I'll skip the detailed review as the above gouges are dead on. The sim profile given above was exact except it missed a couple of critical mentions I'll add. You do everything by raw data - no flight director. Your NFP is another interviewee and be prepared for them to be a contributing factor in your success or failure during the sim ride.
What I want to express to ASA hopefuls is something you need to consider and weigh seriously before going to interview with them.

The sim evaluation will make you or break you and in my case it broke me, though I inferred from the chief pilot's comments on my exit interview that I would not have been hired even had I passed it due to my recency of flight experience being less then what they look for so consider that as well.

Here's the deal. I'm a fairly good pilot, maybe a little above average for my experience level. The kind of experience I do have for someone as low-time is a little more advanced then usual I could say. NOTHING, I have ever done and no aircraft I have ever flown, including a TBM-700 even came close to providing me with the type of experience one needs to pass that sim evaluation.

If you have no glass cockpit time, no experience in a level D sim, no CRJ training at all you have very little chance of making it through that evaluation. Everything you are taught and have learned about flying airplanes to date if you are around 550tt to 600tt, well.. just go ahead and throw it out the window. Flying a glass panel using a PFD with its speed and altitude tapes is vastly different then flying analog equipment. With no glass cockpit training or sim time be prepared to do poorly. I studied and studied images of the CRJ panel, read article after article on using an EFIS systems and still it did me no good.

Some of the previous gouges state "just fly it like you know how"...Not true. Everything is opposite. From how you read the ADI to how you control altitude and airspeed...In the CRJ 700, it's all about pitch. The aircraft is inherently unstable, and even pilots that have thousands of hours in type will confess it's a very hard aircraft to hand fly. And if you are not a pilot that has very strong fly it by the numbers skills you will walk out of there with your head hung low and very very humbled. If you can even just scrape up enough money to do one sim lesson at flight safety prior to your interview your chances of getting through that sim eval will be improved by at least 80%!

Sorry to be so negative guys but I don't want to see any of my low-time brethren out there get their dream dangled in front of them and ripped away at the last second like I did. Don't do this sim eval until you get some appropriate training. As stated above, even an hour will do wonders.

There were three of us that did the sim eval. The only one who got the job had previous time flying a Falcon and had CRJ sim training.

Alright the interview, written and sim are pretty straight forward. To help study i would recommend the ATP Gliem (all chapters except the ones specific to a type of aircraft, 727 b1900;etc.)the intro section of the jepp approach plates. STUDY FAR 121.651. and the Electrical and landing gear systems on your twin or complex aircraft. Day 1:
Starts at 1pm at the ASA building, of course don't show up at 1 get there early. Starts off with a welcome to ASA power point going over company info. There are 5 people that interview so based on how many people are there dictates what you do next, either a 30 question written or the 1on 1 interview. I was the first one to go do the interview and test and i was done by 230p so expect about that long.
Written:
30question multiple choice, pretty easy, what does a flashing read light gun in the air mean, your cleared to cruise at 4000ft what does that mean, question about advection fog, couple 121 regs, couple CG questions on how does a forward or aft cg effect stall speed how does it effect stability, Vmc question or 2, if you have ever picked up a book about flying you should do fine,remember we deal with this stuff everyday. Just relax! 80% is the min passing score

Interview:
If you get Lou S. that sucks he's the new interviewer and he always feels rushed for time and therefor can tend to rush you a bit just think before you speak and you'll be fine (other guys have a routine down which makes it a bit easier). Starts off with reviewing your paperwork and simple stuff like why ASA. Whats 3 things your mom would say are bad traits in you (then he states that you cant say that you were messy everyone says that and its been played out) What twin did you fly?
Explain the electrical system on the twin
Know amps and volts and if the alt. are belt driven or how the gen. work
How many elec. Buses are on your twin(look at the schematics ch. 7 in POH.
How does the landing Gear work, again Ch 7 poh there should be about a paragraph on each of these systems just memorize that and spit it back to him word for word if you want.

Then out comes the low alt en route jepp chart. Shows you your take off airport and your landing airport (albany ga.) and shows the victor airway connecting them(if its the same victor airway i got be careful it goes over a lake so choose your cruising alt carefully):
What alt would you file for
Tell me about this VOR
Tell me how far this point is from the VOR
why does this fix have 6,000MRA by it what does that mean
how can you identify this fix
you lose your radio hear what are the rules what would you do(remember to ask VMC or IMC)
Your coming into albany your cruising 15,000ft you lose your radios in IMC, at what point would you descend. (Fly to FAF and descend in holding pattern).
Can you file a flight plan for 18,000ft? (this was a bullshit trick question, the answer was no because that doesn't exist there is only FL180 or some bullshit like that,you could however file for FL180)
your at FL350 and want to descend and cruise FL180 can you? think altimeter settings...
Then out came the approach plate and a 10-9A chart, i was given an ATIS with vis and ceilings asked if we could take off, do we need a talk off alt? could we land back at that airport with that weather, remember RVR is controlling not visibility on an approach plate. then some 121.651 questions inside FAF vis drops can you continue the approach, outside FAF etc.(RVR IS CONTROLLING FACTOR)
That was all the big stuff i can remember some smaller filler questions here and there like oxygen requirements and airspeeds think about it don't blurt out the first nervous thing that rolls off your tongue like 2,500kts when we all know its 250kts below 10.0 (thats one nice thing if you are wrong in most situations they will throw out the right answer and ask if that sounds about right).
If you can make it through that they will invite you to do a sim ride the next day.

SIM and Day 2
Show up at flight safety at 7am starts off with a hi how are ya chitchat and a briefing on the CRJ 700 sim and cockpit layout they give you just about everything you need to know if you have a question ask they are really nice and really want to make sure you have everything you need. You get a sim partner and they can do anything for you except fly the airplane for you(well they can while you are writing or figuring out a hold but they will just freeze the sim)
They tell you the profile its no secret but here it is if you're dying to know. Takeoff and climb runway heading to 5,000 ft initial climb pitch is 15*, passing 1,000ft reduce to climb power and 7* pitch, flaps up gear up. maintain 250kts. level off at 5,000ft lead your level off by at least 400ft or you will bust for sure. Left turn to a heading at 30* bank(all turns are 30* bank) turn back to initial heading and upon reaching that heading climb to 8,000ft using climb power(have your sim buddy set all power settings for you and have them select heading speed and alt. bugs for you) at 8,000ft level off 250kts and about 62% N1 have sim bud set that for you. Do a 180* turn at 30* of bank at 180 direct turn back to initial heading, no level out. bank to bank. once back on initial heading expect direct to the vor and a hold, then about 15nm out they give you a hold, me and the second guy got teardrops and the 3rd guy was on the line for either a teardrop or a parallel. You can have your sim partner fly while you draw out or whatever you do to figure out the hold(they just freeze the sim so don't worry about screwing it up for the other guy)(they will state that no EFC time is necessary so don't worry about asking but remember to slow to your holding speeds if necessary. if you get the hold entry and heading right they will let you do the initial turn, time 1min and then execute your inbound turn, if everything adds up you get a vector for the ILS ( now i got my initial heading wrong for the hold i messed up and did a 20* turn instead of a 30* turn for the teardrop, i noticed i was wrong on my turn inbound said how i was going to fix it and that i was 10* off and i still passed the hold so if you mess up don't give up). My ILS was nothing pretty by any means but it was within limits. Once you break out continue to fly the needles i was the only one in the group that did and i was the only one that stayed on the runway both other guys drifted off course a bit trying to fly visually. When you hear the 50ft call out count 1one thousand 2 one thousand and gently pull back and slam the runway like we all did. No one crashed but we all would have qualified for a carrier landing in the navy
Your graded on how well you hold ALT heading bank angle and airspeed, the farther off you are the less points you get. 100pts possible with 80%min passing.
If you pass the sim you head back over to the ASA main building for a Drug test and fingerprinting. (heard a rumor that if you get to the drug and fingerprints you get the job ITS NOT TRUE. 2 other guys in the sim with me did the drugs and fingerprints and were not offered a job) If they still like you after that you get an HR interview there are 5 different banks of questions, just be nice and truthful there are no wrong answerers. If that girl likes you after the questioning she will recommend you to Capt Robertson who will decide if you get the job or not. I was hired on and giving my choice of 3 class dates(seniority is everything take the first available one!)This was my first interview and out of all the people who i interviewed with i had the lowest time, everyone else had anywhere from 1,000-4,000TT and most were type rated in something. However i was the only one offered the job, 2 guys had type ratings and they were the cocky ones, both were asked to leave the sim evaluation before it was over due to poor performance. Half the interview and sim evaluation is to see if anyone could stand to be with you in the cockpit on a 4 day trip, its ok to be confident but don't get cocky, they don't have to hire you "because I have a type rating" to quote on guy who didn't get the job.

JUST REMEMBER TO RELAX AND TALK ABOUT WHAT YOU KNOW!!! Good luck and safe flying.

Day 1: Just like all the others here. Basic instrument oral with some systems questions of the last multi you flew. Know Vmc and critical engine factors. The guys are friendly and try to relax you. Just be yourself and you'll be fine. All four guys made it to day 2.

Day 2: You'll get a detailed briefing on what they expect in the sim. All depends on the airplane used. I got the CRJ-700. He gave us a detailed profile with pitch and basic power settings. As said before, the sim is sensitive. I've never been in one before so I was nervous. Just use small inputs and keep your scan moving. Glass cockpit time REALLY helps and also buy Microsoft Flight Sim X and fly the CRJ-700 on there. Panel is pretty accurate as is the pitch required to maintain level flight. About 2.5 degrees pitch up at 250 KIAS. As far as power, DON'T EVEN LOOK AT THE N1 SETTING unless you know the airplane already. It's away from your scan and I wasn't comfortable taking my eyes off the PFD. If you try to set your N1 perfect you'll be way off altitude and airspeed by the time you look back. The airspeed indicator has a trend vector. Match the trend vector with your desired airspeed and you'll be fine. Small throttle movements to achieve that. Just breathe and fly the airplane like you already know how. At the end of the day it flies like all the others. Landings are not judged and thank God because I think the one I flew is missing a left main gear. Good luck!

This is probably one of the most over gouged interviews out here. Everyone from this site made me think that it was going to be an "all out" extrenuous interview, but it wasn't at all. I studied my ass off by reading the ATP book TWICE! Rewiewing all the IFR rules and regs for no reason at all!
The whole interview process was no more than 2 hours total time during the 2 days. Day one consisted of a powerpoint presentation and one on one interviews. After the one on one (which was pretty much an intsrument oral), they had me take a 30 question written exam which had basic private pilot knowledge. And they had me write a short 5 sentence paragraph. That's it.

Day two consisted of a 30 min sim ride (30 min each person) which consisted of climbs, turns, descents, and a holding entry (which all I did was tell him what I was going to do) and then vectors to the ILS into Albany, GA. Nothing special at all.

My advise to everyone is to just be current on instrument knowledge. Everything was much much easier than I thought it would be. They even let you know that you are hired (or not) right away after the sim ride.

Day 1.
The interview was scheduled to start at 1pm. We actually started a few minutes early, so be sure to show up a few minutes early. There were six of us and aparantly that was a pretty big group. There were 5 interviewers, all of them are retired captains and they are really cool and do a good job of keeping you calm. One of the guys applying had time in a commander and he started getting grilled with questions right off the bat while we were waiting to start. Seemed like it was all in good fun though. We started with a powerpoint presentation about the company and benefits, things like that. After that the interview started. Started with some paperwork and looking over your packet to make sure it was done right. Then he started with the questions.

Tell me about your background. Why ASA. What are you strengths and weaknesses? If i called your current supervisor, what would they tell me about you? Why did you choose to be a commercial airline pilot? What did you find difficult to teach to students? What dont you like about your current job(not quite in those words though)? He asked about my students pass rate on checkrides. Have you ever failed a check ride? Have you ever accidently violated a regulation? What was the dumbest thing you have ever done in an airplane? Have you ever been scared in an airplane? What quality would you like to improve on? Then he pulled out a low altitude enroute chart (jepp). Gave me a route from Dayton, OH to somewhere else and told me the route, the clearance, and let me choose the aircraft. What altitude are we going to go at? How are you going to set up your navigation? How can you identify this fix? We lost our DME, how are you going to identify this fix? What airspace is this?(It was C) Tell me about this airspace?(Dimensions) What do we need to fly into it. What do these frequencies mean? What is the star next to the tower freq mean? Where can i find out more info on this airspace?(The flap on the chart) Went to a COMM box on a VOR. What can you tell me about this VOR? What services? There are numbers above it that look like 2.1G 2.2 2.5 What do these numbers mean? What is the 'G'. How would we listen to FSS? We are at this fix and we realize we lost COMM's. What are we going to do? Make sure to ask if its VMC or IMC and if your clearance limit is an IAF. They also cover every symbol along the entire route. And there was a question about the COP. When would switch navaids. Then he pulled out an approach plate and an airport diagram (jepp). We are a 121 operator and this is the weather. Can we legally takeoff? What do we need if we do take off? What are the requirements for a departure alternate? Then he went to the approach plate. Were still a 121 operator. If we are here (outside the FAF) and we get this wx report, (the ceilings were high but the visibility was lower than published), can we continue the approach? Why? Where is the FAF on an ILS? We are here (inside the FAF) and we get this wx report (same one), can we continue? Why? If we get down and the PNF calls out 'approach lights', what can we do? (100ft about TDZE) What do we need in order to land? (red terminating bars) Then he went back and said ok we are here (outside the FAF) and we get this wx (the ceilings were lower than published mins but the visibility was at or higher than mins) can we continue the approach? (yes you can, visibility is the determining factor). That was the end of that. He asked me a few questions about Vx and Vy and a few systems questions off one of the ME planes i flew. I only had about 10 hours in this plane (seneca II) and had never really gone over the systems. I told him i wasnt too familiar with them and he said ok. That was the end of the interview and i was given a written test and had to write a paragraph about why passenger needs are important. The written test was pretty easy. The answers are pretty clear and its easy to eliminate at least one. some holding scenarios, some weather, and some basic part 91 stuff. There was a couple off the ATP written but i cant remember them off hand. We finger printed and got drug tested and waited to call the number to see if we made it past Phase I. All 6 of us did.

Day 2.

We had to be there by 7am, and again, get there a couple minutes early. A gentleman from Flight Safety was there to observe the captain giving us the sim ride. He was there early and got to know each one of us. We started right at 7am. We all crammed into a little room for about 45min and got a very thorough overview of the sim. Its a CRJ700 full motion. It is probably the sweetest thing I've ever done. They tell you everthing and go over the scenario in extreme detail. Plan on taking off, getting some vectors, and some climbs. They give you as much time as need (to a certain extent) to get used to flying the sim. Get a VOR radia to track on, give you direct to the VOR, get a hold clearance. After i got mine i told them the entry i was going to do and how i was going to do it and all that stuff. As soon as i passed the VOR, vectors ILS. They give you flap settings and target speeds. My ILS was not the best ever, got a little hairy right before i broke out. As long as you dont crash the sim and dont roll off the runway you wont fail on the landing. its not too bad to land. Fun plane to fly. After that we went back to the G.O. building and did an exit interview with another captain. He is the one that determines if you get the job or not and he'll give you a class date.

Overall it was a very fun trip and everyody you meet at ASA is awesome. They like to have fun at their jobs and you can see that they do. I think they are a really good company and its a fun place to work. They do the best they can to help you get through the whole process because they really want to hire you. However, i heard that they cutting almost 50% of people that come to interview. If i left something out im sure its covered on a previous gouge. Thanks to the creators of this website. Good luck.