Omni vs National
11-26-2022, 12:26 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Jan 2015
Posts: 431
Omni vs National
Has anyone gone from Omni FO to DEC at National?
good move or no?
I realize direct entry captain is a big bite to break off and digest; but it obviously is possible and gets done.
Regardless of that, is the QOL similar or better at one or the other? Both are home-based with typical ACMI schedule, which suits me. Pay seems similar, according to apc: being captain sooner obviously bumps your pay up quicker.
anyone on here made this move?? PM me if you want to give details privately..
good move or no?
I realize direct entry captain is a big bite to break off and digest; but it obviously is possible and gets done.
Regardless of that, is the QOL similar or better at one or the other? Both are home-based with typical ACMI schedule, which suits me. Pay seems similar, according to apc: being captain sooner obviously bumps your pay up quicker.
anyone on here made this move?? PM me if you want to give details privately..
11-26-2022, 04:26 PM
#4
All is fine at .79
Joined APC: Sep 2016
Position: Paahlot
Posts: 4,082
Originally Posted by 4runner
I’m pretty sure you’re not at either airline. If you were an FO at omni, you wouldn’t be asking this question. You’d be deciding whether you want to upgrade on 76 or triple.
I’ve never heard anything good about National from the people I know have been there.
Couple of places got a life extension because of the COVID cargo price increases but that doesn’t mean you’re not one day away from being unemployed.
11-27-2022, 04:23 PM
#5
Gets Weekends Off
Joined APC: Aug 2009
Posts: 578
It doesn’t make sense I guess is why I’m doubting his/her authenticity. It would be like a backwards move, career wise. Everyone I know at omni enjoys it. They only leave for fed ex or majors. I also question someone with limited international expertise, jumping at a captain slot. That’s a lot of stuff to go wrong in remote parts of the world in a widebody.
11-27-2022, 06:02 PM
#6
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,017
No reason to question the posters authenticity. He has a long enough posting history here, and you can read it yourself, which leaves nothing to question his veracity. He details his timeline as a F/O, then as regional captain, identifies his hours at various times, posts in numerous threads seeking information about potential employers, asks a lot of questions, and doesn't seem to hide anything. I don't believe he inferred in this thread that he is employed by either Omni or National, hence his question, which didn't seem to be that complex. Based on his posts to date, he's probably got the experience level in terms of hours to apply; he's got F/O and captain experience, and I believe some international SIC experience, enough to know how the game is played.
His posting history indicates that he was or is still a captain at a regional.
The decision to take a direct entry job at an ACMI operator in an airplane like the 747 isn't one to take lightly; one ought to have international captain experience, as it's not the same as working at a regional. Classically, it's well said that ACMI international flying is more like 135 charter operations, and it's more akin to being given the keys to the airplane and told to fly to deep dark africa in the middle of a storm and a war with 30 DMI's, and make us proud. Good luck, we're all counting on you. Decidedly different than domestic international, though with some ACMI operators, one will also be doing that deep dark trip single pilot, because one's F/O will be as useful as a pimple on bacon.
To do that in an unfamiliar airplane (eg, jump from an RJ to a 747) may be asking a whole lot. The proverbial swiss cheese model works both ways; those who fall through the holes, and those who can't get past the cheese; each layer puts more to get through. Taking on a large, wide body energy-management airplane, captain duties, international duties, ACMI operations, a new-to-ye employer with unfamiliar policies and practices and paperwork and culture, may have varying degrees of challenge when taken on independently, but may present a considerably steeper uphill slog when taken collectively, all at once. With that in mind, the safety aspect of jumping into deep, cold water with both feet and only one's birthday suit for protection has it's own level of questionable wisdom, but on a different note, so also does the potential impact to one's future career should one be unable to swim, and must be plucked from the pool.
Hence, perhaps, the original poster's question, as he dips his toe, testing the water.
His posting history indicates that he was or is still a captain at a regional.
The decision to take a direct entry job at an ACMI operator in an airplane like the 747 isn't one to take lightly; one ought to have international captain experience, as it's not the same as working at a regional. Classically, it's well said that ACMI international flying is more like 135 charter operations, and it's more akin to being given the keys to the airplane and told to fly to deep dark africa in the middle of a storm and a war with 30 DMI's, and make us proud. Good luck, we're all counting on you. Decidedly different than domestic international, though with some ACMI operators, one will also be doing that deep dark trip single pilot, because one's F/O will be as useful as a pimple on bacon.
To do that in an unfamiliar airplane (eg, jump from an RJ to a 747) may be asking a whole lot. The proverbial swiss cheese model works both ways; those who fall through the holes, and those who can't get past the cheese; each layer puts more to get through. Taking on a large, wide body energy-management airplane, captain duties, international duties, ACMI operations, a new-to-ye employer with unfamiliar policies and practices and paperwork and culture, may have varying degrees of challenge when taken on independently, but may present a considerably steeper uphill slog when taken collectively, all at once. With that in mind, the safety aspect of jumping into deep, cold water with both feet and only one's birthday suit for protection has it's own level of questionable wisdom, but on a different note, so also does the potential impact to one's future career should one be unable to swim, and must be plucked from the pool.
Hence, perhaps, the original poster's question, as he dips his toe, testing the water.
04-01-2023, 03:37 PM
#8
Gets Weekends Off
Joined APC: Dec 2007
Position: 747 captain
Posts: 1,549
Originally Posted by CardboardCutout
As far as the initial, narrow question concerning the similarity or lack thereof of the two jobs, I have only worked at one of them, but having spoken to people who worked for the other, they seem to be worlds apart.
04-20-2023, 02:08 PM
#10
FO
Joined APC: Apr 2015
Position: B777
Posts: 175
Originally Posted by JohnBurke
No reason to question the posters authenticity. He has a long enough posting history here, and you can read it yourself, which leaves nothing to question his veracity. He details his timeline as a F/O, then as regional captain, identifies his hours at various times, posts in numerous threads seeking information about potential employers, asks a lot of questions, and doesn't seem to hide anything. I don't believe he inferred in this thread that he is employed by either Omni or National, hence his question, which didn't seem to be that complex. Based on his posts to date, he's probably got the experience level in terms of hours to apply; he's got F/O and captain experience, and I believe some international SIC experience, enough to know how the game is played.
His posting history indicates that he was or is still a captain at a regional.
The decision to take a direct entry job at an ACMI operator in an airplane like the 747 isn't one to take lightly; one ought to have international captain experience, as it's not the same as working at a regional. Classically, it's well said that ACMI international flying is more like 135 charter operations, and it's more akin to being given the keys to the airplane and told to fly to deep dark africa in the middle of a storm and a war with 30 DMI's, and make us proud. Good luck, we're all counting on you. Decidedly different than domestic international, though with some ACMI operators, one will also be doing that deep dark trip single pilot, because one's F/O will be as useful as a pimple on bacon.
To do that in an unfamiliar airplane (eg, jump from an RJ to a 747) may be asking a whole lot. The proverbial swiss cheese model works both ways; those who fall through the holes, and those who can't get past the cheese; each layer puts more to get through. Taking on a large, wide body energy-management airplane, captain duties, international duties, ACMI operations, a new-to-ye employer with unfamiliar policies and practices and paperwork and culture, may have varying degrees of challenge when taken on independently, but may present a considerably steeper uphill slog when taken collectively, all at once. With that in mind, the safety aspect of jumping into deep, cold water with both feet and only one's birthday suit for protection has it's own level of questionable wisdom, but on a different note, so also does the potential impact to one's future career should one be unable to swim, and must be plucked from the pool.
Hence, perhaps, the original poster's question, as he dips his toe, testing the water.
His posting history indicates that he was or is still a captain at a regional.
The decision to take a direct entry job at an ACMI operator in an airplane like the 747 isn't one to take lightly; one ought to have international captain experience, as it's not the same as working at a regional. Classically, it's well said that ACMI international flying is more like 135 charter operations, and it's more akin to being given the keys to the airplane and told to fly to deep dark africa in the middle of a storm and a war with 30 DMI's, and make us proud. Good luck, we're all counting on you. Decidedly different than domestic international, though with some ACMI operators, one will also be doing that deep dark trip single pilot, because one's F/O will be as useful as a pimple on bacon.
To do that in an unfamiliar airplane (eg, jump from an RJ to a 747) may be asking a whole lot. The proverbial swiss cheese model works both ways; those who fall through the holes, and those who can't get past the cheese; each layer puts more to get through. Taking on a large, wide body energy-management airplane, captain duties, international duties, ACMI operations, a new-to-ye employer with unfamiliar policies and practices and paperwork and culture, may have varying degrees of challenge when taken on independently, but may present a considerably steeper uphill slog when taken collectively, all at once. With that in mind, the safety aspect of jumping into deep, cold water with both feet and only one's birthday suit for protection has it's own level of questionable wisdom, but on a different note, so also does the potential impact to one's future career should one be unable to swim, and must be plucked from the pool.
Hence, perhaps, the original poster's question, as he dips his toe, testing the water.
I’m guessing working at National is tougher than Omni because we are flying more, our duty days are often longer & all our trips are ad hoc. The fatigue is tough with less minimum rest than Omni too. I think they have some 777 contracts with the nice schedules that accompany those contracts as well.
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