Well you got a screwy idea of fun then...

And yes, I think it was to see reaction because I was the interviewee! I think the reaction they wanted was someone who could think quickly and not over complicate things. Why don't you just give em the answer in radians if you like to show off!:D

Toilet duck man u need to relax a little man, you're making ME nervous, and I'm not the one going for the interview. Although, as freezing may recall, just 4 months ago I was in your shoes and I was asking a load of questions too.

If you want to do some reading prep, I suggest "Airline Interviews", not sure who it's by, but I found it at my pilot store. It was full of nice little ways of remembering rule-of-thumb formulas for things like descent planning, vdp calculation etc.

The biggest thing to do as others have said is to be relaxed and confident, without being cocky. The HR interview is where you win or lose. In my interview there were people turned down who were FAR more qualified than some of us who were hired, and I can say for a fact that the HR interview was where they made their decision.

You need to have the sound technical knowledge too for sure, and know ur plane well, but at the end of the day, they have to like you!

All the best to you and all others interviewing or waiting for the call.

I'm not too worked up. I'm just afraid I've become a little complacent. I do the same thing over and over and over again with my students. It's made me great at teaching someone to fly, however I read some of the questions asked and don't know the answers. So now i'm digging to find out. I don't know the 121 regs. I'm hoping my ATP books help cover that stuff.

I'm not freaking out I'm just curious about the math. I used 2*pi*r where r=13dme and I keep getting an answer of 20.42miles

90/360=.25 Therefore after plugging in my numbers to the above equation and making sure to add the (90/360) for the dme degrees it looks something like this. [2(3.14159)][13(.25)]=20.42nm. We are about 6miles difference is a lot. 42% off.

Part of your problem is you keep using 90 instead of 70 degrees, which was the original problem. When I do it using the correct numbers and a calculator I come up with 15.8 miles. 2(3.14159)(70/360)(13).:rolleyes: Check your numbers next time bub. So my estimate of 14 miles aint that far off, is it? And I didnt have to do any math involving greek letters. Takes just a couple of seconds of mental math. Sheesh, relax...you're making it way to hard on yourself. You're not going to whip out tangents and cosines when they ask you to figure a VDP or a descent for a crossing restriction, are you?

I don't recall any 121 reg questions so I wouldn't waste much time. It was literally read this metar, what are these symbols on an enroute chart (she just randomly pointed to various symbols on an enroute chart), what can you tell me about this airport on the enroute chart, brief this approach (yes, a big scary mexican approach chart which is identical to every Jepp plate you've ever read:rolleyes: ). Next room, tell me about X system on the twin you are most familiar with. I was asked about the engines, other people were asked fuel system, electrical system, etc. Final room is HR. Usually someone from the training department is there, he will try to throw you off balance but just don't get flustered. Then the standard incidents, accidents, training difficulty, failed checkride questions. No sweat. Might have changed some, its been almost a year since i interviewed.

I've never failed a checkride and was asked that on the XJT webpage. How much do they weigh that? Could that be why some people don't get called much?

PS. Freezingflyboy thanks for the info. I'm going to go pull out the merlin manuals and start hammering at them. It's the most complex I've flown so i'm guessing I should know it frontwards and backwards lol.
Duck

Not sure about the failed checkrides. I've failed one checkride and I got an invitation right away and have been at XJT since march. Must be my charm and good looks:D

Toilet, I wouldn't pull out the merlin manuals just yet unless you are real familiar with the airplane. Slinging gear for a couple hours does NOT make you real familiar. Chances are someone doing the interviewing has some real experience with the Merlin and will able to ask some questions you may have trouble with. They either let you pick the airplane or had you talk about the airplane you had the most multi-time in (I can't remember) so pick something you are not gonna have trouble with. Example: I had 20 hours of logged CRJ sim time and a full CRJ ground school class under my belt but I talked about the Seminole. Again, don't make things harder than they need to be.

Ahhh ok. I thought they went through your logbook and picked the most complex you've been in. Piper Seminole it is then! Got that one in the bank.

And for VDP no. 6*airspeed and 3*altitude(agl) :D

Uhhh... Thought rule of thumb for a VDP was divide HAT by 3 which yeilds your distance from the runway to begin your descent... The 6x airspeed/3x altitude to use is more for enroute descent planning. And it should be 6x ground speed. I use the 6x ground speed/3x altitude to lose rule in the ERJ and it works pretty much every time.

And don't take my word for the airplane they pick. It's been almost a year since I interviewed and things might have changed. However, knowing the way the company operates and how they interview, I don't think they'd sucker punch you and ask questions about an airplane you've got just a few hours in.