[QUOTE=Fegelein;1938121]You mean like UPS?

"UPS Airlines Flight 1354 was a scheduled cargo flight from Louisville International Airport to Birmingham–Shuttlesworth International Airport. On August 14, 2013, the aircraft flying this route, a UPS Airlines Airbus A300-600F, crashed and burst into flames short of the runway on approach to Birmingham–Shuttlesworth International Airport in the US state of Alabama.[1][2] Both pilots were pronounced dead at the scene of the crash. They were the only people aboard the aircraft.[3]

On September 9, 2014 the National Transportation Safety Board announced that it had determined the probable cause of the accident was that the aircrew had continued an unstabilized approach into Birmingham-Shuttlesworth International Airport during which they failed to monitor their altitude and thus inadvertently descended below the minimum descent altitude when the runway was not yet in sight resulting in controlled flight into terrain (CFIT) approximately 3,300 feet short of the runway threshold. The NTSB also found contributing factors to the accident included: 1) the flight crew’s failure to properly configure and verify the flight management computer for the profile approach; 2) the captain’s failure to communicate his intentions to the first officer once it became apparent the vertical profile was not captured; 3) the flight crew’s expectation that they would break out of the clouds at 1,000 feet above ground level due to incomplete weather information; 4) the first officer’s failure to make the required minimums callouts; 5) the captain’s performance deficiencies likely due to factors including, but not limited to, fatigue, distraction, or confusion, consistent with performance deficiencies exhibited during training, and; 6) the first officer’s fatigue due to acute sleep loss resulting from her ineffective off-duty time management and circadian factor."
https://en.wikipedia.org/wiki/UPS_Airlines_Flight_1354

Everyone of us is at risk on every flight. If you fail to acknowledge the risks you can not do anything to mitigate them.

 

I have a class date for 737 next month. Wondering about crash pads and where to look? Is there a message board?

 

The Microtel is recommended by many. They have a 24 hour rate, so you don't get charged twice for one sleep. Last I heard there was one Southern pilot running a crash pad, but he may be shutting it down.
Check with your indoc instructor for the latest intel.

 

Can confirm the microtel at CVG is your best bet, not many pads around that i've seen. Microtel also has 24/7 van service to and from DHL and CVG. 24 hour rate is 45 a night but you get the 10th night free so it ends up being around 40 a night.

 

Hey Guys

Quick question.

1.If selected for employment whats the average time between
accepting the position (737 FO) and training?

2. Whats the average training time (days including waiting for sim time) required to become typed? ( I am assuming its a Type Rating with SIC restriction?)

3. Do you get straight min. pay (61 hrs) or is there a training
allowance?

4. I am assuming hotel is paid during training. What is the per diem
amount during training?

5. Are asking for a commitment (3 yrs) on type? What if a 777 FO position comes up? Are you stuck?

Thanks in advance.

 

1. It depends. Classes are being conducted almost continuously. However in the current new hire class, some went through Indoc in late June, then went home for a couple weeks, others in mid July and went straight to training. Its not like the old days where you get called on Thursday for a Monday class. But nothing is ever set in stone here.

2. Everyone gets a full type and Captains IOE. The full course from indoc to LOFT, is about 6 weeks. We've been told to expect IOE immediately after training.

3.& 4. Per the contract You will be paid a flat $2000 a month until completion of IOE. Travel and lodging paid by the company. Zero per diem.

1. A New Crewmember will be paid a salary of two thousand dollars ($2,000.00) per month from the first day of initial training until the completion of Operating Experience (hereinafter “OE”) or for four (4) months from the first day of initial training, whichever occurs first. Thereafter, the Crewmember shall be compensated in accordance Section 4 of the Agreement in the same manner as other Crewmembers. New Crewmembers will be paid in accordance with the Company’s regular pay schedule for other employees, e.g., currently twice monthly.
2. New Crewmembers will be entitled to per diem payments under section 4.J of the CBA only after they have commenced OE and only to the extent the New Crewmember is away from base as required by the CBA.
3. The Company will provide and pay for all pre-approved travel and lodging for New Crewmembers to attend Class and to complete OE. The Company shall pay for or reimburse New Crewmembers for ground transportation (e.g., taxis).

5. The seat lock is for 3 years. However, any FO can bid for any open Captain position. If you get hired as a 737 FO, you will not be eligible to bid 777 FO until your seat lock expires, and there is an opening in that equipment type.

No new hire will ever see the left seat of a 777. There are only a handful of retirements in the next ten years, and none of our 777 CAs are going to go fly right seat, even at a major. A few might go to China or the Gulf. But there would have to be a major improvement in expat conditions for more than that to go. You'll get to the left seat of a 777 faster at United than at Southern.

 

That speaks volumes of the calibre of your 777 captains that NONE of them are capable of being hired as a copilot at a major.

 

That's not at all what he said. He said none of them are going to go...not that they couldn't.

There are many reasons why they would choose to stay as a 777 CA vs getting hired at a major as the bottom guy, right seat (narrow body likely).


Sent from my iPad using Tapatalk

 

Just to chime in, apparently there's a new caveat that they just realized, or they're starting to enforce. The MIA sim is only Level C, so unless you meet a certain criteria, you will go through training as an FO(737). Not sure how this works, or why, but that's just what I was told. You will still receive a PIC type, it just determines in what seat you will do your OE and what seat position is on your paperwork.

Here are the criteria:

-currently serving as second in command in an airplane of the same group (Turbojet), this includes the airline that I came from. For New Hires, WERE THEY FLYING A TURBOJET at their last airline.
-have a minimum of 2,500 flight hours as second in command in an airplane of the same group (Turbojet)
-have served as second in command on at least two airplanes of the same group (Turbojet)

I don't know if this is a fed or company thing, but if you do NOT meet ALL of these criteria, you apparently cannot use a Level C sim for an "initial" CA qualification and will go through OE as an FO. Also means you will have to do full upgrade training if/when you do upgrade. I'm not on the 737, so I don't know details. However a friend got to the end his OE as a CA, was sent this, didn't meet the requirements, and they realized they had to change him to FO on all of his paperwork and redo all of his OE in the right seat (another 4 weeks without guarantee). This doesn't affect your type though, it should still be a PIC type (for those coming here just for a type).

 

You are a troll of note and have zero reading comprehension skills.