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Originally Posted by Carl Spackler
(Post 1422045)
No, they didn't say that either. I know because they said this:
...and with a surplus of pilots at a system level we have to utilize our existing pilot staffing. As a result, we must displace now in order to staff the hours that Network has given us So, network gave a need for less hours going forward at a time when we have a system level surplus, operating with our new contract that gave back productivity to fund our COLA pay raises. That's why management won't approve hiring. No mystery there. Carl We realize we are displacing from the 7ER First Officer position in order to fill vacancies in the M88 First Officer categories. We also understand that as we take deliveries of the 717 and 737-900 and post Captain positions on those fleets pilots who are displaced down will quickly rebound back up. |
Or maybe things are said because they know who the audience is. Since when has accuracy ever trumped what "they want to hear"?
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Originally Posted by boog123
(Post 1423280)
Or maybe things are said because they know who the audience is. Since when has accuracy ever trumped what "they want to hear"?
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Originally Posted by filejw
(Post 1423264)
Air West flew all over the west with DC 9's as did Republic /NWA..
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Originally Posted by iaflyer
(Post 1423288)
I know, others did in the past. Something must of changed with driftdown requirements in the last ten years although I don't know what. We had a lot of problems with the FAA over driftdown west of DEN in DC9-15 and DC9-30 in the airline I used to work with, in the 2003 timeframe.
I think we (NWA) had some DC9-30 with -15 motors and aux tanks on them that could be used to get over the rockies. |
Originally Posted by Bucking Bar
(Post 1423153)
IThis month's Flying magazine is terrific, written by an E175 Captain, enjoying cruise in his modern jet, making more coin, with better toys and more time off, enjoying his CREW MEAL on a domestic leg and he's like 15 years younger than me ....
So why did the Delta MEC divest the Compass pilots again? |
Originally Posted by Timbo
(Post 1421604)
I heard they actually had to ASSIGN the right seat of the NYC 76ER to some of the new hires coming out of training, due to that same reason. I also heard we had a couple newbs divert over the North Atlantic, while the Capt. was on break, when they were trying to upload new winds in the FMS and got the (standard) "insufficient fuel" message! The story goes, one of the F/A's woke the Capt. and asked him why they just turned 90 degrees off course! I head not long after that incident, the FAA told Delta to stop putting new hires in the right seat of the ER! Timbo, I have also heard about these "incidents" with new hires on the ER but it doesn't make any sense to me that the FAA would care about what new hires bid. At Atlas, FDX and a whole bunch of other airlines new-hires go directly into the right seat of international wide-bodies. I don't think their hiring standards are any more stringent than DAL. I guess they must train more specifically for international Ops than DAL does. A former squadron mate of mine got 777B at FDX as his new hire seat last year (heard he was already displaced :eek:). I guess maybe DAL's training for the ER and up could be reviewed for guys with no experience at that sort of thing. As a former MIL guy who flew all over the world I think once you get the accents figured out flying international 1 leg a day is about 10X easier than 4-5 legs a day up and down the east coast in a 88 or DC-9. Scoop |
Originally Posted by Scoop
(Post 1423332)
Timbo,
I have also heard about these "incidents" with new hires on the ER but it doesn't make any sense to me that the FAA would care about what new hires bid. At Atlas, FDX and a whole bunch of other airlines new-hires go directly into the right seat of international wide-bodies. I don't think their hiring standards are any more stringent than DAL. I guess they must train more specifically for international Ops than DAL does. A former squadron mate of mine got 777B at FDX as his new hire seat last year (heard he was already displaced :eek:). I guess maybe DAL's training for the ER and up could be reviewed for guys with no experience at that sort of thing. As a former MIL guy who flew all over the world I think once you get the accents figured out flying international 1 leg a day is about 10X easier than 4-5 legs a day up and down the east coast in a 88 or DC-9. Scoop |
Originally Posted by hockeypilot44
(Post 1423324)
That article was written by Junglebus, a frequent poster on this thread. He is inline to flow up next time we hire.
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Originally Posted by Scoop
(Post 1423332)
Timbo,
I have also heard about these "incidents" with new hires on the ER but it doesn't make any sense to me that the FAA would care about what new hires bid. At Atlas, FDX and a whole bunch of other airlines new-hires go directly into the right seat of international wide-bodies. I don't think their hiring standards are any more stringent than DAL. I guess they must train more specifically for international Ops than DAL does. A former squadron mate of mine got 777B at FDX as his new hire seat last year (heard he was already displaced :eek:). I guess maybe DAL's training for the ER and up could be reviewed for guys with no experience at that sort of thing. As a former MIL guy who flew all over the world I think once you get the accents figured out flying international 1 leg a day is about 10X easier than 4-5 legs a day up and down the east coast in a 88 or DC-9. Scoop |
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