CAL Interview

[Offshore Racer]

I met the Administrative Assistant and she gave me my printed online packet to review initial and sign each page. I was introduced to the Chief Pilot, Assistant Chief Pilot and an online check airman. Panel Interview: TMA how and why you started flying and why did you choose Continental as a possible employer? What do you think Continentals strong and weak points are? What do you think Continental biggest challenges are now and in the future? TMAAT when you as a Captain made a quick decision. Do you ever do anything nonstandard while flying? Do you ever read in the Cockpit? How about your FO’s? How about when you were an FO did you ever have a Captain do anything nonstandard and how did you handle it. Do you or have you ever not followed company policy or procedures? Did you ever see any kind of sexual harassment at your work place and how did you handle it. Was the issue resolved before it was reported to the company? Do you ever give guidance or critique your FO’s. Give me an example of something you might critique. TMAAT when you had a one on one meeting with your current flying job or past jobs. How do you think you rank as a pilot amongst your peers? Tell me why you should be hired over all the qualified applicants we have on file. Have you ever failed a check ride? Tell me about that. As a check airman did you ever fail anyone or disqualify a fellow pilot. Rank Safety Reliability, Customer Satisfaction, Employee Moral. Technical: VDP? How do you figure VDP? Is VDP on all approach plates? They give you an approach plate and ask when can you descend to glide slope intercept altitude? What is the minimum visibility for this approach? If the visibility goes lower at what point can you continue? What is the (200) in the minimums section? What are your call outs for missed approach? If you get hired how would you feel about Guam? Right now most of the pilots are being assigned to Newark. Do you think you will be all right with that? Do you have any questions?

 

[Dorkpilot]

Thanks for the info. Not scheduled for an interview, but anxiously waiting!

 

[Remington]

How do you figure a VDP??
Thanx for the gouge.

 

[mach none]

How do you figure a VDP??
Thanx for the gouge.

3:1 300 feet per mile for the approach descent.

At 1 mile you should be 300' agl.

Tailwinds

 

[Ty Webb]

Do you ever read in the Cockpit? How about your FO’s?

Boy, that's a new one on me. So, did you tell them the truth, or just what they wanted to hear?

I think I would have to just be honest. "I can't say that I have never done that, but since there is a Company policy against it, I don't do it".


Can we get a ruling on this one? TIS? Albie? Anyone?

 

[GuppyPuppy]

Dude-


Sorry man, but I couldn't control myself and had to point this out...

I met the Administrative Assistance and she gave me my printed online packet to review initial and sign each page. I was introduced to the Chief Pilot, Assistance Chief Pilot and an online check airman.

I hope you were a little more careful with any written documentation that you submitted to the company.

Good luck with CAL...seems like a great place to work!

GP

 

[Ty Webb]

3:1 300 feet per mile for the approach descent.

At 1 mile you should be 300' agl.

Tailwinds

Kind of , if the DA was 300', . . . . but really, you would need to take the DA, and work backwards from there.

If you are doing a "dive and drive" type non-precision approach, and the DA was 450' AGL, then your VDP would be at a point 1.5 nm prior to the runway- because once you get in closer than that, but still at the DA, you wouldn't be in a position to land.

 

[mach none]

Kind of , if the DA was 300', . . . . but really, you would need to take the DA, and work backwards from there.

If you are doing a "dive and drive" type non-precision approach, and the DA was 450' AGL, then your VDP would be at a point 1.5 nm prior to the runway- because once you get in closer than that, but still at the DA, you wouldn't be in a position to land.

Like I said...

 

[VVJM265]

Kind of , if the DA was 300', . . . . but really, you would need to take the DA, and work backwards from there.

If you are doing a "dive and drive" type non-precision approach, and the DA was 450' AGL, then your VDP would be at a point 1.5 nm prior to the runway- because once you get in closer than that, but still at the DA, you wouldn't be in a position to land.

Actually HAT/300 will give you NM out from the threshold . Need to account for where the NAVAID is in relation to the threshold and then you can compute your Pre-Planned Decent Point (commonly confused with a VDP) which will keep you on a 3 deg glide path. The VDP is a published point (V) on a nonprecision approach will will give you more or less the same information. Subtle difference.

 

[TankerPuke]

Actually HAT/300 will give you NM out from the threshold . Need to account for where the NAVAID is in relation to the threshold and then you can compute your Pre-Planned Decent Point (commonly confused with a VDP) which will keep you on a 3 deg glide path. The VDP is a published point (V) on a nonprecision approach will will give you more or less the same information.

How many remember GuS wears a HAT? HAT/GS...ahhhhh.....UPT memories

PUKE

 

[HVYDRVR]

How many remember GuS wears a HAT? HAT/GS...ahhhhh.....UPT memories

PUKE

Oh God....I do remember that in UPT.....GuS wears a HAT.

I remember being in a panic mode, in a Tweet, doing math in public figuring a VDP....aaghh!

Now? 300 ft at 1 mile....that works.

 

[Guam360]

yea, so what about the 'reading in the cockpit' topic?

any comments?

 

[Offshore Racer]

If you say you read in the cockpit you must anwser yes to the nonstandard question. It was a perfect setup to dig yourself into a hole. I answered no for the nonstandard question and no for reading in the cockpit.

 

[canyonblue]

Do you ever read in the Cockpit?

Don't ever read, but if I have a copy of Swank I do look at the pictures.

 

[Offshore Racer]

The after thought: Sir, I have a hard time reading when I am sleeping most of the time! I have great First Officers that handle the radios just fine.

 

[Guam360]

offshore,
so for real, you were hired aftyer that or what?

 

[Offshore Racer]

I fly for XJT and I interviewed in 1999. I interviewed and was scheduled for the sim and we got our flow through. There was no need to do the sim since we were guaranteed to go to cal when our number came up. I interviewed in 2002 and passed the sim but failed the panel. 2005 interviewed again and had to only do the panel interview. I got the rejection letter three days after the interview.

 

[Mach92]

I fly for XJT and I interviewed in 1999. I interviewed and was scheduled for the sim and we got our flow through. There was no need to do the sim since we were guaranteed to go to cal when our number came up. I interviewed in 2002 and passed the sim but failed the panel. 2005 interviewed again and had to only do the panel interview. I got the rejection letter three days after the interview.

Now thats "Love"

 

[Cardinal]

I fly for XJT and I interviewed in 1999. I interviewed and was scheduled for the sim and we got our flow through. There was no need to do the sim since we were guaranteed to go to cal when our number came up. I interviewed in 2002 and passed the sim but failed the panel. 2005 interviewed again and had to only do the panel interview. I got the rejection letter three days after the interview.

Now that truly sucks. It is you, not the PIGs that are still on track, that I truly feel for. You have my deepest sympathy.

 

[Cardinal]

And I almost forgot, thank you for your effort to record and repost those questions..."that others may live."

 

[nfg]

If you say you read in the cockpit you must anwser yes to the nonstandard question. It was a perfect setup to dig yourself into a hole. I answered no for the nonstandard question and no for reading in the cockpit.

Yeah, but if you say that they know you're lying. I have never flown with anyone who didn't do it if there was something interesting to read up there.

 

[MVSW]

How do you figure a VDP??
Thanx for the gouge.

Estimating the distance from the VDP and the runway

Technique one - Take the height above touchdown (HAT) as published in an approach, round it to the nearest hundreds, multiply it times three, and divide by ten. For example, if the HAT is 785 feet, round it to 8, and multiply it times 3 and divide by 10 to get 2.4 nautical miles. If the HAT were 600 feet, round it to 6, multiply it by 3 and divide by 10 to get 1.8 miles. If the HAT were 1200 feet, round it to 12, multiply it by 3 and divide by 10 to get 3.6 nautical miles.

Technique two - It takes one nautical mile to descend 300 feet on a 3 degree glide slope. Based on this fact, you can estimate the distance to descend. For example, if you had to descend 600 feet (HAT = 600), we know that it would take 1 nautical mile to descend 300 feet, therefore it must take 2 miles to descend 600 feet. If the HAT were 850 feet, it would take between 2 nautical miles(600 feet) and 3 nautical miles (900 feet) or since 850 is closer to 900, about 3 nautical miles.

Estimating the timing from FAF to the VDP

Take the timing published from the FAF and Missed Approach Point (MAP) and subtract the HAT rounded to the nearest tenths. For example: If the missed approach timing was 2:45 and the HAT was 600; Subtract 60 seconds (600 rounded to the nearest tenths) from 2:45 to get 1:45. In this case, timing for 1:45 would identify the VDP. If the runway was not in sight at the VDP, the pilot should continue to the MAP and execute a missed approach.

 

[FlyAuburn]

what paperwork is CAL asking for to bring to the interview?

 

[calfo]

This sounds almost unchanged from 1998... You could say something about reading the Ops Manual or Flight Manual in the cockpit - in order to correct the dicknose captain that you've been saddled with for the next three days...