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This is the latest bid for UCAL. This is what it looks like to work for an airline with some progression! I have a buddy is a 737 FO in EWR that was hired in 2006 & is only a couple hundred numbers away from EWR 737 CA. I'm a 2000 hire and I won't be able to hold 737 CA until June of 2021!!!! 21 years after I was hired. What a difference.
DEN 737 CA 2 76 95 95 19 Vacancies DEN 737 FO - 79 94 94 15 Vacancies NYC 737 CA 4 306 336 336 30 Vacancies NYC 737 FO 1 305 322 322 17 Vacancies IAH 737 CA 22 606 646 646 40 Vacancies IAH 737 FO - 557 623 623 66 Vacancies GUM 737 CA - 66 71 71 5 Vacancies GUM 737 FO - 62 80 80 18 Vacancies LAX 737 CA 4 83 95 95 12 Vacancies LAX 737 FO - 84 95 95 11 Vacancies ORD 737 CA - 73 90 90 17 Vacancies ORD 737 FO - 76 89 89 13 Vacancies 737 CA Total 35 1,317 1,440 1,440 123 Vacancies 737 FO Total 1 1,266 1,406 1,406 140 Vacancies NYC 756 CA 14 313 346 346 33 Vacancies NYC 756 FO 1 371 489 489 118 Vacancies IAH 756 CA 4 162 182 182 20 Vacancies IAH 756 FO 1 134 226 226 92 Vacancies 756 CA Total 18 475 528 528 53 Vacancies 756 FO Total 2 505 715 715 210 Vacancies NYC 777 CA 9 131 151 151 20 Vacancies NYC 777 FO 4 339 345 345 6 Vacancies IAH 777 CA 3 38 42 42 4 Vacancies IAH 777 FO 1 92 95 95 3 Vacancies 777 CA Total 12 169 193 193 24 Vacancies 777 FO Total 5 431 440 440 9 Vacancies IAH 787 CA 13 52 62 62 10 Vacancies IAH 787 FO - 132 152 152 20 Vacancies 787 CA Total 13 52 62 62 10 Vacancies 787 FO Total - 132 152 152 20 Vacancies System CA Total 78 2,013 2,223 2,223 210 Vacancies System FO Total 8 2,334 2,713 2,713 379 Vacancies System All Total 86 4,347 4,936 4,936 589 Vacancies |
Originally Posted by Bucking Bar
(Post 1339212)
Without even playing the video, it can be assumed the flight deck does not have a "hat and tie" alignment mirror by the door.
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Man, what would it take to hold DEN? I'd like DEN.
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Originally Posted by flyallnite
(Post 1339340)
Depends on how severe the icing. In 1987, an ATR 42-300 crashed in the Italian Alps as the pilots gradually lost control in the icing. They cursed the plane all the way into the ground.
The Simmons airplane was a -72, and they had the flaps out during the hold, which further exacerbated the runback icing, (and subsequently retracted them, not unlike the Colgan accident) but due to some 'incidents' in the icing at that airline in the ATR's the pilots wanted a bigger stall margin. That was the culture, based on (scary) experiences with the ATR, but was not a trained methodology. The boot design was problematic, as was the aileron design. Sticking a spoiler up into an already partially stalled wing was also a bad design point. I think the current models reflect design changes that mitigate this to a point. De ice boots are not as effective as the manufacturers would have you believe. You don't see any Russian turboprops with boots. Getting out of the icing if it's anything worse than light rime should be the priority of any turboprop pilot. By the way, I was in Chicago that night the ATR went down. It was Halloween. Probably the worst weather I've ever seen there. Thunderstorms, snow, hail, thundersnow, wind, sleet. Just horrible weather combined with the strong lake effect over the holding fix. So those conditions were about as bad as they can get. I have never heard a Dash 8 pilot complain about that airplane in the icing. I don't think it is particularly susceptible to tailplane stalls. There was at least one Jetstream 31 lost to that phenomenon. My belief is that de-ice boots have no place on a modern transport airplane with a critical wing airfoil. |
Originally Posted by bluejuice71
(Post 1339367)
This is the latest bid for UCAL. This is what it looks like to work for an airline with some progression! I have a buddy is a 737 FO in EWR that was hired in 2006 & is only a couple hundred numbers away from EWR 737 CA. I'm a 2000 hire and I won't be able to hold 737 CA until June of 2021!!!! 21 years after I was hired. What a difference.
But how do you know that 2021 is the earliest you'll hold 737 CA? Even as a DAL 717 CA your pay rate exceeds UAL 737-500/700 CA pay, and trails 737-800/900 CA pay by only $5 per hour. Interestingly enough, my friend who is CAL told me lots of guys who bid EWR 737 CA went back to WB FO because the work rules are terrible. They were miserable as a RSV 737 CA. |
Originally Posted by forgot to bid
(Post 1339428)
I agree. Boots should be unacceptable in new part 121 airliners. I'm sorry I missed your discussion on the Colgan accident. The missing component of the discussion was pitch authority with the Ref Inc switch activated at the artificial stall/shaker/pusher/crash/die speed. Gotta fly the Mighty Dash to know what that tail will do though. Read - accelerated stall/snap roll. Clearly they never taught aerobatics at Gulfstream? Way to go Marv. |
Originally Posted by forgot to bid
(Post 1339428)
I agree. Boots should be unacceptable in new part 121 airliners.
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Originally Posted by biigD
(Post 1339448)
Could be an engineering problem. I'm unaware of any turboprop with hot wings/tail - perhaps the engines are incapable of pumping enough bleed for it? I don't have any 121 turboprop experience, so that's just half-assed speculation on my part, however.
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Originally Posted by johnso29
(Post 1339458)
People were saying the Piaggio has heated wings. I'll have to look.
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Originally Posted by biigD
(Post 1339463)
Good call - I had forgotten all about the Avanti.
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