Interview experience:

This is provided to help fill in the Continental Gouge only Simulator Check in the MD-80 The typical profile is to takeoff IAH RW26 - climb to 4000 feet - accomplish a couple of 30 degree AOB turns - hold at the VOR - radar vectors to the ILS 26 to a full stop. You will be given an information package for the simulator that provides pitch and power settings, callouts, speeds, checklists, etc. and time to study it before the sim. The MD-80 sim has the old style panel, standard layout, with an ADI/ HSI, and flight director. The flight director controls are on glareshield. You can use the FO to set it up for you. The airspeed indicator has 5 airspeed bugs which will be preset; 4 outer bugs and 1 internal indicating V1, V2, Flap retraction, Slat retraction, and clean maneuvering speeds. Take off is with flaps 15. Set thrust using the EPR gauge. It is the top gauge and will have a bug preset for takeoff. At “rotate”, pitch to 20 degrees. At 1000 feet, lower the nose slightly and accelerate to the 3rd airspeed bug. Call for "flaps up". Continue to climb and accelerate. At the 4th speed bug call for "Slats retract, climb checks". Continue to accelerate to 250 kts. Level off at 4000. Set approximately 1.25 EPR for cruise flight and 250 kts clean. You will be directed to make some turns. Concentrate on altitude and airspeed control. For holding below 6000 feet, remember to slow to 200 kts. As airspeed slows below the 5th speed bug call for “Slats extend”. Set approximately 1.25 EPR. You may get a descent to 2000 feet. On vectors for the approach, reduce thrust to begin slowing. When below the 4th speed bug, call for flaps 15. Continue slowing to the 3rd speed bug. Hold altitude and 160kts. Use approximately 1.2 EPR. Call for “approach checks”. On the intercept vector, have the FO arm the flight director for the ILS. Intercept the localizer. As glideslope comes alive, call for "gear down before landing checks, flaps 28". The FO will set the internal speed bug for the proper speed in this configuration. At glide slope capture call for "flaps 40" and follow the internal speed bug that the FO will set. Use approximately 1.3 EPR. When you breakout, stay on the instruments. The FO will call out radar altitudes. At 100 feet begin slowly reducing thrust and begin to flare. Again, stay focused and use CRM.

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Continental Airlines Study Guide Questions:

1. Tell me the biggest factor as far as fuel conservation goes as it relates to a jet engine.
TSFC thrust specific fuel consumption which directly inperpolates to power setting and altitude. Higher you climb the less fuel required. Throttle settings also have a say in conservation and relates more to maintenance issues which is why full throttle takeoffs are rarely done.
2. Tell me how winglets serve to conserve fuel?
The winglet will allow a new airplane that already flies farther, higher and more economically than competing products to extend its range, carry more payload, save on fuel and benefit the environment. Unlike traditional winglets typically fitted at abrupt angles to the wing, this new advanced "blended" design gently curves out and up from the wing tip, reducing aerodynamic drag and boosting performance. A Next-Generation 737-800 equipped with the new winglet will be able to fly farther, burn 3 percent to 5 percent less fuel, or carry up to 6,000 pounds more payload. Quick answer is...it reduces drag cause by aerodynamic forces acting on the wingtip. Because of that it gets less fuel burn or greater cargo loads, or both.
3. Tell me about your background in your previous career.
4. What did you like most about your previous career?
5. Tell me about your college degree?
6. Have you ever been around situations involving Sexual Harrassment?
7. Have you ever had to resolve a conflict between 2 co-workers?
8. Do you see any issues regarding women being pilots or flying with them?
Absolutely not! Some of the best aviators I know are women.
No I do not. I believe in equal opportunity for all.
9. How did you get into flying?
10. How did you get here today?

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