Yeah, I had an AWACS Nav who instructed me for my ATP and spent a lot of time at American Eagle, and he's my #1 recommendation.

 

After almost 29 years of airline flying I can state with absolute conviction that some of the worse pilots that I've ever flown with were military pilots. And some of the worse pilots that I've ever flown with were civilian pilots.

My point? If you don't get it it's not worth explaining it to you.

 

Before you fighter guys laugh too hard.

I have been in four ship "heavy formations" in C-130's flying either Modified fingertip (Nose to tail clearance) (wingtip clearance) or close trail (200-500') (belly to tail clearance). On goggles at low altitude at night.

Mix this up with large formations of helicopters needing gas and you can pack about 20+ aircraft in about 4 miles at night close to the ground.

You get a real good perspective on a guys thought process and judgement when they lead a formation, 'specially when you are on the end of a bad decision. You gain respect for the good guys and as Vince and Larry say "you can learn a lot from a dummy!"

 

Albie...you are right, this thread does look as though it has taken an unintended path. It was originally about the M-n-G and how to change it.

No disrespect intended.

By the way...what happened in this avatar? Educate me since you flew with him.

 

For what it's worth, my favorites to fly with are former military guys that have also flown at a civilian pax carrier. They got the best of both worlds.

 

T-birds had been putting in AGL instead of MSL all season during their practice...resetting altimeters to zero. Team had run requests up to chain asking for the change and all indications were waivers and rule changes were "good to go..." Sometime just before the season started MAJCOM declined waiver and team went back to "old" method of field elevation.

Everyone was briefed and briefed and briefed and "on board" with new "old" method but during the apex of the first loop the altimeter was misread. It was classic "expectation" error--expecting to see a number or picture so your mind sees just that. During the pull down he was too low to make the square corner and then realized it and bailed out--mere seconds (or less) from not being in the ejection envelope.

I've seen enough video of airshow F-16 and F-18 guys hitting the ground to know how easy it must be for a "small" mistake to be fatal down low. Those demo team guys have a good gig but the stakes are certainly very high when you are looping over the crowd. Ditto for the guys in their Pitts, Sukois, etc...

Another random note--two of the best Eagle drivers I've known were former WSOs...both F-4s...and both Citadel guys... Paying for your abuse the being a backseat beatch...I guess it makes you tough.

 

And I drive in close formation on the Nonconnahbahn at highspeed with hundreds of people that are talking on their cellphones everytime I head into work. Does that count? j/k

 

I agree with you but can I throw in my 2 cents on item 3 above. A lot of these guys at the majors deserve a second chance. It wasn't their fault that the airline industry is in it's current state of affairs. I have an example. I have a friend that is an 11 year F/O at United. It's not his fault that he's still an F/O, it's his company imploding around him. He wanted to come to FedEx over two years ago. He saw what was happening at United and wanted to make a move that would salvage his career and provide for his family. In my opinion he is a forward thinking highly intelligent individual. Most groups of large people have a "herd" mentality. They follow the herd. It's a documented psych thing. It happens with any large group including pilots. It happens with people chasing winning stocks in the market or bailing out of losers. When you have an individual who recognizes early, sees the writing on the wall and wants to break from the herd, you have a forward thinking leader. These types of individuals are opportunities lost for FedEx to gain some really talented people. Having a blanket policy of not hiring pilots who are active on a seniority list at a major is a discredit to us and our peers at other airlines.

I also know of at least one individual who recently took mil leave from a major airline and then interviewed here and got hired. I am very happy he was hired at FedEx because he is a definite asset to FedEx. However mil leave is technically not removal from a seniority list. When the mil leave ended he would have went back to work. My United friend above is no longer in the military so he can't use that loophole. But he is talented, an outstanding pilot and if I had half his intelligence I would be a smarter person. His only chance for employment here at FedEx under current policy is to resign from United and then pray for an interview. How can anyone in their right mind be expected to do that?

We need a level playing field with opportunities for all talented pilots to be given a fair crack at a career with FedEx. This is an opportunity for FedEx to hire the "cream of the crop" so to speak. It's simply an issue of supply and demand. We are hiring and nobody (majors) else is. We can afford to pick and choose the best. Is that wrong?

 

I couldn't agree more. I asked JL about this a couple yrs ago over beers in ALA. I got the impression that FedEx mgmnt is a bit gun shy due to all the DAL, AA, etc hirees from 95/96 bailing when recalled. The thing is they were furloughees, not folks willingly leaving another carrier. I still scratch my head - what does FDX owe the other carriers? Is it some secret Conquistador/Wings Club "gentlemen's" agreement ?

 

The meet and greet system is great if you live in domicile. The other 80% of us not only have to line up the meeting with the ACP's schedule but also find a day when we are in domicile and can get the applicant there. It is a good idea that has gotten out of hand. If the guy has a sponsor and a bunch of recommendations there is absolutely no reason to come into Memphis and glad hand some manager. Call him in for an interview and make the decision then.