Delta Interview

[slinky]

Any gouge on how to answer these two Qs?

1. You are on the 090 radial at 20 DME. What heading would you fly to go direct to the 60 DME fix on the 190 redial of the same VOR?

2. You are on the 090 bearing to the station. The wind is 360 at 50. What heading will you need to fly to track inbound to the same VOR on the 270 degree redial from the station?​

1. 220 ish. I do not have a heading card in front of me but that is a quick quess. Pencil methood point to point.

2. Without knowing the aircraft TAS it is not accurate. This would allow you to decide your crab angle. Thus one can only guess the answer would be something less than 090 but likely more than 060.

Drift angle = cross wind component * 60 / TAS

ergo 50 knots cross wind ( full component at 90 deg off heading) * 60 / TAS

assume TAS 300

DA = 50 * 60 / 300 = 20 deg

090 - 20 = 070

Slinky

 

[ACL65PILOT]

Exactly. There are some on there that you just need to WAG. Fact is that the Aviation Knowledge test is the least of your worries. There were a lot of wrong answers on the gouge, but remember this. It is a gouge, not the answer key. Delta buys this test from a supplier. The questions have changed a bit since I interviewed a few months ago, but when I interviewed it was the intent that was correct. IE study the question and what it is asking, not the answers. If you know the formulas in the gouge you will do quite well. I had about five questions that were the same from the gouge.
Over all it is not that difficult. If you have a decent amount of flight time and experience it will be no big deal.

 

[terryhfly]

Don't worry about the cog. test. It was actually the easiest part of the day. The one that has you list the numbers backward were all single digit numbers. The test that has you rember the key (@=2, ^=7) is repeated a couple times later in the test so rember it. If you play vidio games this test is pretty easy. You have to do different things with both hands at the same time.

The aviation test was 40 questions in 40 min. Most of the questions were from the gouge. Some were the same type of question but with some changes. You just need to read the question and think about it.

If I can answer an specific questions I will try and remember. But if I help you, you had better get hired. That way in some small way I could live vicariously through you.

 

[~~~^~~~]

I've been trying to learn about this process also. From the de-brief's I've heard....

Certainly spend time practicing your answers to questions about "Tell me about a time you helped a customer," "Tell me about a time your leadership failed," "Tell us about yourself." The interview portion is over in a flash (30-45 minutes after a review of your paperwork). With three people on the panel that is only one of two questions from each. You want to ensure you can briefly (2 minute answer) hit your high points and try to score maximum points. While preparing go back through your transcrips all the way back to High School. I forgot that I had been President of a couple clubs, Dean's list in College, etc. All of these examples of success help the candidate look good.

As I understand it (and I'm no expert) Delta uses a very objective process to maintain consistent results on different days with different applicants. This is why some days everyone gets the conditional letter and on other days only a couple get the letter.

My understanding is the Delta interview is like a Type Ride. If they called you, they want you to pass. However, there are several areas where you can make mistakes and deny yourself the opportunity - and - like a Type Ride failure in one section can't be made up by doing well on other portions. You have to meet standards in every section. Even after the interview, you can make errors in the Psychological evaluation, or get hung up on medical issues (FAA Class 1 with a harder hearing and vision test). The whole process is very thorough. But, they are not looking for Chuck Yeager. Like most airlines they are looking for solid, safe, pilots who show up for work on time, nice people and people who can pass training. In fact General Yeager has probably crashed a few too many airplanes to be hired by Delta.

Good luck - everyone really is pulling for you and there to see you make it.

It is neat to see what is going on down there on Virginia Avenue.

 

[737 Pylt]

So fins:
Does this mean that you are trying to become part of the Evil DL pilot empire?

Oh the hypocrisy???
What will you do about all that scope that is harming your fellow regional brothers and sisters!?

737

 

[~~~^~~~]

737Pylt:

This thread is intended to help people interested in getting on board at Delta with positive information. I think everyone is bored to death with an arguement that started in 1999. If you want to keep it going, PM me. But for the record - you won. There are 10 DCI carriers in our only hub and ASA is positioned to be replaced by non-ALPA pilots. All the destruction we saw coming is now a fact and soon to be a footnote in history. It is a shame. But at least I participated in an effort to try to save our airline and by extension a small part of the profession. I continue to believe "inclusive scope" which would result in all Delta flying being performed by Delta pilots (who would be junior to you) is the right direction - but - now that non-ALPA pilots perform most of the 49% of Delta flying done by subcontractors it will probably never happen. You won, you won, you won. How many times must I repeat the same drivel before you accept, you won? Those who wanted an inclusive union, lost. The indians will take back the West before small jet pilots can try to attain scope that would protect their jobs and raise the floor of this profession.

Again, this thread is to try to help people who are trying to get on board with a great airline. Will you contribute anything? You have experience we don't have.

 

[Blucher]

737Pylt:

This thread is intended to help people interested in getting on board at Delta with positive information. I think everyone is bored to death with an arguement that started in 1999. If you want to keep it going, PM me. But for the record - you won. There are 10 DCI carriers in our only hub and ASA is positioned to be replaced by non-ALPA pilots. All the destruction we saw coming is now a fact and soon to be a footnote in history. It is a shame. But at least I participated in an effort to try to save our airline and by extension a small part of the profession. I continue to believe "inclusive scope" which would result in all Delta flying being performed by Delta pilots (who would be junior to you) is the right direction - but - now that non-ALPA pilots perform most of the 49% of Delta flying done by subcontractors it will probably never happen. You won, you won, you won. How many times must I repeat the same drivel before you accept, you won? Those who wanted an inclusive union, lost. The indians will take back the West before small jet pilots can try to attain scope that would protect their jobs and raise the floor of this profession.

Again, this thread is to try to help people who are trying to get on board with a great airline. Will you contribute anything? You have experience we don't have.

Thank you, Fins. That is without a doubt the best post I have ever read on this board. Bravo, sir, bravo!

-Blucher

 

[737 Pylt]

737Pylt:

This thread is intended to help people interested in getting on board at Delta with positive information. I think everyone is bored to death with an arguement that started in 1999. If you want to keep it going, PM me. But for the record - you won. There are 10 DCI carriers in our only hub and ASA is positioned to be replaced by non-ALPA pilots. All the destruction we saw coming is now a fact and soon to be a footnote in history. It is a shame. But at least I participated in an effort to try to save our airline and by extension a small part of the profession. I continue to believe "inclusive scope" which would result in all Delta flying being performed by Delta pilots (who would be junior to you) is the right direction - but - now that non-ALPA pilots perform most of the 49% of Delta flying done by subcontractors it will probably never happen. You won, you won, you won. How many times must I repeat the same drivel before you accept, you won? Those who wanted an inclusive union, lost. The indians will take back the West before small jet pilots can try to attain scope that would protect their jobs and raise the floor of this profession.

Again, this thread is to try to help people who are trying to get on board with a great airline. Will you contribute anything? You have experience we don't have.

Fins:
Check your PM's

737

 

[Heavy Set]

I hope fins does get on with Delta. My friends over there think good things are coming up for them, with expansion and growth around the corner. It appears they have gotten their financial side in order, and will be able to compete better in the future. Yes, it probably stung getting to this point, but hopefully they are on the right track.

 

[ACL65PILOT]

I believe that FINS will be a Delta pilot in the next few months. Congrats to him and all that are on there way over here.

 

[FDJ2]

737Pylt:

But at least I participated in an effort to try to save our airline and by extension a small part of the profession. I continue to believe "inclusive scope" which would result in all Delta flying being performed by Delta pilots (who would be junior to you) is the right direction - but - now that non-ALPA pilots perform most of the 49% of Delta flying done by subcontractors it will probably never happen.

Don't kid yourself Fins, you participated in an effort to abrogate the collective bargaining agreement of an airline you now aspire to join.

Your lawsuit would not have created brand scope, it would have decimated any meaningful scope on any aircraft and you know it.

If the RJDC were to prevail, no scope language could be written that would prevent or limit the outsourcing of DL code on all equipment.

The RJDC sponsored litigation does not differentiate between wholly owned or not, ALPA or not, but what it does do is paint with a broad brush in its efforts to deny pilot groups the right to negotiate scope with their employer. BTW, you were never an employee of DAL.

The RJDC litigation does not support a single list, as a matter of fact the relief section asking for a single list was pulled out of the lawsuit by the RJDC shortly after the mainline started to furlough, which only serves to highlight the self centered nature of the lawsuit to begin with.

You have consistently tossed disparaging commens towards DAL pilots and their MEC and now you want to join them, that is just a little hypocritical.

 

[CesnaCaptn]

1. 220 ish. I do not have a heading card in front of me but that is a quick quess. Pencil methood point to point.

2. Without knowing the aircraft TAS it is not accurate. This would allow you to decide your crab angle. Thus one can only guess the answer would be something less than 090 but likely more than 060.

Drift angle = cross wind component * 60 / TAS

ergo 50 knots cross wind ( full component at 90 deg off heading) * 60 / TAS

assume TAS 300

DA = 50 * 60 / 300 = 20 deg

090 - 20 = 070

Slinky

Does * equal "times?" If so, then by the work shown it should be 50 times 60 which equals 300 divided by 300, which equals 1. What am I missing?

What about this questions:

You are flying at 0.86 Mach, and you elect to slow down for operational
purposes. Below what airspeed do you have to advise ATC? 0.85, 0.84, 0.83, 0.82. The answer shown is .84 the equivalent to ten knots.

Is that correct? 5-3-3 (e) of the aim states,"Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan." I would think that the 5% part of the rule would apply at this speed and the answer would be .82.

 

[terryhfly]

That is one of the questions on the test. By the way

 

[Truckdriver]

Does * equal "times?" If so, then by the work shown it should be 50 times 60 which equals 300 divided by 300, which equals 1. What am I missing?

What about this questions:

You are flying at 0.86 Mach, and you elect to slow down for operational
purposes. Below what airspeed do you have to advise ATC? 0.85, 0.84, 0.83, 0.82. The answer shown is .84 the equivalent to ten knots.

Is that correct? 5-3-3 (e) of the aim states,"Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan." I would think that the 5% part of the rule would apply at this speed and the answer would be .82.

Actually 50 * 60 = 3000. So the answer using 300 kts should be 10 degrees. I do agree with you on the other question. I would use the 10 knots when I'm flying with reference to knots and the 10% when I'm flying with reference to mach. I would say the answer is .82 mach.

Now how about this one.

You are on the 270 radial. Hold east on the 090 radial 20 DME fix, 20 mile legs. Wind is 360 @ 20kts. What radial will the bearing pointer be pointing to before you turn inbound?

And this one.

You are taking off runway 09 with the winds 360 @ 15kts. Runway mag heading is 092 and actual aircraft heading on the runway is 088. What heading do you fly on takeoff if told to fly runway heading? I would say 088.

 

[~~~^~~~]

(1) .84 Mach works out to be about 11 KTAS - seems like the best answer

(2) Without knowing your speed, you can not calculate your correction. Figure the bearing pointer is going to be towards the left rear of the aircraft, something around 220? It sounds like a question where they are wanting you to come up with a "that looks about right" answer.

(3) You are correct. Per the AIM (and Gleim test guide) runway heading is maintaining the heading the aircraft was on going down the runway WITHOUT any correction for wind.