Guess he’s got one of those old school analog dials. They back in vogue?

I wish mine went bing. Mine plays this crappy anyoning melody and then 30.sec later does it again if you dont open the door. If you still dont open it it will continue until you do.
I know it's in there. I just put it in there a couple minutes ago. Let me take my **** in peace!

Sounds like all the appliances in South Korea. I couldn’t stand the melodies!

What's with all the hiring on the Southern 737 side?
AAWW lost our DHL 73 flying and nothing new has been announced with Amazon ... yet.

Exactly what I thought when I saw the last class photos on social media. We're literally struggling to consolidate...someone from my class heading for a new PC already. Something must be coming in the next couple of months, HOPEFULLY.
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Something may very well be coming. Not to burst anyone's bubbles, but that probably doesn't mean quick upgrade times. Loads of very senior 747 and 767 FOs who will likely bid for CA on all fleets as soon as we are all one big happy family. The guys who were lucky enough to get the 13 months upgrade on the 737 should expect to be at the bottom of the CA list for a very, very long time.

I guess I'm 'lucky' since No upgrade was insight for me due to low time anyways.
Is there any deadline to start operating with a single seniority list?. Or a guess.

I’d do it for the current AA 737 rates.

I will try to help you. It is not at all unusual for a carrier when flying another companies freight in their system to use their call sign. Sometimes it is a commercial company such as Turkish, FedEx, UPS, and for a while we were doing Polar (until fortunately Atlas was able to file an injunction stopping that.) Sometimes it is military where you are given a call sign and a discrete code to use at a certain point.

In the case of the commercial ops. It is done so that the freight flows right into their system. Pilot contracts allow for this. The reception of the pilots in my experience has always been great and they are happy for the temporary help during peak. If you think for one second that ACMI pilots, who might want to work at these carriers some day, would do scab work, you would be mistaken.

Commercial contracts during peak come with their challenges. You usually do not book a lot of hours. You are usually late unless it is a postal run. You are late by design because you wait for any misconnect freight and then fill up volume with comat or empty cans. They fly you at a cost index of 500 and above which makes things interesting in the 747-400 at the very light weights that are common during peak Your climbs and descents are right at the barber pole and cruise is .87 to .88. Pilot attention is required and those that blindly programing the FMS and not intercede with manual autopilot inputs will exceed limits.

Military is another world all of its own with its challenges and benefits (I still think about my summer in Riga, picking up 15+ hours of flying every other day, and enjoying Riga during the off days.)

I hope this is of some help to you in understanding what a fun and challenging environment ACMI can be when you are at the right company.