Just as gouged. Just like everyone else said, the job is yours if you want it. If you're a CFI and have studied Jepp charts well, you'll have no problem on the written and tech. The ATP written is taken directly from FAA test questions. They are ATP questions, but they're not difficult at all--pretty basic. Don't study anything with figures, although you'll want to know Jepp charts and know how to read a METAR and TAF well. I was given a METAR to read--no sweat. Both Tim and Sean are really great guys.
Everything really is as gouged, especially if you read the gouge just before mine. I was one of the 3 that made it in the group of 5 that the previous gouge mentions.

As far as the sim goes, I'd highly recommend practicing ILS approaches into LAX in Microsoft Flight Simulator. I'd recommend preparing using the following aircraft if you have a yoke for your computer. I'd prepare using both the Baron 58 and the Boeing 737. The Baron 58 sim is really touchy. However, you'll want fly well on the 737 in case they give you a jet simulator. It's really sluggish and doesn't handel anything like a 172. I was given the F-100 simulator (glass cockpit). The quirks are that your HSI is below and outside the area you cover in a typical instrument scan and you only have 1/2 a centimeter per 100 feet on your altitude tape. I though I was barely off my altitude, but as I looked at it, I was 300 feet off at times! I also ended up chasing the localizer.

Nevertheless, I passed. I thought I did terrible. At one point, I thought I'd fireball that jet on the side of the runway when I was landing, but I recovered. Bill will help you out a ton with pocedures.

Anyway, good luck to all who interview. You'll definitely get the job if you want it bad enough.

Just like the other interviews said it is pretty straight forward. Show up at 7:00am catch the bus, wait around, fill out some paper work, take the 50 question ATP test the questions are directly out of the Gleim book, then you go to technical interview: 1. Jeppessen Charts - APT Diagram, DP, Enroute, STAR, Approach - expect about 2 questions from each it is very simple, don't get too excited though make sure you look over your chart symbols before the interview.
2. Asked some basic questions about why you want to work for AE
Then we did the HR interview it was the basic questions.

This was my first interview and it was very interesting. Bring snacks we ate at about 6:30 am and were not dismissed until 1:30 I think I got the Axe due to low Multi time (both interviewers told me I needed more time in the interview)

4 showed up in the morning 2 were gone before the sims

yesterday 8 showed up and only 2 made it to medical

They are hiring a lot of people but they have not dropped anything from their interviews...

Good luck to anyone who applies it seems like a great airline

Study up on you HR questions those were the hardest for me, it is quite difficult talking about yourself to a stranger

Just as gouged. Arrived night before and met up with some of the other interviewees to study...(try to do this because everyone brings something new to the table and definately helped). Interview day started at 730am sharp. Met with Brad, very nice and professional guy helped to calm us all down. Watched a brief video on Eagle and a briefing on the days activities. They took our log books to audit them while we took a 50 question ATP written, no figures. Make sure for you log books you tab all your Checkrides, make sure all the times add up down left right every way possible. After the test one person was eliminated. Must get an 80% or better. After the test we were called in individually for the technical side of the interview while everyone else filled out more paperwork. The technical is 121 questions, weather, DP, STAR, approach, apt. diagram, and low enroute chart all Jepp. Just study the legend of the charts and symbols on RVR and you'll be fine and remeber they aren't looking for difficult answers...very straight forward. Next came some more paperwork and more waiting until we were called into the HR. Oh one person was sent home after the technical! HR is just as everyone has already said...pretty hard to blow this one but definately be yourself they see through BS.
Next is lunch then over to the sim.
Sim is pretty easy if you can fly in IMC. The airplane is not to fast so don't worry about that (ATR). The briefing is great before the ride. MAKE SURE YOU USE THE CHECK PILOT FOR EVERYTHING. Ask the instructor to set power, gear, flaps, CDI, you name it ask him to do it. They want this to see your CRM skills. The sim is straight forward, hold alt. and hdg. then track to a VOR for a hold, then two apprs. one with the FD one raw data and dont worry if you never have flown a FD its really easy. If you pass this you fast for the night and head to the Medical in the morning. expect to spend upwards of 6 hrs in the medical but the nurses are funny and time passes quickly. Good luck!!!!

The Interview was Identical to what I got from WFFF, The sim check was sooo awsome I have never been in a sim like that it was the saab 340 A week after the interview and receiving the letter of acceptance I was emailed a letter from American Eagle rescinding their offer of employment.
I was sooo bummed, I really wanted to work for AE. Good Luck!!!

The other interviewies were correct about American Eagle being friendly and part of a team. Five of us arrived at H.Q. about 7:20 am on the shuttle from the hotel. We were escorted by security to the recruitment section and sat in a waiting area until someone showed up (they don't start until 8:00 am). We were met by Janie Lynn and she escorted us to a room with desks. We were all told to relax, take off our suit coats (A/C wasn't working too well) and she showed us a video about the company. Then she passed out the written tests. A 50 question test and all were from the ASA ATP written test prep book. I had taken the ATP written test one week prior and reconized all of the questions from the book. No refer to figuers just straight forward questions. Also none of us had any questions about regulations.

We were all kind of on pins and needles sitting there waiting to find out if we passed. We were told that the scores would not be revieled and all of us would continue on with the HR and Tech. interviews. I had the tech. interview first with a Capt. named Phil. Nice guy and was there to see what you know. Also make sure your flight times are accurate on your pilot supplement. Make sure they add up vertically and horizontally. That was the first thing he mentioned to me. My times did not add up. I was kind of shocked because I spent alot of time on it and made sure my math was correct. It turns out he made the error and re-checked it with a calculator. It turned out to be fine. One of the applicants was struggling with his in the testing room while he was waiting for his turn to interview. Turns out he did not make it.

I was showed an approach plate (Jepp) and asked several questions:

1. Where is glide slope intercept?

2. RVR is 2000, tower reports 600 RVR, rollout is inop. can you land?

3. Describe ALSF 1 approach lightng system?

4. What is the angle of the PAPI?

5. What does CL mean?

6. What is the determining factor for landing, visibility or ceiling?

7. If glide slope goes inop., describe the landing procuder?

8. How many hours can you fly as an American Eagle Pilot per day?

9. Per month?

10. Per year?

12. What are the crossing restrictions on this STAR?

13. What is the dep. freq. if we take off from this runway?

14. Given a METAR, asked to read it outloud.

I had a few episodes of CRS (can't remember s&%$). Capt. Phil was helpful with little hints or prompts until I could remember. Although I could not answer a question on a METAR about seal level pressure in millibars (never use it) and did not remember how to add the 10 or 9 infront of it (you CFII shouldn't have a problem). When I left the interview I felt that I didn't do very well because I couldn't fire out all the answers to the questions. I took my time and read both sides of the plate and alll of the notes to see if they applied.

The HR interview was very relaxing. Claudia started talking and during the conservation threw in some questions:

1. Why do you want to work for American Eagle?

2. What makes you better than the others?

3. If there was one atribute you could change what would it be?

4. How do you handle criticism?

Felt very good after this interview. Also was complemented on my suit. All the others were wearing a black suit. Different colored ties and shirts but all still black. I wore a two-tone suit with an off-colored shirt and a very nice tie that my wife picked out just for this interview. I guess it worked.

After the HR interview I went back to the testing room and waited. A few minutes later Janie called me out of the room. My first thought was...o.k., here comes the axe. She then told me to go to the caferita and have lunch. When I came back there were only three of us out of the original five. One did not pass the written, and the other I guess did not pass the interview(s). We were then escorted to the shuttle for the flight academy and sim ride.

We were met by retired Capt. Bill. Very pleasent. Escorted us to a briefing room and gave us a briefing on the check ride. He said we would fly from the right seat. He also said to fly with two hands on the yoke all the time because the SAAB 340 is a pig (it is). He said not to touch anything and he will do all the work. You just need to prompt him to do it (check lists, tune/I.D. freq., set radials). We flew LAX 24R. Take off, climb to 3000, level off at 200 KIAS. Direct to Seal Beach VOR. Brief a hold. Vecotrs to final. ILS 24R approach w/ flight director, missed approach. He then freezes the sim and puts you back on the ILS approach at FAF inbound. This time fly the approach w/o the flight director to a full stop landing.

I did better w/o the flight director. It is very sensative and I was doing alot of small pitch changes. Once it was off, I just held a constant pitch all the way to touch down.

I did mess up on intercepting the localizer. Like he said it flys like a pig and told us while turning if you weren't quick the nose would drop. It did and I lost 200 feet and flew thru the localizer. I caught the mistake and corrected immediately and got back on course.

After the sim ride was over he told all of us to report to the physical in the morning. I guess we all passed. By the time we were finished we had been there 11 hours. Be ready for a long day. I didn't go to the physical in the morning with the other two applicants so I don't have any information on that process. I cannot start work for American Eaqle until December due to my present employment. I was told to come back in October for the physical since it is only good for 90 days. Hopefull I will be offered the job upon successful completion of the physical. Good luck!