Interview is a 1 day deal in MSP at NATCO. They will fly you there and pay for the hotel. There is a free shuttle that runs between the hotel and NATCO every 20 minutes. This is the same hotel the NWA pilots in training stay at. Day starts early. They will greet you and take you to a little room where your paperwork and logbooks are collected, and you are given a binder containing profiles. Some were given 747-200, some 747-400. You have 30 minutes to study, then an instructor comes and gets you. You are also given a confidentiality agreement to sign, hence the lack of gouge. For this reason, I'm going to be fairly vague. Once in the sim, with little discussion, you're given choice of seat and told to let them know when you're ready to fly. Profile is very simple, takeoff, flaps retraction profile and speeds, intercept a radial, enter a hold, vectors for an ILS to landing. All hand flown on raw data. Was not difficult. Use good CRM. After that, an HR person goes over all of your paperwork and asks if there's any last minute changes or anything you'd like to add. You'll be given a interview time, and told to hang in the cafeteria or front lobby ONLY as the foyer area is "for employees only". Some of us had a 2+ hour wait. The actual interview was with a panel of 2 pilots and an HR rep. There were about 100 TMAT questions. They are the same kind you'd find in any interview prep book. There were just a few technical questions, mostly about whatever airplane you currently fly. There was no written or psych test. Every time you answer, they write furiously, but give you little feedback. They did make me feel at ease, though, through the whole process. After that, you're told to expect to hear something "sometime next week" and sent to a clinic for drug testing on your way back to the airport. If you're hired you get a call, if not you get an email. So far, only 4 of 8 interviewees that day have been hired. Several interviewees who were hired recently have been told there's a good chance they'll get 747 SO in ANC, despite the fact that they were told before and during interviewing that all positions open were DC-9 in DTW. So if Alaska in the winter isn't your thing, keep that in mind. Good luck to all.

Use the Comfort Inn, it is clean and has a shuttle that will pick you up at the training center and airport. There are lots of places to eat around the hotel.
Delta still has the same knowledge test. They once again threatened they would change the test at the end of the month. Some of the questions are already modified. Such as a question like "What are the negative affects of swept wing? was Dutch Roll is now low CL and high stall speed"
The questions are very similar if not word for word to the gouge listing out there. While you do need to know holding I did not have any questions asking me about the actual heading on procedure turns or timing a 90/270 as may have been implied on some gouge. Aerodynamics is the majority of the test. Understand the principle s of critical mach, IAS stall speed, local speed of sound, mach, max endurance, max range, and how all are affected by weight, altitude, temperature, and the shifting of cg. Know how to break down the descents in feet per nautical miles and translate that into feet per minute. That is all I can say about the test. Everyone had the gouge in the testing phase and it still took most of the people the 42 minutes to complete the 42 questions.

Cogscreen:
Stacy Vreen is a doc in ATL. He will give you a practice test for 500 bucks. 404 761 2166. He is off the East Point station of the MARTA so you can fly in and train it to his office 2 stops from the airport.

3 ways this test is graded. Accuracy, repsonse time, and accuracy per minute. You can be fast and get some wrong or you can go even paced and get almost all right. The combined score is the key.

Tips for the tests:

The localizer on the horizontal line. You must keep the localizer centered and the farther it extends from the center point, the faster it speeds to the edges. You are graded by how centered you can keep the line. Count 1 one thousand. In this time you should have tapped the key once left and once right. You do not have to go bezerk on the keys. This will be combined with a previous number recall. I can't say much about the number recall as it is simply picking the number that previously appeared on the screen.

Mentally the arrow border test really makes you think when you have to deduce what the rules are. Memorize the three rules Arrow color, Arrow direction, and Border color.

Decoding - U=1 X=2 3=L T=4 5=- 0=6 I thought this code would be different from the test I took but it was spot on the same. memorize the code and if it is different than you will know during the practice test. The practice test has the code you will use so go slowly during the practice test and memorize then and score high later.

Glideslope - Wait for the glideslope to dip into the red areas before you hit the center button. This does not have to be lighting fast and the glideslope will try to fake you out. Relax and wait. This test is combined with a comparison of a series of numbers that look like license plates.
The biggest tip here is to know that after you hit the same or different button the glidslope does not recenter so this test has no breaks, get right back to that glideslope.

The short math test is the same. The train question (which has a wrong answer in the gouge) peaches and pears, quarters, are exactly the same.

Man with a flag. Know that there are only 8 total combinations on this test.

Check this link for the detailed examples and even some video.(I wonder how long this will stay up)
http://www.cogres.com/ShowPage.asp?page=CogScreenTests.asp

The questions in the interview were if you had moderate turbulence ahead to the left and and tall cell sitting to the right of you but you believe you can top it. The capt elects to go through the moderate turbulence, WWYD
There is a cell sitting of the approach end of the runway and the captain tells you he will land and does it all the time WWYD?
You are on a visual approach in a non-radar towered airport. The captain is lined up with the wrong runway WWYD?
There is windshear reported on final and the captain elects to continue WWYD?
The captain is continually dipping below minimums to land it you are passing the marker WWYD?
The typical seeing a cap drinking and F/A stealing.

Numerical and Alpha recall.
hitting in sequence numbers in boxes. called pathfinding. If you know your numbers and alphabet you should do well but there is a combination test of numbers and alphabet. Memorize 1a 2b 3c 4d 5e 6f 7g 8h 9i 10j 11k..all the way to z.

Tones - either you are tone deaf or you are not.

Blocks - try to make shapes you can remember or letters out of the blocks in the 4x4 boxes. This will help you remember if the boxes are the same of different.

Grouped recall - numbers are given to you one at a time up to a 6 digit number. Read back all the numbers backwards. Keep the numbers grouped in your head. Don't remember 1 6 9 4 6 7 think 169, 467.

Stickman with flag has 8 possible combinations and can face 4 possible directions. Realize that in each of the 4 combinations that 2 of the combinations will be the same as you and two will be reverse. Simple test but if you dont think before the test...the results can be slow.

Good Luck!

Only 2 of 8 in my interview group got hired, and I was not one of those two. Of the 6 of us who did not get hired, 2 (including myself) failed for the Cogscreen test, and the other four failed for the face-to-face interview. Because I only failed the test portion, I will have the option of returning in six months to re-do the entire process -- those who failed the face-to-face don't have this option. As far as the gouge is concerned, the info on this site and others is spot-on (I got to see my scores, and I scored over 90% on all tests, including 100% on the Aviation Knowledge). However, Arnie Kraby (Manager of Pilot Selection) once again stated that they are fully aware of the gouge and that they are planning to change the test this month, so take it all with a grain of salt. The only question I can remember that was not in the gouge went something like this: You are on the 173 radial with a heading of 180 and you want to intercept the 138 course -- what heading should you fly? Choices were something like 080, 120, and a couple others that made no sense. I put 080 and I guess I got it right. As far as the Cogscreen goes -- may God be with you. I failed it by two -- count 'em, TWO -- points, all because of one particular section. There is apparently no way to prepare for it, so best of luck.

Only 2 of 8 in my interview group got hired, and I was not one of those two. Of the 6 of us who did not get hired, 2 (including myself) failed for the Cogscreen test, and the other four failed for the face-to-face interview. Because I only failed the test portion, I will have the option of returning in six months to re-do the entire process -- those who failed the face-to-face don't have this option. As far as the gouge is concerned, the info on this site and others is spot-on (I got to see my scores, and I scored over 90% on all tests, including 100% on the Aviation Knowledge). However, they are fully aware of the gouge and that they are planning to change the test this month, so take it all with a grain of salt. The only question I can remember that was not in the gouge went something like this: You are on the 173 radial with a heading of 180 and you want to intercept the 138 course -- what heading should you fly? Choices were something like 080, 120, and a couple others that made no sense. I put 080 and I guess I got it right. As far as the Cogscreen goes -- may God be with you. I failed it by two -- count 'em, TWO -- points, all because of one particular section. I have been told that a flight doc in Atlanta, telephone 404-761-2166, gives the test for a fee for practice purposes. I will definitely be using him when I reapply in six months.

Previous gouge is accurate. Overall impression is that they are cool folks, they want to hire people, and they put you at ease right away. Didn't sense any wierdo techniques you could see during other interviews...very strait forward. BE HONEST and APPROACHABLE.
Be yourself during the interview and relax, these guys want to hire you, don't give-em a reason not to. I got the drunken captain scenario....stand your ground but avoid needlessly highlighing anyone and that includes all crewmembers. Overall remember flight safety customer service and efficiency. They have a delta airlines history book in the lobby where you'll be waiting.

Suggest peeking at the book "Acing the Technical Pilot Interview" and blaze through it on a weekend. Look at the holding pattern section in the FARAIM. Mental math on the pracical test included tasks like airspeeds, descent profiles, basic cockpit math, fix-to-fix initial headings. I used the scratch paper given and drew a God-s eye view of all the holding and fix to fix stuff to retard-proof it all. Know how to compute the distance between 2 lat long coordnates (1 question on the test)

The cog test was a ballbuster for some folks. The closest parallels that I can think of that will give you an example of the "tasks loads" during this test are things like: playing galaga or mario-cart and reading a TAF at the same time. Read licence plates while text messaging. Imagine a set of numbers 1 thru 6 and associating a set of symbols that correspond to them. You get a set of symbols and have to crunch the numbers. They had an audio cog test that was exactly like playing "simon says". USE THE ERASER method, mouse is to slow.

Personality tests were simple. Be HONEST and consistent. The day 2 psych visit is still very much an interview.

stay at the comfort inn

Good luck!