What is it that people don't like about NYC and a 737?

 

NYC is less desireable because you have to cover 3 airports (two of which are kind of related but one needs to be a separate base as its NOT the same). Pre-Optimizer the trips were much more commuter friendly. Not sure how they are today. A couple years ago a NB friend in the top 10% in seat who lived there, actually moved to another base it was so bad.

Crashpads/hotels and transportation can get expensive and time consuming. Commutes (either way) fall apart rapidly with the slightest grain of sand in the gears.

The 737 has great glass. And the crew room angst about the overhead panel is one of the most whiny exagerations in the business. However it is a very cramped flight deck. Most pilots of average height can recline one notch from their comfortable flying position or scoot the seat back one notch. But not both. Its a little on the loud side too. Good ANR can fix that (IMO either fully over the ear or fullin in the ear sets..the 850ish types just don't do it). It had a die hard one ear off never use the hot mic culture for many years. That seems to finally have died out.

The trips used to be great. Post merger it was the transcon machine as the 320 got shifted to short haul. Now things are much more evened out, but it still has some good flying and is still technically a growing fleet.

So when you combine the negatives, it becomes somewhat less desireable when things are moving so fast anyone can hold anything anytime.

All that said, its not that bad. I'd do it, or NYC, or both, if the relative seniority worked out for me.

 

Generally, there is a “category freeze” (aka seat lock) of 2 years before you can bid a new aircraft. There are a few exceptions, like a new hire can bid to change fleets after 1 year if they need to change aircraft to hold a different base. There are also shorter seat locks for shorter courses.

Also, your first Captain upgrade will break a seat lock, but the new “freeze” gets added to your remaining freeze.

Keep in mind, that seat lock is for bidding. Conversion can be anywhere from almost immediately to 150/210/335 days later depending on some variables. The default co version window is 150 days. Though very uncommon, it’s conceivable an award on a 335 day bid it could leave you nearly 3 years in the “old” aircraft, or a new hire nearly 2 years.

 

You lost me at NYC. What a dump.

 

Congrats on the class date and welcome aboard! Not sure if you’re in the 6/5 class or not but if so (or anyone reading is), could you post the actual numbers awarded for each offered seat?

 

This information is shared by the Union in their weekly “Delta MEC News” email. June 5 class details should be published in this week’s email (usually comes out on Thursday).

 

For context, how does the 737 flight deck room compare to a CRJ?

 

I haven't mearured it against other planes but its just cramped in every vector. The FMS bumps into a sharp 90 degree angle right where your knee goes. The sides have thick paneling/ventillation covers so you get no relief there either. The top is a low pitched overhead with tons of things that stick out. The round trim wheel by your knee spins at 40,000 RPM as well, so what little room you have there has to be buffered a little extra.

And the worse part is there's just no room behind the seat. So you can scoot back one notch OR recline one notch, but not both.

That's really the only negative and once you're in the seat its not too bad.

 

I went from the CRJ200 to the 737 as a new hire. The 73 has slightly more room, and the flight bag spot is open sided on the Boeing

 

I have a CJO but waiting for class. Friends before me have gotten classes on both Mondays and Tuesdays. Is that actually a thing? For example there was a May 9 class (Tuesday) but then this month there are 6/5 and 6/19 classes (Mondays). So should I expect something on a Monday, maybe 7/3 or 7/17? Thanks