Delta Air Lines pilot interview questions, with the answers that pass

100 questions written for Delta Air Lines’s actual selection process. Below are 5 of them in full — the prompt, what the panel is really probing, a model answer, the red flags that fail it, and the follow-ups that come next. No account, nothing to sign.

These are our questions, written from Delta Air Lines’s published process and from candidate reports labelled as such. They are not leaked interview material — nobody selling you that has it either.
Question 1 of 100·technical

Define V1, Vr, V2 for FAR 121 ops. Why does V1 vary with runway and weight?

What they are really probing: Standard FAR/121 frame.

Model answer

V1 (Decision Speed): max speed to abort, min speed to continue. Defined by balanced field or limited by ASD/AGD. Vr (Rotation Speed): speed at which the pilot pulls back to initiate rotation. V2 (Safety Speed): min single-engine climb speed, achieved by 35 ft AGL after liftoff, required for second-segment climb gradient (FAR 25.121 — 2.4% for two-engine). V1 is bounded: above Vmcg (else can't maintain centerline if engine fails after V1), below Vr (else committed to abort with no room to take off). Runway length: shorter = lower V1 (must stop within ASDA), but cannot go below Vmcg. Weight: heavier = higher Vmcg, Vr, V2; longer ASD; V1 increases to balance. Slope: upslope helps stop, hurts go; downslope opposite. Tie to ATL: at 1000 ft elevation, V1 typically +5 kts vs sea level for same weight.

What fails this question

  • — Vague definitions
  • — Forgetting Vmcg constraint
  • — Not knowing 2.4% second-segment gradient

Follow-ups they ask next

  • — What's Vmcg?
  • — Define second-segment climb.
  • — Define ASDA.
Question 2 of 100·technical

What is ETOPS and what's Delta's typical ETOPS authorization?

What they are really probing: Delta operates 767/A330/A350 ETOPS.

Model answer

ETOPS (Extended-range Twin Operations): certifying a twin to fly beyond a defined time from an adequate alternate at single-engine cruise speed (60/120/180/207/240/330 minutes). Delta's 767-300ER and 767-400ER: 180-min standard, some 207. A330-300/-900neo: 180/240. A350-900: 180/240 (some 330). 757 was 180. The OFP designates ETOPS entry/exit points and ETPs (Equal Time Points). Pre-departure: ETOPS-significant systems serviceable, MEL ETOPS column, fuel covers critical scenario. En-route: monitor system status, monitor alternates' weather. If a critical system fails entering ETOPS area, divert or coordinate with dispatch. Delta SOP: ETOPS dispatch release explicit; captain signs accepting the authorization. ATL-EZE, JFK-NRT, ATL-JNB are major Delta ETOPS routes.

What fails this question

  • — Confusing ETOPS with ETP
  • — Not knowing Delta fleet ETOPS
  • — Forgetting MEL ETOPS column

Follow-ups they ask next

  • — What's critical fuel scenario?
  • — What's an ETP?
  • — What's MEL ETOPS column?
Question 3 of 100·technical

Explain stable approach criteria per Delta SOP.

What they are really probing: Delta has explicit stable approach gates.

Model answer

Delta stable approach gates: by 1000 ft AFE in IMC (500 ft AFE in VMC), the aircraft must be: on glide path (LOC + GS or LNAV/VNAV), in landing configuration (gear down, landing flap), at target Vapp ± 5 kts, no decreasing trend, thrust stabilised (not idle, not max), in trim, briefed and checklists complete, descent rate appropriate (typically <1000 fpm). If any gate is missed → call GO AROUND. Delta SOP empowers both PF and PM to call go-around. Tie to Delta culture: 'unstable = unsafe', go-around is a positive outcome. Approach gates trace back to ALAR (Approach and Landing Accident Reduction) FSF toolkit and Delta's accumulated safety data.

What fails this question

  • — Continuing through unstable
  • — Not knowing both pilots can call go-around
  • — Forgetting trend qualifier

Follow-ups they ask next

  • — When have you gone around?
  • — What's the VMC gate at Delta?
  • — Who calls go-around?
Question 4 of 100·technical

What's RNAV vs RNP? Where does Delta use each?

What they are really probing: PBN literacy.

Model answer

RNAV (Area Navigation): point-to-point navigation using GPS/INS/VOR-DME, allowing flexible routing not limited to airway VORs. Doesn't require on-board performance monitoring. RNP (Required Navigation Performance): RNAV + on-board performance monitoring + alerting + tighter containment (RNP 1.0 = 1 nm, RNP 0.3 = 0.3 nm). RNP-AR (Authorization Required) is the strictest, allowing RNP 0.1 + radius-to-fix legs. Delta uses RNAV1 SIDs/STARs at most hubs (ATL, DTW, JFK, LAX, MSP, SEA); RNP approaches selectively (PDX, ANC for terrain). Tie: 'Delta's fleet is fully PBN-capable; A350 + A330 + 757 + 737 + A220 all support RNAV1/RNP.'

What fails this question

  • — Confusing RNAV and RNP
  • — Not knowing AR requires authorization
  • — Saying all approaches are RNP

Follow-ups they ask next

  • — What's a radius-to-fix?
  • — Where does Delta fly RNP-AR?
  • — What's RNAV1?
Question 5 of 100·technical

Define RVSM and pre-flight check.

What they are really probing: Basic cruise procedure.

Model answer

RVSM (Reduced Vertical Separation Minimum): halves vertical separation FL290-FL410 from 2000 to 1000 ft. Required: 2 independent altimetry within tolerance, automatic altitude hold, altitude alerter, Mode-C/S transponder, RVSM-certified aircraft, RVSM-trained crew. Pre-flight cross-check: both altimeters within 75 ft of each other and within 75 ft of field elevation (75/75/75 rule). Set both, verify match, verbalise. Cruise: monitor for deviation >300 ft, report ATC, exit if can't maintain. Phraseology: 'Unable RVSM' if altitude-keeping degraded. Tie to Delta: domestic ops mostly RVSM; A220 + 737 + 757 + A320/A321 + widebody all certified.

What fails this question

  • — Wrong tolerance values
  • — Skipping cross-check
  • — Not knowing 'unable RVSM' phraseology

Follow-ups they ask next

  • — Where is RVSM applied?
  • — If you lose autopilot in cruise, can you continue RVSM?
  • — What's the 75/75/75 rule?

The other 95 questions

Same depth as the 5 above — model answer, red flags and follow-ups on every one. You just read a twentieth of the pack; if those five were not worth your time, the rest will not be either, and you should not buy it.

— What is QNH, QFE, QNE?

— Explain transition altitude and transition level in US ops.

— Define decision altitude (DA) vs decision height (DH).

— What's a stabilised approach gate? When do you go around?

— What memory items for rapid decompression?

— TCAS RA vs TA. Action on each?

— Compute landing distance on a contaminated runway.

— Define MEL, CDL, NEF. Give a Delta 757 example.

— What's SID, STAR? Why does ATL use specific SIDs?

— Explain the difference between visual approach and contact approach.

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Not affiliated with Delta Air Lines. Process details are sourced and dated; candidate-reported detail is labelled as reported.