finished both parts were taken out of the room with their stuff and not seen
again until the bus ride to the sim building. The HR interview was also a one-on-one interview and I was told right up front to relax and be
myself. The people at AEA want you to pass the three phases on the first day and make every attempt to do so. I was asked the typical
questions that one would expect to hear. "Why do you want to work for American Eagle Airlines?", "One word that best describes me?",
"Who has been most influential in my life?", "Two words that can describe similarities and differences between the military and Eagle.", "What
three words would a friend use to describe me?", and "Why am I leaving the military?". I know there were a few more, but I just don't recall any.
I was told where to met the other applicants and the bus to the sim building. The sim briefer was a captain on the SAAB and he to was
friendly. The day was filled with friendly people who are really there to help you. He gave us a good brief of what HE wants to see. If you
listen to the words coming from his mouth, follow directions and fly the sim then you will pass. It was a non-motion sim that looks just like a
King Air C90. If you have any King Air time then you will feel right at home. It is a very touchy in the pitch area. Just fly it softly and you will
do fine. OK, he briefed the flight profile out of Waco, TX with a climbing turn and level-off. Direct to a navaid and hold. Have him set the
power and call for all checklists. You also have to work the radios, but he'll tell you when you are talking to (i.e. twr, departure, approach and
twr). Enter holding, call, have him start the time. Once a trip around holding is done then vectors for the ILS. This time is a good time to brief
the approach. The ILS is touchy in the pitch so just relax and don't over control the sim. That's it!! Again, LISTEN to the brief and follow the
SUGGESTIONS the briefer gives you. RELAX during the whole day, know your FAR/AIM, part you are flying, and METAR. They are all
friendly and want to see you succeed and become part of the Eagle family. I can't wait to start ground school. Good Luck!!