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.
Relax.

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
driver.

It is now 2 days again, starts out late on day one for your sim eval in a KC-135 sim, profile is as previously stated then the next day is going over your paperwork, a MMPI test and then a board interview with 2 capts. very relaxed and pleasant experience. This is as of the beginning of Dec.

Had an interview with American on 6 & 7 Dec 00. All gouge was good. The process has changed a little from what you have. First the simulator checkride was the night before the interview. We met at American at 7pm and were broken into 4 groups of 2. The sim was very straight forward. KC-135 simulator (B-707 similar); one pilot did takeoff and flew radar vectors with some changes in heading and a last minute stop climb to see if you would over control. The other pilot flew a LOC to a missed approach and got the same heading changes etc as the first on the departure/radar vectors. Then the first pilot flew the LOC to a full stop and the landing was not graded. The key was work with the other pilot CRM CRM CRM CRM. The other key is stay at 20 degrees of bank. When I went to 30 degrees the trim changes were enormous. I have 5,000 hrs in B-707 airframes and I had my hands full. It is a simulator, what can you say. The next day show times were staggered based on when you went to the sim (ie My partner and I were first in the sim the night before so were the first to show in the morning). Showed at 0830, sat down with HR person and went over paperwork. I then went to take the 240 question personality test. Can't study for it but found if you answer the questions across the page (ie 1, 21, 41, etc) as opposed to in order (the answers were in columns 1-20, 21-40 etc) you will find that they all relate. Helps you not to answer I love my Mother at the beginning and I hate my Mother at the end. I still found that I was honest as they weren't that bizarre as I had always been led to believe. My interview was with a Captain and a First Officer. The First Officer was my buddy and the Captain was very in my face. He interrupted my answers and even looked at the FO while I was talking and started talking. Each time I kept my cool and waited until he was done and then finished my answer. At the end while I was in mid sentence he loudly closed his note book and stated "This interview is over" I figured that I had blown it. But I KEPT MY COOL!!!!! I was not totally prepared for this as nothing I had read said that I could expect anything other than hugs and kisses. There was even a gouge book at the hotel (the first one they recommend in their invite) at the front desk. I was called a week later to come in for my physical!!! I think that because I was an older military guy they wanted to see if I could handle a dickhead Captain.
Bottom line your website did not give me the 100% solution to answering their questions but it gave me something to study and it above all gave me confidence. I would also recommend (because I did it) get some interviewing coaching. I had never had a sit-down interview in my life. They cannot give you the answers but it helps you answer more concisely and not to sound like a retard! Hope this helps and good luck to all!!!

Simulator Night: All of the candidates met at 1900 at the academy. We all chatted for a while until the instructor arrived. She brought us upstairs
where she explained the plan for the night. We had 8 guys and were broken up
into 4 groups. She showed us a video on the KC-135 and strongly suggested
CRM in the sim Eval.

KC-135 Pattern Downwind- 200 kts
Flaps 20 3000 lbs F/F
Base
180 kts Flaps 30 3500 lbs F/F
Final Prior to FAF -- Gear Down 160 kts Flaps 40
4500 lbs F/F
After FAF
140 kts Flaps 50 3500 lbs F/F

We flew two patterns out of Salt Lake City. We took off from runway 34R. We
were given runway heading up to 10000 feet. As I climbed through 7900 ft I
was told "traffic at 12 o' clock" level off at 8000 ft. Shortly there after
I was cleared to 10000. We were given a left turn to 280. Then a downwind
leg to 160. We switched controls and he flew the first ILS 34R & of course
G/S inop. I briefed him the approach and we talked ourselves through the
configurations. We executed the missed approach and came back around for
another LOC 34R approach. This time I shot the approach to a landing. The
landing was not graded. Straight forward-no tricks. Shoulder harness was
optional.

Questions on my Interview.
How did the sim go? How did your partner do?
Hve you ever had an emergency? Tell us about it.
Tell us about yourself and your flying progression.
What are the characteristics of a good Capt?
Tell us about a time you flew with someone you did not like.
What are two or three of your best and worst qualities.
What other airlines have you applied to? Which have you interviewed with?
What do you do with your spare time?
How did you prepare for this interview?
Why do you want to fly for American?
What excites you about American.
What is your favorite and least favorite crew member type.
What would you do if you get a call from United when you get home.
Captain slow on approach into LGA. First 10 kts at 1000ft. Then 15 at 500 ft?
After landing and inside terminal, Capt decides not to
talk about it. What do you do?
What will be the best thing about working for AA?
Good and bad things about your current employer.
What was the biggest decision you ever had to make?
What do you think will be the most challenging thing about flying for AA?
I had to brief an approach. Questions about MSA, FAF on ILS & LOC. Lost comms
on approach outside FAF with wx below mins!
Runway lights and how do you know distance remaining at night.

The interview lasted about 90 minutes. Very relaxed and comfortable. I was
called for the Medical 8 days later.

My experience at American Airlines

TIMELINE:

Nov 98: Initial application

Updates: 2 updates sent approximately 6 months apart - then reality set in about who was being hired* and I stopped updating.

*(Friends/relatives of people inside and those who had “tackled” Capt. Ewell in the parking lot - I found out about this technique too late or I would have used it myself!)

5 Jun 00: Received the following request for update from American: (Thanks Capt. Kudwa!!!)

“American Airlines is currently reviewing your file. Please fill out the enclosed update form and return attn: Emma.”

6 Jun 00: Returned requested update 1 day later

17 July 00: Wife received interview invite letter dated 12 July 00 (I was TDY)

21 July 00: Called to set up interview and got 14 August 00 simulator and 15 August 00 interview (On return from TDY)

14 August 00: 7pm - 777 simulator (details below)

15 August 00: 10am - Paperwork drill / Interview/Psych test (details below)

18 August 00: 3pm - Wife received call from American - they would not tell her anything - said I had to call back. I got message too late so have to wait till Monday. (I was TDY - again)

21 August 00: 9:00am Dallas Time: Called Pilot Recruiting and they gave me a conditional job offer based on passing physical and background check. I am TDY and no idea when I will return so must defer physical date until I know my return.

24 August 00: Going home so call and schedule physical. Earliest date was 31 August so I grabbed it!

AMERICAN SIMULATOR DETAILS

EVERYONE does the 777 simulator now
CRM is the key - I had the altitude alert go off twice and was all over the sky for a short time till I got used to the bird (I am pure “steam gauge” experience - no EFS at all so it was a challenge for me). My sim partner would not descend on the approach and had to go missed approach (I think this is a requirement anyway). The key is that we worked together, we never got pissed at each other and we eventually ended up being in a safe position to land. THE LANDING IS NOT GRADED!
Our profile was a mission from JFK to LaGuardia. You have about 30 minutes of planning time. You are given charts and approach plates to study before the sim - just look them over in the same order you are going to fly them and come up with a plan with your partner. Just pretend you are planning a mission in your aircraft and go through the same routine. See who is more comfortable with the left seat and decide who will sit where.
We ended up flying 2 different VOR’s into LaGuardia. The others in our group had a mixed bag of ILS’s and VOR’s. Nobody had circles or NDB’s even though they were in the packages. You should probably bone up on the ILS/VOR approaches before any others.
You are given a departure that is nothing more than radar vectors to an initial VOR. Once you reach the VOR, you can then transition to the JEPP low chart. You are expected to load the navaids into the FMS but it is so user friendly, anyone can use it. After the videotape they show you, it is cake but if you have any questions, ask your sim evaluator - they are there to help!
THIS IS ONLY MY IMPRESSION, BUT I THINK YOU MAKE YOUR BIGGEST POINTS WITH THE SIM GUYS WHEN YOU ARE NOT FLYING. What I mean is they are looking to see how well you help out your sim buddy. Let’s face it, not many of us have flown 777’s but we have all helped out our partners. It may have been across several miles with a wingman’s call on the radio or just cross-cockpit with a timely deviation call. Key here is the CRM and your ability to help out someone you don’t know in a totally foreign environment.
Pay attention to the “trend indicator” on the airspeed tape. You will notice as you make power changes that a green arrow will originate at your current speed and go up or down on the airspeed tape based on your power changes. The arrow indicates where your airspeed will end up based on the power you select. Therefore, if you reduce power trying to slow to 250 kts below 10k, look at the green arrow. If it does not go all the way down to 250 kts, guess what, pull it back more. It took me about half the sim to figure this little jewel out…but what a difference!
They have different profiles and different approaches so no way to gouge up on that. One of the best pieces of advice I got before this whole process was, “just relax and be yourself - unless you’re an ass - then be somebody else”
Good luck!!

AMERICAN INTERVIEW DETAILS

“just relax and be yourself - unless you’re an ass - then be somebody else”

EVERYONE that I talked with said that if you have made it his far, that they want to hire you. In fact, you are hired unless you give them a reason not to. Something to think about. Relax and have a conversation with them!

One of the biggest pieces of advice I can give is the guy I used for interview prep (I have tried AIR Inc and talked with others that used some of the better known companies for prep and all were disappointing). The guy I used is outstanding. His name is Rob “MOZAM” Beeks. His specialty is actually Southwest. However, he has developed interview techniques that are superb for any airline. I interviewed with US Airways and although I did well, I felt like an idiot. Before my American interview, I decided I needed some help. My confidence level was through the roof when I went to American because of the format he taught me. I can’t say enough about this prep. Rob’s number is 623-877-2029. I give him my highest recommendation.

First session is with receptionist. She takes all of your logbooks and gives you some release paperwork to sign. Then you wait.

Second session is with Human Resources person - THIS IS PART OF THE INTERVIEW - they start by reviewing your address and other information you supplied - then they sneak in a couple of questions like, “who else have you applied to”, and “why do you want to work for American”. They are very nice - just be nice to them. Then you wait.

Third session starts with someone walking in asking for you by name - two pilots - no HR people for the interview.

Questions asked:

We see what’s on your resume and job history - please expand on that a little and tell us about who you really are.
What are your top 4 or 5 priorities in life?
Do those ever change for you - what I mean is do you ever reorganize those priorities?
Tell us about an unusual occurrence in your current aircraft and tell us how you handled it.
You’ve told us already that you have applied to many airlines and interviewed with one of them, why do you want to work for American - what sets us apart?
How did your interview at US Airways go?
Why didn’t you get hired? (I think I did but they stopped hiring so I never got the call)
We agree with your reasons for liking American - we’ll agree we’re partial - however, this last year has been stressful. What can you tell me about rocky times at the airlines and how you will handle that.

That was it!! No technical - although I have heard they like you to brief an approach or they set up a scenario where you are driving into work and you see snow and the road is slippery. “What are your thoughts about the upcoming flight?” Think icing procedures! You then go to take a psychological test - a battery of 250 questions. No big deal - just answer honestly - really!!

The tone was extremely friendly - in fact that was the tone from the minute I called them to begin the process.