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.

UAL is no longer maintaining applications for individuals more than 6 months from availability; I just got mine in prior to the policy change (about 9
months out). Five months prior to my availability date I received my
interview invite letter asking me to make my appointments; I opted to
schedule one month out (to get all my paperwork in order... a MUST!!)

My prep consisted of hours of pouring over 121 operations as well as the ATP
and FE examination prep books. Study generic turbojet systems! Study 121
domestic operations! I also opted to do all my pre-hire prep with
Arnautical, Inc. They had a DC10 sim very similar in handling to UAL's, and
their interview "poop" was right on the money (by the way, they're located
two floors below UAL's office!!) Get the prep package: paperwork
review/presentation, interview, mental math, sim brief/time... well worth the
investment.

All my contact with UAL employees were positive! It seems everywhere I went
I ran into someone who worked with UAL and everyone was very enthusiastic and
friendly.... this should tell you several things.

Upon my arrival (10 minutes prior to "reporting time"), I was led into a room
where two other applicants were seated. At our report time we began
compiling our paperwork for presentation to the interviewers. Key point:
have everything requested in the order stated, and if, for some reason, you
don't have a transcript or driver's record, enclose a letter stating it's on
its way and you'll get to UAL ASAP. After paperwork organization, we sat and
waited for our interview panel as they reviewed logbooks and compared the new
application with the old one previously submitted.

I was called in first.... be proactive and energetic!! YOU ARE EXCITED TO BE
THERE AND YOU WANT THEM TO SEE YOUR POSITIVE ATTITUDE!!!! I was led into a
small room where the Captain and HR rep smiled, introduced themselves and
tried their best to put me at ease. They said "we want you to do well, we
are here to hire you" !!! Never during this interview did I feel I was
being persecuted nor doubted; in fact, I thought they both went out of their
way to ensure they understood everything I was saying and make me feel
comfortable.

The application. They reviewed with me the application line by line. They
asked about the differences from the originally submitted application and the
one I turned in this day. They both were very gracious and thanked me for
bringing in the supporting paperwork I had. After the extensive review, they
asked me to review up my aviation career including dates and types of
aircraft flown (they took notes). KNOW THYSELF AND EXPERIENCE.

The logbook. As a military pilot I had not maintained a logbook until Jul of
this month, so there wasn't really anything to review other than ensuring all
hours matched EXACTLY. My military records are pretty thick (16 years worth)
and I'd spent days ensuring everything was just right. They only question
the CPT asked of me was the differences between CP, PI, PC, UT, IP, etc for
the military.

The HR questions. This is where they try to get to know who you are.
Remember no one is perfect, but don't spill your guts either. Pick several
stories and practice telling the story.... beginning (set up the scene they
can see clearly), body (what happened), and ending (how it ended, what you
could've done differently, and what did you learn).
1) Decribe an unfair policy you've had to work with.
2) Describe a problem in the aircraft you couldn't fix.
3) When was the last time a superior criticized you?
4) Why have you been so successful in your aviation career?

The technical. This is set up as a scenario. You'll be given a METAR,
Jeppesen airport diagram, enroute chart and approach chart. This is the fun
part.
1) Read STL METAR (remarks included icing and TS movement)
2) What type of weather would you expect to encounter? Convert this C
temperature to F for me please. Do we need an alternate?
3) How wide is this runway?
4) At STL you are cleared to taxi from taxiway B to runway X, where do you
hold short?
5) Our flight will take 2 hours and 20 minutes. What are the IFR fuel
requirements? We will burn at a rate of 2400 pph, how much fuel will we use?
6) What is this number?.. and this number? What does it give you? MEA,
MOCA.
7) What is this? What requirements? Class B and describe.
8) We are flying at FL280 and one pilot gets up to go use the facilities.
What are the oxygen requirements for the crew? What does quick donning mean?
9) We are instructed to hold SE of X intersection. Draw the holding
pattern. What is our speed restriction? How far out to slow?
10) Brief this approach at STL... you have all the time in the you want
(FULL brief).
11) The glideslope goes out, where's your VDP? What is this dotted line
descent profile? VDP based on DME. Non-precision v precision profile.
12) What does this tell you? MSA
13) You've landed and tower tells you to taxi to the end of the rwy, what
type of lighting will you see?
14) What's an accumulator?

Unfortunately, of the six interviewed for the day, only three made it to the
sim.

I finished about an hour later and had to wait a full hour before I heard my
social security number announced. Then I had 20 minutes to be at the
simulator building for my brief so don't wander far!! The simulator is more
than fair, and if you take the sim prep you'll be more than acquainted with
the procedures. Very straight forward method to check your scan and
power/speed applications (wind shifts on final with no autothrottle).
Computer scored for accuracy and smoothness. The Captain was very friendly
and helpful, and wanted me to do well.

I should hear how I did this week. I gave it my best shot and am pleased
with that... now let's see if they were as pleased!! Good luck to you, and
remember, BE YOURSELF !!!

I received my invitation to interview the end of July, 1999 and set up the interview for 2 September. A month is plenty of time to get all your
paperwork together and study for the big day. I arrived in Denver on August
31 and did a practice interview with Arnautical (1-800-333-3538) that
afternoon. The following morning, I set up a practice simulator (again with
Arnautical). Then, that afternoon, I took the mental math class. The
interview prep and sim prep for me were worth the money (this was my first
interview). However, if you’re fairly comfortable with doing math in your
head, the math class may be a waste.

My interview was scheduled for 1245 and I showed up around 1230. There were
4 of us interviewing that afternoon to include: C-141 female aircraft
commander, Northwest
DC-9 female first officer, C-130 female aircraft commander, and a former DC-9
male captain who had been fired from his last job in a cargo company for a
hard landing.
We all finished our paperwork and started getting called in for our
interviews one by one at 1330. At 1330, the captain who was doing my
interview came and got me. We went to the HR ladies office and initially
made small talk about the weather. They both were very friendly and made me
feel at ease.

INTERVIEW:

Looked at my logbook and had a question about my 2-year break in flying.
Also asked about a specific T-1 flight where I had written down refueling in
the comments--asked if it was an actual refueling flight or not.

Next, they went over my application. Asked if everything was still correct
(phone numbers, addresses, etc). While going over the application, they
asked a couple of questions--why are you getting out of the military, what
appeals to you about commercial aviation, what other airlines have you
applied to, why haven’t you applied to any cargo companies?

HR QUESTIONS:

1. Tell us in bullet format about your flying career starting with UPT.
2. You got very good grades in college--what do you attribute that to?
3. TUA a time when you did not agree with a superior’s decision and how you
handled it.
4. TUA a policy you didn’t agree with but had to support.
5. TUA the most difficult person you had to fly with.
6. TUA a time when a subordinate challenged your authority as the aircraft
commander.
7. Have you ever failed any checkrides? Followed by, tell us about it.

After giving my answers, there were numerous follow up questions. My
recommendation when practicing is have someone listen to you and grill you
with as many follow up questions as they can think of--it will get you
thinking ahead, because at the interview, there will be follow-up questions.

TECHNICAL QUESTIONS:

1. Tell us 3 emergencies you could have with a turbojet engine.
2. What do ground spoilers do?

Given a METAR, TAF, approach plates, and enroute charts for a trip from San
Jose to Omaha.

3. Read the METAR strip (very straightforward)
4. Read the TAF strip
5. Can we takeoff from San Jose?
6. Do we need a takeoff alternate?
7. Do we need an alternate for Omaha?
8. Does runway 12L have transmissometers?
9. A couple of questions about symbols on the airport diagram (lighting,
thresholds, usable runway length)
10. On the enroute chart, he showed me a box which had HIWAS *2 in it.
He asked me what the *2 meant.
11. What are the cloud clearances for Class B airspace?
12. At Omaha, the glideslope is NOTAMed out. The landing lights are also
out, what weather do we need to fly the approach?
13. What is the reciprocal of 213?
14. Dump rate is 2500 lbs per minute, how long to dump 30,000 pounds?
15. You go 56nm in 8 minutes; what is your ground speed?
16. You are going 240 TAS with a 60 knot tailwind; how long will it take you
to go 200 nm?

My interview was just under an hour long. Afterwards, they walk you out and
you are given a phone number to call 1/2 hour to an hour later to see if you
have been called back to do the sim.

I had my Interview on a rainy Monday morning in Denver, recently. I am a die hard Ual fan. One goal in my life is to become a UAL FO, so I had all my eggs in one basket. Also I was a furloughed WESTAIR/ UX pilot and currently a ACA/UX captain. I had been studying and preparing
for this day for about 5 years. It actually only takes two weeks of studying (4 hours a day). For the Tech part, study your FEX Gleim Book,
Airline Pilot Tech. Interviews by Ron McElroy (call Cage Consulting at 888-899-Cage to order $28) and AIM. All you really need is the Airline
Pilot Tech....!! For the HR portion go over your logbooks and remember times of success, failure, critique, emergencies....Tab your logbooks for
identifying your accomplishments such as ATP, Type ratings, first solo. Also for the HR portion go to an interview prep. I recommend Cheryl
Cage or Bob Norris. I went to Capt Bob Norris and it was really a great way to get insight on the interview.

I spent about $1500 on the interview process:

I already had a Navy Suit ($500) with black lace up glossy Colehan shoes ($250).

1) BOB NORRIS= $295 Interview Prep
2) Kathy Hutchinson= $140 (resumebykh@aol.com) She does all the paperwork professionally and in order. The best in the business!!!
EMAIL her with your date and she will send you a checklist of what to do. Do not stress, she takes care of the hard part.
3) Arnautical Mental Math Prep= $70 (Worhtless, just buy their book for $11. The book is all u need or the Airline Pilot Tech Interview)
4) Arnautical Sim DC10 prep= $300 This is a must. All u need is one session of 3 hours long and u will pass the sim profile. The Arnautical sim
is harder than the UAL sim, so u will be ready.
5) Nordstroms = $150 bought a nice shirt, tie and socks.
6) Hotel Accommodations=$130 I stayed at the Raddison Stapelton Plaza for 3 night at $45/nite (UAL Discount). Place was kind of dark and
sullen, but it is right at the interview site and you will meet other applicants, so be social and friendly.
7) Rental car= $21 Airline rental car. It is right in the hotel and you'll need the car to go to Metro State College to fly the Arnautical DC10 Sim.
8) On record requests I spent about another $100

THE BIG DAY:

My interview was on a rainy cloudy Mon Morning. I was excited and very prepared. I was confident but a little bit nervous and I was walking
in the interview with 2 new letters of rec.. in addition to 15 on file. 3 were from Chief Pilots. I was ready to shine. All my paper work was
complete, up to date and in order (Kathy did a great Job). My logboks were tabbed and I even had a 3 page supplement to go along with my
logbooks explaining the way I calculated the logbooks. Ual does not count DUAL time, but the FAA does. I log my times per FAA and on the
UAL scantron, I adjusted my times to cater to UAL. This is the way it should be done. So I made this 3 page explanation for both the Capt and
HR lady, so if they had any explanations I would have my formula in front of them.

I went to the fifth floor in Stapelton Plaza and at around 645am a lady escorted me to the waiting room. She was friendly. She told me to start
filling out paperwork and I did. The other 3 guys showed up at 705am and we sat around for about an hour filling paperwork and talking
conservatively. Everybody is listening. The secretaries were real nice (Jennifer and Deena) and helped out a lot. Jenn and Deena collected the
paperwork and logbooks and gave them to the interviewers.

After the paperwork was done we waited around for about 30 minutes more. I heard from previous gouge that we were supposed to be
introduced and welcomed by a Captain and put at ease. That never happened. The first candidate (a great person-C5 Commander) was
escorted out to his interview first by a female Captain. Then my turn. A Captain POPAWOWSKI ( I forgot his last name, sounded like that)
escorted me to Ms. Susan Hechts office were the interview will start.

In the 30min that we were waiting to be interviewed the interviewers were already looking at our paperwork and logbooks.

In Ms. Hechts office, I introduced myself to her and smiled, then I reintroduced myself to the Capt. and he seemed irritated because I shook his
hand again.. OHH WELL! I was just being polite.

I sat down and they started by telling me they were on my side and to relax, they just wanted to know me.
The Captain started by asking why my first scantron had more time on it then my third update, I told him it was a mistake on my part and I
corrected it on the second update. Plus I had an explanation sheet for them. He said fine, but looked cold.

They went through my app to see if all addresses and phones were current. They did not ask anything on my grades, I graduated honors and I
did not have any speeding tickets. So the APP portion went quick.

The next portion was HR with SUSAN HECHT:They write a lot so know that. Also smile and look at both of them while speaking.

TELL US ABOUT (TUA):

TUA your flying career: While I was telling my story Susan was fidgeting with her pen and desk drawer. I had heard they don't do that so I
was surprised.
TUA an emergency that happened that was not covered on the checklist.
TUA you were recently critiqued in the cockpit.
TUA time a subordinate questioned your authority.
TUA you were disappointed in your leadership.
Why have you never failed a check ride? Oral?

Remember they give no feedback and they are constantly writing. For each TUA there will be followups to verify your stories.

Next came the easy tech portion with Captain #? Remember look at HR lady also and smile, relax.

What is a TR, INV, FUSIBLE PLUG, Brake DEBOOSTER, Outboard Aileron (why is it there)?

Then did a trip from MIA-ORLANDO with ALT of TAMPA.
If we are cleared to taxi to this RWY are we cleared to cross this RWY? YES AIM
When do we need an ALT? 1-2-3 rule
How do depict the Alternate? OPSPEC is 400-1 or 200-1/2 ACA
What is this? MEA, MOCA and distance
Where is the FAF on this non precision approach? Maltese cross
If we need to dump 17500 in 3500/min how long? 5min
going 6miles in 2 min how fast? 180kts
going 260 miles in 40 minutes how fast? 320


I messed up on one mental math. They thanked me and asked if I had any questions. I said no and that I was honored to be there and I would
be honored to come back and be part of the family again. They smiled and escorted me out.


I went into my room and met up with the C5 guy. We called the number to find out if we had made it to the sim and we were denied. Only one
person out of 20 made it to the sim that Mon morning. I was shot down and felt like S#@t!!!


Remember no matter how hard you have studied and how many letters you have had no body knows how UAL hires so keep your head up and
go to the interview with the proper paperwork, scantron times ( this one killed me) and great attitude. And for all it is worth getting an interview
is great, there are 14000 apps on file and please do not do what I did by putting all your eggs into one basket. Although it was a cold interview
on behalf of all the morning applicants that day, the UAL interview is normally warm and relaxed. Good Luck have fun and enjoy the
experience. If you get hired congrats to a great future. If you do not get hired, Remember UAL has turned down a number of great people and
there are other places that are just as good to fly for that will hire you. It also depends on who you get for an interviewer and how they feel ie.
great weekend or crappy weekend?


REMEMBER "PEOPLE DO NOT FAIL, THEY GIVE UP! " Unknown Author