I had a 767 captain on my jumpseat and he made the 767 at Atlas sound very bad. I think he was based in CVG and he said he does like 2 to 3 legs a night and all night flying for DHL? The reason why I want to work for Atlas is so I can have 13 days off in a row and when I work, I want to do 1 long flight and see different destinations all over the world. However it seems like the 767 is far from that.

Most of the 767 post on here have talked about how many days they end up working and how many on those can be on reserve, and that most flying on the 767 is domestic with a few international. Can one of the 767 guys break down their flying this month and last month? Like how many legs you did each day and where you flew to. Is it all mostly night flying? So if I get hired and end up on the 767, am I to expect DHL flying all night with 2 to 3 legs a night?

 

I'm on the 767, and yes, most of our DHL flying is multiple-leg nights. We do have a NRT-SYD leg, but with the exception of that route and some of the passenger flying we do, most of the flying is shorter-haul.

However, we do get some decent stretches of days off. My schedule for April, May, and June:

5 on / 13 off / 12 on / 9 off / 11 on / 6 off / 12 on / 9 off / 10 on / 4 off

All of those are either 3-leg nights flying DHL in Asia (TPE-NGO-ICN-TPE), or NRT-SYD. Not much variety other than that. All of these international DHL trips begin and end with long deadheads on company freighters, which can get old.

As far as wanting to do one-and-done flying...yeah...us too, but the seat lock discussion has been beaten to death over and over. The 767 will more than likely become the junior airplane soon, so if you really want to work here, don't expect the 747 right off the bat (you wouldn't get it right off the bat at any other decent airline, anyway).

 

thanks for the answer NightIP. the TPE-NGO-ICN-TPE flights, do you mind giving specifics? How long is each flight, how long you sit between flights and what is the longest duty day you have had? Do you usually show up at the same time every night for these flights? I suppose if you get your body used to doing the night flying at approximately the same time, you can adjust to that. I was told it's when it changes on you every day where it could wear you out.

Are there also similar flying here in the US out of CVG? And if so, where is the flying to?

The other day I saw a 767 freighter flying out of IAH during the day, and there is always 767 passenger airplanes parked by the Fed Ex hangar in IAH. where these usually fly to?

 

Yes, the DHL flying is all scheduled, so we're showing up at the same time each night.

For TPE-NGO-ICN-TPE, it's a 2100L departure in Taipei, 2.5 hours to NGO, sit for an hour, 2.0ish to ICN, sit for another hour, 2.5 back to TPE (arrives 0630L). Duty night is just under 12 hours, and we block about 7.0. We work that 3-man, and we have 36 hours of rest between each round-robin. The 747 does a similar route out of NRT.

Domestic freight is typical short-haul freight... Show late, work a leg or two into the hub, sit for 3-4 hours, fly back out to the outstation (ORD, ATL, BOS, MSP, TOL, YHM). Sleep all day, rinse and repeat. Really, it's standard night freight stuff.

767 pax stuff is usually AMC, which goes to all the fun and exciting places the military goes. Can't be specific about it in public, but you can use your imagination. Some decent flying there, but I haven't done it in months.

1030L here in Asia...time for bed.

 

The 747 isn't 17 days in a row either. JFK is usually 6-16 day trips. 12 day trips are common. I have had 1,2,3...all the way to 19 day trips. MIA has a lot of out-and-bak trips of 2-3 days. I am on a 60 day line w/ 3 trips...typical.

 

I don't know if this has been discussed much, and I hope this doesn't come off as complaining, but those considering this company should be aware that we don't make as much money per month as pilots with equivalent hourly pay at most other airlines would be making.

At most airlines you can expect to at least make your hourly rate x 1000 in annual gross income (and at many, if not most, hourly rate + 10-20% x 1000). I, and most others I have talked to are not finding this to be the case at Atlas. It's more like 80-90% of your hourly rate x 1000.

I find I'm making less on the new contract despite higher hourly rates, due to nuked profit sharing, company "flexbility" with your schedule (someone more cynical might say manipulation), imputed income, etc.

For instance, almost every 767 captain I talk to says they make less than 150k per year, despite most of them being close to $170/hr in pay. The exception of course is people who volunteer to work on most of their days off.

Hope this helps.

 

I would say that's accurate in my case, as well. I think I average ~73 hours a month in pay, which is always comprised of rig. Next month was supposed to be 76 hours, but 4 days just got converted to R1 (one of our 767s is going into paint), so I'm back down to 62. No pay protection, for those keeping score at home. 767 also pays 16% less than 747 rates, so I'm a second year guy making $81.48/hr vs. $97.07/hr. Doesn't sound like much, but that's $1000/mo less at min guarantee.

 

Lonestar and Night, you know the good old excuse for this poor contract "The company needs flexibility........"
I hope we can change all this on the next contract.
Stay UNITED stay STRONG.

In the mean time I'm going back to cooking meals and making coffee

 

The company needs flexibility...fine. Then pay me for it!

FUPM!

 

Agreed. A change in when the jet goes into paint shouldn't cost me $1,140 off my awarded line value. Especially on a scheduled Polar trip.