Wollac

As a 22XX, I've been watching class drops and the order of picks pretty closely. Someone in this range (2XXX) will probably have a choice between the 717 and the MD-88. Of course a few classes ago, the Tail-End-Charlie got "stuck" with the 7ER. You never know. First World problems!

FlyMarines

Just happy to be here!

Gack727

Unless it has changed the higher number is most senior. 9999=#1 in class and 0001=#100 Ina class of 100

gloopy

Last 4 is what matters.

The "higher" that number is, the better (lower) seniority number you get. The best seniority number you can ever have in your career is 1, which is "low".

Say a class of 100 shows up and we currently have exactly 12,300 on property to keep the numbers simple.

That class would all get seniority numbers between 12,301 and 12,400.

12,301 is a "lower" senority number than 12,302-12,400. That lower seniority number would go to the highest last SSN 4 in the class.

Highest SSN is the biggest number. 9999 is the highest possible. 0000 is the lowest.

gloopy

Its hard to guess what will even be available. They fill what they need and have capacity for on a class by class basis. Some classes go all to NYC. Some have ER's some don't. Most classes have 3-4 planes available though.

Someone mentioned their last 4 was 25XX. That's actually not bad. It means in large classes (100ish) they will see 25+ pilots below them that they will get to choose over.

And of course, there are 12,300+ very good reasons why no one wants to be the plug in the ER.

ArmyRC12Dude

So with my 05XX - IF I get the call and am successful in the interview, I can count on being the plug or close to the plug in a new hire class........

Still hoping for that call!!

gloopy

Yeah pretty much

Still though, with the rates of hiring we're seeing by the time you finish training you'll have a couple hundred below you. No matter what you get initially, you can transfer bases on an almost monthly basis given the current frequency of bids. The plane itself is only a 1 year seat lock and by that point you're looking at 1000ish below you system wide.

Good times!

captkdobbs

Day 1 of indoc, I was the plug of the airline (04XX SS#) and 7 days later, I wasn't any more. Awarded 7ER by some miracle!! At first I was excited and thrilled to get that award, and I still can't believe how fortunate I was.

Moral of the story: even as the plug, life is good. If you don't like what you are awarded, don't fret it, you're only going to be 'stuck' there for the 1-year seat lock. Get here and enjoy the ride!

I know there have been loooooong periods of no-movement in this industry; I hope my first sentence didn't offend anyone. So, to the guy that sat plug for 7+ years, I'm happy to be here to move you up.

stickmonkey

O wise ones of the forum, thanks for all of the invaluable advice. I’ve learned a wealth of knowledge sifting through these threads for countless hours over the last year but, being new to the airline industry, am still in need for some guidance. I retired from the military last year and am gratefully starting Indoc with the next class later this month. Very excited! …and honored to join the Delta team.

There has been some recent outstanding advice regarding initial bids, equipment and getting based out of LAX. Especially helpful are some of Scoop’s posts.

However, in light of the most recent AE, I need to build a solid game plan for my initial bid. I live in San Diego and will live here permanently. My number one goal is QOL and thereby being based out of LAX. With LAX only having the 737 and the 7ER, I’m naturally looking to bid one of those two. Luckily for me, I have a fairly high last four, 8XXX, for the initial bid.

Rather than listing all of my thoughts and concerns comparing the 737 vs the 7ER out of LAX (I know that I’ll be happy as hell in either), my main thought is choosing whichever will get me to LAX the quickest. My reasoning: after looking at the AE and recent Flight Ops memos, LAX has a much smaller percentage of pilots bidding out than let’s say NYC. Even though I had buddies getting 737 LAX within six months of Indoc last year, that may not be the same this year as those vacancies are quickly being filled. Even with the growth of the 737 fleet, I have no doubt that a surplus of pilots who have been hired even in the last few months will be in line ahead of me for LAX. It’s not like NYC where pilots are bidding out at the cyclic rate. The most recent AE did not have any LAX vacancies—neither on the 737 nor on the 7ER. The AE in Nov, as I recall, did not have LAX 7ER vacancies. I’m not sure which I may prefer, given the choice, but my thought is that if I get to LAX on one and want to switch to the other later, I would likely have the seniority to be awarded that after my one-year seat lock expires—especially with the expected hiring numbers. I don’t mind going back to the school house when required.

So, my specific questions:

(1) Which will get me to LAX the quickest? (with the assumption that it’s a prediction only)
(2) Would you agree with this mindset...choosing the 737 or 7ER based solely upon which would get me to LAX the quickest? If not, then why?
(3) Knowing that LAX will not be on my new-hire drop and considering that I have to commute from San Diego, which would be a better choice for commuting/QOL: ATL or NYC? …and would your answer be the same for both the 737 and 7ER?
(4) If the timeline to LAX on the 737 and the 7ER is close enough that it's a wash, what are other considerations for choosing one over the other?

Thanks much in advance!

MoonShot

Who knows how long it will take to get LAX on either? It's really a toss up. I'd go 737 for ease of transition to Delta and the fact that it is a growing fleet and is based in SEA, and SLC too. Obviously the ER is also, but in general, the 737 is a *slight* but more junior than the ER. Either one is a good pick as long as we keep hiring like gang busters. Can't comment on the NYC vs ATL commute, I'm sure there are plenty of folks that do both from SAN.