Wow, I didn't know we had any of those guys left! :eek:

It was a real problem when we first got the 767/757's. All the Captains were coming off the 727 and didn't trust the magic at all, or only having....TWO engines! :eek: The Horror!!

I checked out on it in Jan. of 1989 as F/O, and nearly every Capt. I flew with would say, "You run the box, I'm just going to fly it like the Seven Two!" and they'd have you run the APU on takeoff and landing, "...just in case we lose a generator, we've only got two on this thing!"

When we F/O's were in recurrent, and the Capt. was asked to set up a holding pattern in the FMS, the IP's would usually touch us on the shoulder and say..."Don't help him, he has to learn to do this himself."

It was many years before some of them got comfortable with the box. The 727 was fun, but the 757 is by far the easiest airplane I've ever hand flown, even at 410. Try that in a Lear 23 sometime, let me know how long it takes you to make yourself airsick! :D

Isn't that window for guys who like to sit tall in the saddle?

It's really useful for inverted flight, you know, when the Douglas flight semi-control system doesn't. If it was not for that window how would Capt. Denzel be able to judge his altitude in the flare and miss the Church after the prop overspeed?

http://www.backstageol.com/wp-conten...HT-585x370.jpg

Timbo,

Hadn't those 72 Cappys flown the DC-6s and 7s? We had a bunch of ex-Connie and Electra guys in KBOS/EAL. Oh, and former F/Es that learned to fly after '62. Two buckets there--the great and the scary.

GF

Yup, I flew with lots of former NE guys who had flown the DC 3! Many were hired before I was born (1959).

One guy was hired at 18, too young to get is engineer ticket on the DC 6 (?) you had to be 21, so they made him a DC 3 F/O, by the time he was 23 of course he got his ATP and was flying Capt. ever since.

He retired as Number 1 on the DAL list, great guy, I dated one of his daughters in high school, but it didn't last too long.

Every time I'd show up to take her out, her dad and I would get talking about cubs and flying, and before you knew it, we'd missed the movie and she'd get all huffy. :D

Forgive my ignorance, but what is an assignment as it pertains to trip coverage? I noticed a couple of A#1 on the daily trip coverage for M88B ATL yesterday and not sure if that is just a trip assigned to a resv pilot with less than the contractual time limit on assigning or report time.
Thanks

Just forget it because I was waaaaaay off. :D

Inverse assignment with greater then 12 hours notice. Going from the bottom of the list upward. A K #1 would indicate an IA with less then 12 hours to report.

It is an Inverse Assignment (IA) . Essentially scheduling is "reaching out and touching someone" on their days off even though they didn't have a GS request in.

If they get hold of you, and you are FAR legal, you must fly the trip, end of story. Funny thing is that this comes way after GS, which means that there was no one available to fly, even as a GS.

IAs always pay double, regardless of how much or little you have flown any where else in the month. They really mean that scheduling is desperate and the category is really understaffed, or a huge line of nasty weather somewhere has severely disrupted things.

Unless you are on reserve, no double

If it was an IA I thought it was coded differently, also there was no attempt to contact me and I'm junior to one of those pilots?!?