Originally Posted by jules11

Is upgrade training AQP now? 200? 900?

Originally Posted by stillcantfly

Yes both are if your on the same equipment it's 1 day systems with test then 2 days captain leadership 1 FTD and 5 sims

Originally Posted by Fourpaw

Any idea if that is open or closed book?

Originally Posted by stillcantfly

Yes both are if your on the same equipment it's 1 day systems with test then 2 days captain leadership 1 FTD and 5 sims

Originally Posted by AnotherWriter

If its open book from our system manual you might be better off just memorizing the material.

Originally Posted by flyingmau5

What if you're switching equipment during the upgrade? Is there additional training?

Originally Posted by higney85

If you read all 3 books (SYS/FOM/CFM) cover to cover before you show up to class, and pay attention, the ground portion is done. It won't matter if it's closed or open book, you will know what you need to and won't need to crack the cover. The sim portion is some more time studying with the CFM and listening to what the instructor has to say if you happen to be doing something a little differently than how the CFM wants it done. Whether you are upgrading into a -200 from a -900 or -200 to -200, this isn't rocket science if you just take some time to prep before arrival and give it your full attention in class or the sim. If you have a question in a lesson, ask. If you are doing something incorrect, it will be brought forth with the CFM as the basis of correction. It's a 2 way communicative street; a positive attitude and a little prep beforehand is a currency of gold.

Originally Posted by higney85

To add on, been here a decade. From street CA's in 2006, to the 2008/09 financial crisis, to a failed TA (for a couple carriers), merger of 3, to industry leading JCBA, to chapter 11, to becoming wholly owned, through a massive shrinkage (don't get dirty, be a professional), to a bankruptcy JCBA garnering new airplanes and a resurgence of past, things are good now. In the end, we have -900's leased through 2019, -200's coming out of the desert with the lowest hours and cycles, and oil futures through 2021 not moving more than $4, wiggle room added, from the current spot price (43.19 at cboe close with a $48 flat 2021 future on the same exchange). That's a massive grammatical fragment, and I don't apologize.

Delta, as evident by other carriers, realize that the regionals have to fight to attract and retain talent. Delta isn't stupid, they do what is needed, when needed. So far, they lead the pack, and they only have 9E to cover the feed by hands-on control. Every other carrier works on RFP basis. If you, as solely a generalization, took business classes in college, the idea of supply/demand is understood. Step back and take a look. I have no basis of gain and already have my escape planned, but take a look from a 3rd person viewpoint. We have upgrades coming from the June 2016 class. Others senior will upgrade with time, but you can't argue the facts.

Airplanes stopped coming not by staffing, it was by hours. Fall is a low point. Holidays can do short term ramp ups, look at FDX for a model, but the next group shows up for more flights to start in the spring on the -200 with fuel already hedged at under $50/barrel. The -200 dies above $80/barrel on block hour. That basis comes from playing futures, the market, and actually seeing the planning figures. Only variable is pilots to fly it. That's a pure S/D metric. Hope everyone reading this can understand that chart metric. Not saying carriers working under other majors won't see the same success, but endeavor is under a strong veil with a tipped hand of ensuring feed. That's a good thing for 9e.

But hey, what do I know.