Delta Latest and Greatest Continued
 

12 September Interview: 8 Interviewed 4 Hired

Professional act from start to finish. Arnie, Tony, and Adrienne are all awesome and will help you any way they can. If you are uneasy about the Cog test, make sure you sit with Tony for a few minutes and pick his brain before you go in and hit 'Next'.

Interviewers took their job seriously but were ready to laugh if you make an attempt at humor. I think interview prep was priceless. I went through emeraldcoastinterviewconsulting.com and it helped me a lot. Even if you can't fly in, the phone interview and web based prep is still great.

I was told to expect a late October early November class date by one of the interviewers for what that is worth.

Gouge is still good. Arnie said it won't change for at least another month, maybe more.

We all had different versions of the test. Some said 50% of questions from the gouge were on there. Personally I got lucky and would say 80% I had seen. Now, they weren't word for word, but if you understood the concept behind the gouge question you'll have no problem with real question.

Questions I hadn't seen:

1. When are you considered established on the Final approach segment?

A. On GS and LOC at any altitude B. On Loc at MM C. At GS intercept altitude on LOC and GS

2. Cleared to Hold @ 17,000 what speed do you fly?

A. L/D Max Clean B. L/D Max configured C. 265KTS

3. Just Passed XYZ VOR. You are Heading 180 on the 175 radial. You want to intercept the 138 Course. What heading do you fly?

A. 080 B. 105 and a couple other heading that I don't remember, but they didn't seem to make sense.

Arnie says they are still hiring and have no quota so they would happily hire 8 of 8 each day if everyone passes the 3 Tests and the Interview.

Good luck to all.

As long as you don't get an email tomorrow saying that there are some unresolved issues from your psych eval, then you should be in the clear. If you do get the email, expect to wait about 3 weeks to find out your Delta fate.

Congrats and good luck.

I know DAL has an end of October class, did AWK say they plan on having classes in November?! If so maybe, if C-17D and I can get out of the psych ward, I still have a chance at getting on this year. Sucks to sit and wait. Especially after getting through the process with thumbs up. I'm wondering if Dr. V has issues with military guys. Hmmmmm...

11 Sept interview: 6 applicants. 2 military, 2 commuters, 1 Continental new hire, 1 Spirit.

Results: 2 military and Spirit hired. Continental failed test, come back in 6 months. 2 commuters, thanks for playing.

For the COG screen, go to http://www.lumosity.com/ for the free 30 day trial. There are 30 sessions of games that help with memory, cognative control, attention, and processing speed.

Classes in October and November. Back and forth if they will do a December class. There will be a Jan 7 class. They asked the 3 hires if we would be available for October.

Good luck.

I've heard people having issues with that lately. Arnie warned us about that, but said most people make it through the review board. So good luck, you should be fine.

I think the real test should be if you walk out of the 567 question bubble sheet test without inserting one of the #2 pencils in your eye, you must be good to go.

Thanks for the congrats. I'm looking forward to it. Hopefully I don't get that email!

I am just curious, how do u guys know the reason(s) why other interviewees didn't get hired? I am just wondering because I thought usually companies don't tell you why..

Arnie is a stand up guy and will look you straight in the eye and tell you why didn't get hired. I really admire and respect that, and I think makes them the best company to work for. If you didn't get the conditional hire, you either didn't get by the interview or you failed the test, or both. If you only failed one of the tests, you can try again in 6 months. We saw one of the guys after the interview, and he told us what Arnie told them.

AWK didn't, but the HR rep in my interview did. He was asking about availability and said as of now they are planning a November class. FWIW.

Thanks for the great info Shockman, and congratulations! Anyone out there interviewing on Sep 19-20? Seems like the interview teams like the Military and the shrink likes the RJ guys???

LOL how about RJ Military Guys

Most are not giving good answers on the WWYD questions. They are not rocket science. Most that are having issues are making the questions harder than they are. Just put your self in the situation and answer honestly. Do not think about how they want you to answer it. Remember that at DAL it is Safety, Customer service and Efficiency it that order. IE Yes you would take the controls on a non-stabilized approach from the CA. That questions seems to be giving people the most trouble.

Agreed. Delta wants safety. If toes get stepped on, or feelings hurt, tough. Every question should be answered with a focus on safety, customer service and efficiency in that order.

My favorite question:

"Do you feel like you are always being tested?"

Could someone give me a little help. I lost my ATP book and can not find the answer to one of the gouge questions.

The bearing pointer moves 10 deg. in 8 min., you are doing 360kts. How far from station are you? I forgot the formula to use.

I got an interview coming up in the next week or two, does anyone know of more gouge than what is on WFFF. I studdied mental math for pilots, FAR-AIM, flying the wing, aerodynamics for naval aviators, FE written exam, and a few interview prep books. Any other suggestions.

Thanks,

That would be consistent with my reason for being in the rubber holding pattern. However I did see a guy on flightinfo.com that was an RJ guy that was rejected by the shrink and reinstated by the review board just last week. I am one of three mil guys waiting to meet the psycho review board.

"There coming to take me away, ha, ha... There coming to take me away, ho, ho..."

I gave up on that question! Seems only the FAA and Delta know the correct answer. I came up with damn near 300 miles. The 60:1 rule sure doesn't work. I came up with 288 miles (6 mpm times 8 min = 48 miles in 10 degrees or 4.8 miles per degree times 60 miles per radial (60:1) = 288 miles from the station). But I'm nuts according to the MMPI and Dr. V. So don't listen to me.

BTW: The answers on the test are like 4, 12, 48, and 64. I chose 64 and I think I got a 100% from the quick glance I got of my test scores. I still have no idea how the math works!!!???

Also the question about the train leaves at 07:45 and makes three stops... The answer is 11:30 not 12:30 according to WFFF.

Good luck!

I disagree. I didn't take the aircraft from the CA in my WWYD senerios and got a conditional job offer at DAL. Every company has stabalized approach mins. Go to those mins and inform the CA he's off GS/LOC/AS. You should warn the CA about the mins approaching and the need to go around if not stabalized by then. If he's not stabalized by the company mins, tell him to execute the missed approach. If he refuses, get the clearance changed by simply telling the tower you're going around. If he disreguards that he's putting his certificate in jeapordy. Back up your call by following the CA on the power push up. Tower will cancel your approach/landing clearance and give you instructions. I don't think Delta wants people fighting over the yoke in the cockpit, EVER. With thousands of hours of heavy jet time I've never had to take the yoke from someone that wasn't a student.

Think! Put yourself in the cockpit and think. WWY 'really' D.

Higher Math
 

disregard post - I misread the numbers. See what happens when I am under pressure!

News to me and that was one of the answers!! So go with it. It still seems odd. I went through it with a lot of smart a$$ people and none of us could figure it out. I went to government schools though, maybe that explains it.

288 is correct. 48 is way way not.

The formula (for the caveman pilots like me out there) is:

DME from station = (TAS*Time in minutes)/# of radials crossed.

So in the example: (360*8)/10= 288nm

The other thing I will say about questions like this is that you have to still treat it like an aviation knowledge test and not an exercise in dumping the gouge from brain onto paper.

In this question you first have to rough guestimate: 6*8 is 48nm traveled. Therefore you know you are greater than 120nm from the station (where 1 rad=2nm and another quick mental math calculation tells you that you are outside of 240 ~4nm/rad)....so any answer less than 240nm can be thrown out immediately.

Typically doing this sort of mental math quickly first will eliminate 2 of the three answers. This is especially true of the wind drift calculations as well as the IMN change or EPR change questions.

Cheers and good luck,

Prof

Great post Professor... the 60 to 1 rule is complicated but can be made simple. If you use a ratio of DME/60 you will get an accurate number of miles per radial. Examples

60DME/60 radials = 1nm/ 1 radial
30DME/60 radials = 1nm/ 2 radials
120DME/60 radials = 2nm/ 1 radial

So at 120DME every radial you cross you've gone 2nm
and at 30DME every radial you cross you've gone 1/2 nm etc...

If you understand this, it's just a little math to figure out any of these types of questions.

Here is some math out of an Air Force book to support the 60 to 1 rule if you're curious. Good luck at the interview!

6.4. Mathematical Data Supporting the 60-to-1 Rule.
C = (2) (3.14) (60)
C = 376.99 NM for a 60 NM radius circle




Because 1 NM = 6,076 feet or approximately 6,000 feet, we can therefore say: 1° = 6,000 feet at 60 NM. This relationship is true not only in the horizontal plane, but also in the vertical plane. If we were to make a 1o dive, then we would have descended 6,000 feet (1 NM) after traveling 60 NM. Through the magic of algebra, we can break this down to 100 feet per NM for a 1 degree dive or pitch change.

71Kilo and Professor thanks for the information.

Professor,
How do you determine heading correction for the crosswinds if you do not know the TAS. I understand how to do it for the runway when taking off or landing but not at altitude. Is there a difference? Also what is the IMN change you were refering to in your previous post.



Thanks for the help,

BFS

WD corrections are in the gouge...which I don't have anymore.

I'll look it up soon and get back w/ you.

IMN calculations...don't remember precisely, just remember I had one.

[QUOTE=
Typically doing this sort of mental math quickly first will eliminate 2 of the three answers. This is especially true of the wind drift calculations as well as the IMN change or EPR change questions.
Prof[/QUOTE]

I agree. Don't waste time figureing the actual answer. Use TLAR, procounced Tee-lahr. It stands for: That Looks About Right. You can easily narrow it to 1 or 2 choices. A little experince will tell you which one is correct. Too bad 288nm was not one of the answers on the GK test at DAL. Maybe it's a bad question? Either way use some tricks. Get the book "Mental Math for Pilots" It was a good refresher for me. As far as drift angles I use crosswind component speed divided by acft speed in MPM i.e. you have a 35 knot XWC and you are doing 420 TAS. 420=7 miles per minute and 35/7=5 therefore your xw correction is 5 degrees into the wind. Get the book and learn some quick cipher techniques. Doing cockpit calculus sucks. Good luck.

You are correct in what you say to do. I was just trying not to be long winded. Fact is that there are different scenarios similar to that one. Some necessitate taking over the aircraft. IE after repeated attempts. Some do not. Either way have a positive answer. The moral is not to be afraid of asserting yourself in the flight deck.

Yup, 288 is the correct answer, and yup again, the choices only go to 64. I picked 64, since it was closest to the right answer, although nowhere near close, but maybe they were looking for the 48 nm traveled and the question was simply mis-worded. Who knows? Another theory is that it's an intentional bad question to see if you'll waste a bunch of time trying to figure it out.

Also, there was one wind drift question that didn't include a TAS or Mach number, so it initially appeared to be impossible due to lack of information. However, if you look at the choices they are just four permutations of left/right crab and head/tailwind, so it's trivial to figure out the only one that could be the answer.

ACL is correct. You should not assume the scenario calls for "fighting" for the controls at 200 feet AGL. For instance, lets say you were performing an instrument approach to minimums (could be a CATII, or III) and the Captain did not respond to a profile deviation call, or even another repeated profile deviation call?

Delta has a two call rule. If the pilot does not respond, you assume incapacitation and perform the manuever appropriate to ensure safety.

Don't blow off interview prep. More people pass the tests than they do the interview.

Don't blow off interview prep. More people pass the tests than they do the interview.

This is becoming increasingly true. More and more people are not getting the interview answers correct. The two call rule is quite true, it is what they train. The exact question that I am referring to is bug -10 (ref-5) and below glide slope with no indication of correction. WWYD. Seems simple, but a lot of people are afraid to answer the way that they are thinking. They want to know that you can make a tough call in a difficult situation. That is all. It is not rocket science.

Gents,
Whatever happened to the possibility of Delta posting the order for 125 B787?
Anyone in the know?
Thx.

It's not going to happen until Delta needs them. In the near term they are going to stick with more 777s and holding on to the 767. It seems they have enough aircraft to cover the current expansion. They also do not want to start loading up on more debt.

787s won't be needed until the 767s are replaced some time around 2011-15 time frame.

Not only are there no delivery positions available for the 787, crew room rumors from those who have heard Anderson speak say that they are too expensive.

Senior management says that we don't need to worry about delivery positions; we can get them when we need them.

The above is quite true. From what I have heard, until there is a strong commitment from Boeing on a second production line, DAL and AMR will not post orders until they absolutely have to.