Any "Latest & Greatest" about Endeavor?
06-22-2017, 08:15 PM
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Joined APC: Sep 2010
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The 200's were always slated to go away. That's why we're getting them. Any other company would require would require something along the lines of a 5 year asa. This way Delta has more flexibility. And I don't believe Delta has any plans of doing that modification that's due in 2019 either.
06-22-2017, 08:30 PM
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Joined APC: Jul 2008
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For the lifers here that should be issue #1, because after Jan 1, 2020 thus airline can cease to exist with no recourse. I guess if I was hanging my hat here it would be something I would be very concerned about considering ATLs track record.
06-22-2017, 08:32 PM
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Joined APC: Feb 2017
Position: 2nd base
Posts: 158
No more 200s after 2019
The 200's were always slated to go away. That's why we're getting them. Any other company would require would require something along the lines of a 5 year asa. This way Delta has more flexibility. And I don't believe Delta has any plans of doing that modification that's due in 2019 either.
Even if we get every 900 that G7 and EV have (which we won't)
Possible 9E fleet 81 (9E) 900s ... 28 (EV) 900s... 7 (G7) 900s.. 116 total
There is something going down.. You can smell it in the air
06-22-2017, 09:13 PM
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Joined APC: Sep 2013
Posts: 840
For a high capacity busy hub like KATL wouldn't it make more sense to have the -900 based there instead of the -200? However, I do hope that the musical chairs being played does not severely impact DTW and MSP in the long run as some have suggested.
06-22-2017, 09:42 PM
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Joined APC: Feb 2017
Position: 2nd base
Posts: 158
Flight Schedule
July August
900 200 900 200
ATL 351 978 = 1329 /// 282 1393 = 1675
DTW 921 1263 = 2184 /// 827 1203 = 2030
MSP 659 961 = 1620 /// 656 949 = 1605
This doesn't look that bad right now, word on the street is there is a large cut for DTW and/or MSP after summer flying stops.. not just end of summer flying, but a large year over year cut.... DLnet only shows the schedule 2 months out but I guarantee the C tower knows right now...
900 200 900 200
ATL 351 978 = 1329 /// 282 1393 = 1675
DTW 921 1263 = 2184 /// 827 1203 = 2030
MSP 659 961 = 1620 /// 656 949 = 1605
This doesn't look that bad right now, word on the street is there is a large cut for DTW and/or MSP after summer flying stops.. not just end of summer flying, but a large year over year cut.... DLnet only shows the schedule 2 months out but I guarantee the C tower knows right now...
06-22-2017, 11:48 PM
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Joined APC: Feb 2016
Posts: 2,559
What's the difference between a Class I and Class II?
After having about 30 of them over the years, both types, I just don't see any reason to pay extra money to keep going back to the doc voluntarily. If/when I make CA and have to keep it Class I, I will. But I have found my landings are smoother with a Class II.
Also, not all of us get reimbursed for it.
After having about 30 of them over the years, both types, I just don't see any reason to pay extra money to keep going back to the doc voluntarily. If/when I make CA and have to keep it Class I, I will. But I have found my landings are smoother with a Class II.
Also, not all of us get reimbursed for it.
If I may offer some advice regarding the medical debate, I would always get and maintain a 1st class medical. Doing so would ensure there are no issues missed during a second class exam that would be uncovered by the first class exam and thus cause problems when upgrading.
I'm a little surprised 9E doesn't always require and pay for the first class for this exact reason. Airlines generally require FOs to always be prepared like captains so forgive me if this sounds a little unusual that they wouldn't do this for the medical.
I'm a little surprised 9E doesn't always require and pay for the first class for this exact reason. Airlines generally require FOs to always be prepared like captains so forgive me if this sounds a little unusual that they wouldn't do this for the medical.
06-23-2017, 12:06 AM
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Joined APC: Sep 2013
Posts: 840
Exactly. I might add that relying on the FAA medical exam (Class I or II,III) as a true status of your health is a mistake. It will very likely that a major health issue may not get noticed during a routine FAA exam. An FAA eye test, ECG and urine test is very basic. Wait an hour for the doctor, and literally be done in 10 minutes in many cases once you see him/her.
The FAA (unlike some other authorities) medical requires very little testing as a means of discovery or prevention, unless you have an existing condition that you report. My issue was detected outside the FAA system and might have been detected much earlier. I have a special issuance medical which costs several thousand dollars to maintain every 12 months and even more expensive testing every 24 months as part of the protocol.Insurance pays for none of it. Therefore I would rather not go at the 6 month point unless I am required to keep the Class I status. When required to do so, by FAR's(upgrade) or the company then yes.
The FAA (unlike some other authorities) medical requires very little testing as a means of discovery or prevention, unless you have an existing condition that you report. My issue was detected outside the FAA system and might have been detected much earlier. I have a special issuance medical which costs several thousand dollars to maintain every 12 months and even more expensive testing every 24 months as part of the protocol.Insurance pays for none of it. Therefore I would rather not go at the 6 month point unless I am required to keep the Class I status. When required to do so, by FAR's(upgrade) or the company then yes.
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