Everything that has been written by the other candidates, was right on the mark.
There were seven male applicants in my group. Everyone made it to the sim ride.
I don't know if everyone made it. I didn't get a chance to talk to everyone.
This is what I remember:

HR Interview 20 mins
1.Why do you want to work for AE?
2. What one thing about your personality would you change.
3. What three things do you look for in a company?
4. Why should we hire you?
5. What was a goal that you never attained?

Tech Interview 30 mins
1. When is an alternate required?
2. Brief a Jepps approach (BWI)
3. Where is the FAF for the ILS? LOC?
4. When do we need a T/O alternate?
5. Which is controlling, RVR or VIS?
6. Asked to read a METAR and TAF (ORD)
7. Questions on a Jepp Enroute chart. (Northern Calif Area)
MEA, MOCA, Blue and Green Airports, Grid Altitudes, Mileage Distances
etc.
8. Have you ever failed a check ride?
9. T/O and Landing RVR questions, TDZ RVR, Mid RVR, Rollout RVR.
10. Situational Question: Captain descending through 10,000 feet at 280 knots,
what are you going to do
as a FO?

SIM Ride B-707
It was just as what the other folks have said. Depart LAX, Vectors to SLI, You
wont hold if you give the right entry, Vectors back to LAX, ILS 24 Right.

The introduction by the Capts was very comforting. All of the interviewers immediately make you feel relaxed right from the start.
The atmosphere was very impressive. Everyone's attitude was very "up
beat" through out the entire day and it is a long day. My arrival was at
0645 at the CPIV and I completed the sim at 1930 only to arrive at the
airport to have my flight (the last flight to STL) canceled by WX. make
sure you have all your "i"s dotted and "T"s crossed with your log
books. Expect the usual paperwork, PRIA, personal references, work
history. Have all of your checkride dates in the front of your
logbook.

HR
Interviewed with Yvonne Parsons Jackson, very friendly. The questions
were typical compared to those previously posted:

1. Why do you want to work for AE?
2. Give me an example of a goal that you started and were unable to
complete?
3. What would you change about your personality?
4. Where do you see yourself in 5 years?
5. What are your first choices of bases?

The HR portion lasted maybe 20 minutes.

TECH
I can't recall the name of the interviewer, I believe it was Brian
...Again it was a one on one. Right from the start it very relaxed.
Since I presently have a 121 job it wasn't a real extensive interview,
atleast that what he told me. Again, the same questions as posted:

1. How did you get started in flying"?
2. Have you busted any checkrides?
3. ORD TAF & METAR (real simple)
4. BWI VOR/DME 4
-MAP (DME or station passage w/no DME), FAF (no maltese cross), MSA,
5. Standard 121 takeoff alternate required
6. No situational, enroute chart or technical questions.

The entire tech session lasted approximately 45 minutes. It was more of
a "bull" session than an interview.
Be entirely honest and straight forward.

SIM
Try to be last if you can. Chair fly the profile. It's not to
difficult. You will be given the profile and expected call out and
power settings from the start. If you memorize the power setting and
call outs that's half the battle.

The profile:

depart LAX 24R. Climb rwy heading to 3,000'. Reaching 2,000'turn left
180. Another left turn to intercept SLI R250, descend to 2,500' (brief
the approach). At this point I was given 3 holding clearances. If you
get the entry type correct NO HOLD. One more turn north bound cleared
the approach ILS 24R. Again know the power settings and callouts.

All together it was one of the more enjoyable interviews I've had. I've
got a medical on the 22 of May.

Good Luck!

I'll keep this short to avoid posting redundant information. The Review that was posted on 2-18-00 is almost identical to what I experienced. We started with
eight applicants, lost two from HR and Tech, and picked up one that had failed
the sim three months earlier, and was invited back to try the sim again. The
interviews were conducted by four line captains who rotate out on a part-time
basis. The staff are very friendly and motivated people, and seem to genuinely
love working there. It is one of the most professional organizations I have ever
seen. My best advice would be to be honest and confident, without being
arrogant. Good Luck!

P.S. Know some trivia about Eagle! The number of pilots, aircraft, bases, date
the company started operations, where at, the name of the original company, and
where it was based. Airline Pilot Careers for April 2000 has a great article on
American and Eagle both. I would recommend reading it

Submitted Application Mid to Late Feb Called Early March
Interviewed Late March

My impression on the phone was that they were fairly open for those
people that they wanted to interview. This was reinforced when I
interveiwed. There were only 4 candidates. Two CFIs (one with some 135
experience), a part 91/135 charter guy flying Citations/Lears and myself
(Military/121 experience).

Everyone throughout the day was very helpful and cordial. They need
pilots and want you to succeed (or so it seems).

I arrived in DFW the evening prior. Stayed at the Days Inn for $58.
Ate a quick dinner and then did the requisite review on FARs and current
aircraft. In bed by 1030.

Up at 5am to shower and hit the buffet breakfast at 6am. Caught the
shuttle back to DFW at 630am. Then the Shuttle to Centerpoint 4. I
arrived at a few minutes before 7am and signed in. CP4 is the Sabre
building as well. Make sure that when you get on one of the shuttles
you ask if they are going to the Sabre building. The AMR shuttles
aren't supposed to drop off at Sabre and vice versa. Chit chatted with
other candidates for 30 min or so. At 730am an ATR and RJ Captain met
us and led us back to a conference room. They gave us a brief rundown
on Eagle history, domiciles, flow through, aircraft, growth plans, etc.
Answered any questions. They really want you to know what you are
getting into and feel good about it. They also collected logbooks and
updated flight time grids. Flt time grids were only required if your
times had changed appreciably. Make sure that all checkrides are noted
with date and passed/failed in the front of your logbook or on a piece
of paper. They put on a "motivational video" and told us to sit tight.
The Captains doing the interviews are line Captains that are helping
out. They are people that you could/will be flying with and are very
laid back for the most part.

About 5 min later, Yvonne Parson-Jackson came in. We filled out paper
work for about the next hour or so. PIRA, Employer Verification, etc.
A copier is there if you need to make copies of any docs. You will need
an original of your state driving records for any states you had a
Drivers Lic in during the last 5 yrs. Must be current with in 3 months.

Then the fun began.

Very friendly and congenial. Layed out the process and what we were
going to go over. As best as I can remember (not necessarily in order):

HR Interview - done with an SAAB Captain

What made you want to start flying.
Tell me about your aviation career.
What can you provide that to AMR Eagle that others can't.
One thing that you were unable to complete.
What one thing about your personality would you change.
Why Eagle.
First choices in domiciles.

Tech Interiew - Another ATR Captain

Asked the mandatory aircraft incident/accident questions
Tell me about your aviation background
Tell me what CRM means to you
What does a good FO do
What was your worst emergency
What kind of engines
How many SHP
Tell me about the PT-6 Engine
this is pretty broad so I asked what he wanted to know specifically.
Asked what makes it different from many turbines.
What are the deice systems on the aircraft
What is the differential
What is the procedure for an Engine Failure in flight
How much fuel does it hold
Ever failed a checkride

Broke out a BWI Approach Plate

Brief the approach
Big black arrow
What's the Maltese Cross
What's the MAP
What is the Diff b/t DA and DH
We get to the DH and see only the ALS. What do we do.
When can we land.
The approach had a VDP and asked if I could descend at 2 miles
What is the MSA
When do we need and Alternate
When do we need a T/O Alt
When do we need a 2nd Alt
Can we T/O with RVR 600/1000/600.
What do we need to do so.
Can we land if 001 OVC and 12 miles
Read a METAR/TAF

Broke out a Seattle sectional

How fast can we go in the Class B airspace
How about at 3000' here (under the shelf)
What is the MEA
What does it guarantee you
What does the T mean (MOCA)
What does it guarantee you
Can we cross this VOR at 5000 ft (Crossing restriction note)
What is the X on an airway that changes drx mid leg
What do blue/green airports signify
What does a closed Triangle mean
If we lose our ADF what do we do
List some of the mandatory reports to ATC
How can we get updated weather in this area
What is this number (Grid MORA)
How would we enter this published hold

That was pretty much it. Chatted with both Captains a little at the
end. Asked specifically how the scope clause worked and how the pilots
at American felt about it.

The corporate guy didn't make it though the interviews so that left only
3 to go to the Sim.

B707 Sim. Same as previously listed. The evaluators MIC will be MEL'd
so you make all calls. Anytime you make a gross power change, there is
an associated checklist (Climb, Cruise, Descent, Approach, Landing).
Make sure that you get the Approach Briefing done while you are inbound
to Seal Beach VOR (you have about 15 miles). Things happen too quickly
after Seal Beach.

The recommended fuel flow settings are right on.

The gouge pitch settings that they gave us are: T/O: 10deg up, Climb: a
couple less to maint 180 kts, Cruise: 4 deg up, Descent: 0-2deg up. You
should never have the pipper below the horizon.

If you want to tweak power by 1-200 pph just put you hand on the power
levers and ask the evaluator to give you another couple hundred pph.
Use the trim button. Use the trim button. Use the trim button. Even
though it is a 707 sim, it still flies like an airplane (push yoke
fwd...trees get bigger).

Good Luck

HR Interview 15 min 1. Why do you want to work for American Eagle?
2. Why should we hire you?
3. What are you're two choices for a base?
4. What one thing about you're personality would you change?
5. What would be the differences between working at Airnet vs. American Eagle?
6. What's one thing you have started and did not complete?

Tech Interview 35-40 min
1. What made you start flying?
2. Jepp approach plates (BWI)
3. Asked what was this big black arrow? (Highest obstruction on plate)
4. Where is the FAF for the ILS? LOC?
5. What is the MSA? What does it guarantee you? How far?
6. Where is the missed approach on a ILS? LOC?
7. Where is the missed approach on a VOR with no FAF?
8. When do we need an alternate? 91 & 135
9. What are STD alternate mins?
10. When do we need a takeoff alternate?
11. Past the FAF WX goes below mins can we continue? What about before the FAF?
12. Was asked to read a metar & TAF
13. Was asked to brief an approach into BWI
14. Which is controlling RVR or visibility?
15. Asked about airport lighting?
16. Jepp enroute chart (LA area)
17. What is 5000 4000T? What do they guarantee you?
18. Asked about FSS communications with a VOR?
19. Asked what's the difference between the blue & green airports?
20. Asked make & model of current Aircraft (Lear 35)
21. What kind of engines?
22. How much thrust?
23. What's MMO & VMO for the Lear?
24. How much fuel does it hold?
25. Tell me about the fuel system?
26. Where do you see you're self in 5yrs?
27. Have you ever failed a checkride

SIM Ride B707

The SIM ride is very straightforward they are looking for basic IFR skills. They brief you on everything you need to know about the SIM and the profile they want you to fly. You have approx 10 minutes to copy the profile on the Jepp plate RW24R @ LAX. You takeoff RW 24R LAX climb to 3000 runway heading. You are given a few vectors in the climb to 3000. Intercept the 250 radial to the Seal Beach VOR. Was given a few holding instructions and was asked how to enter each hold. If you answer correctly you should not have to hold. Then was told to cancel holding clearance, this would be vectors for the ILS 24R @ LAX.

Takeoff Power 1.8EPR
Climb power 5500pph 180kts
Level power 2800-3000pph 200kts
Decent power Idle 200kts
Initial approach 3500pph 160kts Flaps 14
ILS approach 3500pph 140 flaps 25 & Gear down
Bank angle of 25 degrees works the best

Everyone at American Eagle was VERY nice and helpful company morale was very high. The entire day was 13hrs long so be prepared. We where given 1hr for lunch in the company cafeteria (very nice) I recommend not going first in the sim so you can study and practice the sim profile and call outs. The sim ride lasted 40minutes 10 minutes of that is the briefing on how to work only the stuff you will need. I was offered the job the next day!!