United Airlines pilot interview questions, with the answers that pass

100 questions written for United Airlines’s actual selection process. Below are 5 of them in full — the prompt, what the panel is really probing, a model answer, the red flags that fail it, and the follow-ups that come next. No account, nothing to sign.

These are our questions, written from United Airlines’s published process and from candidate reports labelled as such. They are not leaked interview material — nobody selling you that has it either.
Question 1 of 100·technical

Define V1, Vr, V2. How does each interact with takeoff performance?

What they are really probing: FAR 25 frame.

Model answer

V1: decision speed. Max abort speed (must stop within ASDA), min continue speed (must take off within TODA). Vr: rotation speed, where pilot pulls back to initiate rotation; must be ≥ V1 and ≥ 1.05 Vmca. V2: safety speed, min single-engine climb speed (≥ 1.13 Vsr, ≥ 1.10 Vmca), achieved by 35 ft AGL after liftoff, second-segment 2.4% climb gradient required. V1 bounded by Vmcg below, Vr above. Heavier weight = higher V1/Vr/V2. Shorter runway = lower V1. Contamination = lower V1 + further constraint. Tie to UAL ops: EWR runway 4L is short (10,000 ft, sometimes shorter for displaced threshold) — V1 typically lower than ORD/IAH; performance margins tight in summer heat.

What fails this question

  • — Vague definitions
  • — Forgetting Vmcg constraint
  • — Not knowing 2.4% gradient

Follow-ups they ask next

  • — What's second-segment?
  • — Vmcg constraint?
  • — EWR vs ORD performance?
Question 2 of 100·technical

What's the difference between ETOPS 180, 207, 330?

What they are really probing: UAL 777/787 ETOPS authorizations.

Model answer

ETOPS minutes refer to the maximum diversion time at single-engine cruise speed from an adequate alternate. 180-min: most common ETOPS. 207-min: 15% extension (180 + 27 min), available with operator approval and aircraft certification. 240-min: granted to specific operators for specific routes (e.g., Pacific). 330-min: maximum allowed under current FAA/EASA rules, requires specific aircraft + operator certification. UAL 777-300ER is certified to higher ETOPS (typically 240-330); 787 similarly. The OFP designates the ETOPS authorization per route; the dispatcher and captain co-sign. ETOPS authorization affects route flexibility — higher ETOPS = fewer alternates needed in the OFP critical scenario.

What fails this question

  • — Saying ETOPS time is distance
  • — Not knowing operator-specific authorizations
  • — Forgetting the basis (single-engine speed)

Follow-ups they ask next

  • — ETOPS critical fuel?
  • — ETP definition?
  • — UAL Pacific ETOPS?
Question 3 of 100·technical

Define stabilised approach criteria.

What they are really probing: Standard.

Model answer

Stabilised by 1000 ft AFE IMC, 500 ft AFE VMC: on glide path, in landing config (gear, landing flap), at Vapp ± 5 (no decreasing trend), thrust stabilised, in trim, briefed, checklists complete, ROD appropriate. If any gate missed → GO AROUND. UAL SOP: both PF and PM can call go-around. 'Unstable = unsafe.' Approach gates trace back to ALAR (FSF). Personal commitment: 'I've gone around twice for unstable; the second attempt was clean.'

What fails this question

  • — Continuing through unstable
  • — Only one pilot can call
  • — Forgetting trend

Follow-ups they ask next

  • — VMC gate?
  • — Have you gone around?
  • — Captain override?
Question 4 of 100·technical

What's RNP and where does UAL use it?

What they are really probing: PBN literacy.

Model answer

RNP (Required Navigation Performance): RNAV with on-board performance monitoring + alerting + tighter containment. RNP 1.0 (terminal), RNP 0.3 (final approach), RNP-AR 0.1 (special). UAL uses RNAV1 SIDs/STARs at all major hubs. RNP-AR at terrain-constrained airports (DEN summit RNAV approaches, ANC for terrain). The 777/787/737 are RNP-AR capable on specific serials. Brief includes: RNP value confirmed, FMS RNP achievement vs required monitored, alternate planning if RNP alert.

What fails this question

  • — Confusing RNAV/RNP
  • — Not knowing AR requires authorization
  • — Saying all approaches RNP

Follow-ups they ask next

  • — Radius-to-fix?
  • — If RNP alert below 1000?
  • — Where UAL flies RNP-AR?
Question 5 of 100·technical

Explain Mach buffet and high-altitude operations.

What they are really probing: Aerodynamics.

Model answer

Mach buffet: airframe vibration from shockwave formation on upper wing. At high altitude, IAS margin between stall (low-speed) buffet and Mach (high-speed) buffet narrows — coffin corner. Stay below optimum max altitude for current weight + temperature. FMS PROG page shows optimum + max altitude. Step climb as fuel burns. Tie to UAL ops: ULH sectors (SFO-SIN, IAH-SIN) push max altitude; step climbs required. End: 'The coffin corner is real; pilots who push max altitude have lost aircraft in buffet upsets.'

What fails this question

  • — Confusing Mach buffet/stall buffet
  • — Not knowing altitude effect
  • — Forgetting temperature

Follow-ups they ask next

  • — Max altitude how computed?
  • — Optimum altitude?
  • — Where buffet margin published?

The other 95 questions

Same depth as the 5 above — model answer, red flags and follow-ups on every one. You just read a twentieth of the pack; if those five were not worth your time, the rest will not be either, and you should not buy it.

— Define QNH, QFE, QNE.

— Explain RVSM. Pre-flight altimeter check.

— Define TCAS RA and TA. Action.

— Memory items for rapid decompression.

— Compute landing distance on contaminated runway.

— MEL, CDL, NEF. Give a 737 example.

— What's a SID and STAR? Why does ORD use specific SIDs?

— What's a visual approach vs contact approach?

— MORA, MEA, MOCA, MSA.

— Windshear escape memory items on UAL Boeing fleet.

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Not affiliated with United Airlines. Process details are sourced and dated; candidate-reported detail is labelled as reported.