Any "Latest & Greatest" about Delta?
It cracks me up that some think they are going to, "get the summer off" if they bid the 717.
What is more likely to happen is, they end up stuck in training for the summer, on VA Avenue for all of June, July or Aug! That right there would keep me from bidding it! And if you were the number 1 on it, you may go to school in say, May, but then go back to your old aiplane while awaiting OE, then go back to the box in say, July to get spooled up again, then your OE in Aug.
I seriously doubt the company is going to have a whole bunch of 717 guys sitting around all summer, they will find a way to use them, unless we really are that much over staffed, that they don't need them.
What is more likely to happen is, they end up stuck in training for the summer, on VA Avenue for all of June, July or Aug! That right there would keep me from bidding it! And if you were the number 1 on it, you may go to school in say, May, but then go back to your old aiplane while awaiting OE, then go back to the box in say, July to get spooled up again, then your OE in Aug.
I seriously doubt the company is going to have a whole bunch of 717 guys sitting around all summer, they will find a way to use them, unless we really are that much over staffed, that they don't need them.
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
Yet we keep hearing on here about how 2008 hires were holding lines on the ER. I don't think they realized why that happened. I have a 717 AE bid in with a 10 percent qualifier. If I don't get that, I am only going to it if I am displaced. The seat lock is the deciding factor.
In my estimation, those who bypassed recall did so because the opportunity available to them was not good enough for them to decide to return. If the choice was a commute to a DC9 or a commute to an ER position with a significant pay raise and restoration of longevity ... well, those are pretty obviously completely different choices.
Just my opinion man.
It is also my opinion the 767 and ER went junior on a few bids because like any growing category many pilots hold back for a cycle or two in order to get a better idea of what trips their seniority can hold. On the ER that's a pretty big change from low time unaugmented non commutable pairings, higher time domestic, and more valuable augmented pairings. The noob's didn't care, the pay and getting to fly the 767 was enough for them to jump on it at the first opportunity ... and there is not a huge pay differential from the NB to the ER if a guy can bid well on the NB equipment.
Mid and junior NYC ER may flush on this bid because of the value of the trips and lack of com-mutability. We will see. "Call in Honest" (thanks to f-NWA) helps.
I've bid a return to my beloved MD88 to continue working on basic airworthiness through bulletin publication. I could hold a line on the ER, but as some of the more senior guys decided in 2008, there is enough hassle and uncertainty there to make a job in Douglas flight test a better option.
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
Basic stick and rudder skills, along with a good eye for terrain features and knowing where to turn are the pilotage skills most required for the job. That ... and always bug the fastest speed you can justify. If the other pilot complains, back it off 1 knot.
I've submitted the idea that the Douglas fleet can participate in the RNAV visuals in Atlanta by simply turning right abeam Stone Mountain at 5,000 feet.
Gotta agree with sailingfun and everybody else mentioning this point.
Giving an incentive for people to bid more hours would not bode well for advancement and hiring.
Regarding the spectrum of "junior" type issues: We live within an entirely seniority based system. That does not lend itself well to any "spread the wealth, or pain" type solutions.
Giving an incentive for people to bid more hours would not bode well for advancement and hiring.
Regarding the spectrum of "junior" type issues: We live within an entirely seniority based system. That does not lend itself well to any "spread the wealth, or pain" type solutions.
Sounds like the issue here is not whether it's 1.5 over 80 or GS, but the contractual flexibility the company has with actual manning within the staffing formula. Under the NWA system they would have been contractually required to hire to staff the 717 instead of the current AE shell game underway.
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
Gets Weekends Off
Joined APC: Jul 2010
Posts: 432
nevermind others beat me to it
What is the change in how our time is being computed? I have read all the company bulletins on this and have seen nothing that changes how block times are calculated. In fact nothing has changed since as far back as 1972 if not far earlier. I don't know how the union could grieve something that has not changed.
If we are less latent, block times go down. And as you love to say, block hours are what bring pilot jobs.
So...what happens when block times go down?
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,738
I thought it was after IOE, and they convert you, but maybe it's once you start your ground school? I would hope it's school, but it wouldn't surprise me if it's IOE.
When I upgraded to the MD88, I got to return to the right seat of the 757 after my MD88 IOE, for 3 months, and go through 757 recurrent, before they converted me to the Mad Doggy. When I asked for another IOE, they said, "We don't have enough LCA's, you'll be fine..."
So when I showed up for my first Capt. trip, I said to my first F/O, who was the number one MD88 F/O, and in my new hire class and 8 numbers senior to me, "Just keep me off CNN, and I'll buy all the beer."
Gets Weekends Off
Joined APC: Jun 2009
Posts: 5,113
What is the change in how our time is being computed? I have read all the company bulletins on this and have seen nothing that changes how block times are calculated. In fact nothing has changed since as far back as 1972 if not far earlier. I don't know how the union could grieve something that has not changed.
Besides, the changes reside in the actual triggers, not the theory that's being articulated to explain the changes. It doesn't matter what is being said, it matters what is being paid.
In my time, and particularly since the merger, we've gone from pilots controlling the time (through the beacon or the brakes), to the introduction of aircraft that operate on brakes, and modifications to existing PMDAL aircraft, depending on the ACRAS I believe. I've blocked in to gate 1 at LGA, where the IN time was based on the previous parking brake application (but it didn't show until the final setting of the brakes). So no credit for the tow-in, and a false IN time are created. There is an example for you.
Now I believe some airplanes will work on GPS (737-700?). I've never seen any data on how much of a move it takes to trigger a GPS OUT, but there are times when I believe we could get a clearance to push, immediately cancelled, and the GPS would never know. Another example for you.
So we've changed in that the Captain could previously account for the circumstances on the ground, and ensure that we had proper OUT/IN times, and now (s)he can't make that call.
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