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Originally Posted by DAL330drvr
(Post 773431)
Yes, thanks. The PBS calendar shows me going to school next month, so I guess that explains it.
Is DAL giving us full type ratings now a days or are they putting the on DAL Only restriction? |
Originally Posted by iaflyer
(Post 773435)
I got a full type on the 7ER training (except for the VMC only restriction, but that's common at a 121 that doesn't do circle-to-lands).
I had never heard of an airline specific type until I talked to a friend at Fedex. Thanks. I got the full type on the 330 but some of the guys on the 330/744 and 757 got a nwa only restriction, I think that was before I went thru the program that they were doing that. |
I have never heard of that stuff.
We full type on all jets except the 88 which is a DC9-SIC only restriction. |
So is it to early to tell people to wear the red tie?
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Originally Posted by acl65pilot
(Post 773441)
330;
If you do not hold a 767/757 type, you got a long road. Full 767/757 course, International Long Range Nav, and 765 conversion, IOE (domestic) followed by TOE international. Full 767/757 type with VMC circ to land restriction. Thanks for reminding me! I have to start getting de-airbused, I've been flying an Airbus product since '96 ...:confused: How does that trim switch work? Do they actually give me a domestic IOE trip? Is there any domestic flying on the 765 other than MCO? |
I thought you wore the red tie around your house! :D
When they actually do off the street depends on the recalls. More bypass guys the less off the street you will see. It will happen later.The actual number is a moving target and I have heard all numbers all over the place. |
Originally Posted by acl65pilot
(Post 773448)
I have never heard of that stuff.
We full type on all jets except the 88 which is a DC9-SIC only restriction. I think that was happening back in 2005/2006 timeframe, during bankruptcy, we were losing some many guys, nwa thought putting that restriction would make guys think twice about leaving since the type was not valid anywhere else. |
Originally Posted by DAL330drvr
(Post 773451)
Thanks for reminding me! I have to start getting de-airbused, I've been flying an Airbus product since '96 ...:confused: How does that trim switch work?
Do they actually give me a domestic IOE trip? Is there any domestic flying on the 765 other than MCO? Full 767/757 training then the 765 differences. |
Originally Posted by Cycle Pilot
(Post 773103)
Oh, give me a break. It's easy to say that when you had the opportunity to fly for the military. I had no other option, but to fly for a regional in order to get an airline job. My regional's growth was due to nothing else but major airlines giving up flying to my airline. Maybe the major airline pilots should have controlled their destiny, huh? 90% (maybe more) of regional pilots I know would much rather have seen the growth at the majors instead of the regionals. There's a finite amount of flying to be had. The question is... Who gets the flying? I was lucky enough to sneak in to a major, but the majority of regional pilots are going to be stuck there for a long time because of the scope that WE caved on. So, don't give me that garbage that the regionals are big because the regional pilots made them that way. It's just not true.
My comment was "It is [your fault]. Control your own destiny". Nobody is holding a gun to your head regarding where you work. If you were someone who believed that you would only have to spend a few years at a regionals in order to land a coveted major airline job, I'm sorry that it didn't or hasn't worked out for you. And don't be blaming anyone else if your career has stagnated. There are no promises in life and I'm tired of this "I'm entitled to it" or "I did my time" attitude. If you don't like your situation, change it. But please, stop blaiming others.
Originally Posted by TOGA LK
(Post 773108)
KC-10, I am a former military aviator and feel that comment is completely off mark. From your perspective you were paid to go to college, you were paid to go to flight school and you likely rounded out your last few years with a six figure income prior to leaving. Assuming you put hard work into flight school you may end up with fighters, assuming a slot is open, and further control your destiny with rank progression within the military. For me I finished top of my class but still chose helicopters as I wanted to be in the fight. No Kuwaiti bachelor officer quarters for me, a green tent with the enlisted men that kept my craft in the air; I still wouldn't have it any other way. That being said, I had to do some time at a regional...
Between 1997 to 2008 the only choices a flight instructor had were the regionals and a few part 135 outfits, both of which went through unprecedented growth. If you lucked out with a growing regional, you upgraded quickly and got to partake in LUV's unprecedented growth; everyone else was reeling back, busting pilot unions. The unprecedented growth at the regionals was due to companies like UAL and DAL assigning greater than 50% of their total flying to various contract carriers. Call it bankruptcy contracts or whatever, but the various ALPA legacy groups either lost or gave away (to retain something else) scope and in doing so sent a shockwave in the opposite direction. Whether it is a trust fund kid on a full parental ride through this career, or a guy who had to pump gas at an FBO to work his way through all this, the storm is still the same. I fail to see the fault in the decision making process of some twenty or thirty year old pilot stuck at a regional when every contract but two of the legacies has been signed by Air Lines Pilot Association. In my strong opinion, our managements, facilitated by signatures in our contracts, have done a fantastic job of ensuring that the days of hiring at any of these shrinking legacies is as remote as a new 100-seat narrow body equipment showing up on our list. You are a former military aviator who has had to do a heck of a lot more than just study or pump fuel at an FBO, for that you will always have my utmost respect as a member of the worlds largest fraternity. I strongly feel that this situation needs to be observed from both angles, looking up and looking down. We are as guilty for allowing over a hundred 76-seat, dual class aircraft at the regionals as the regional FO who actually shows up for work to make $38 an hour. Personally though, if I were a regional FO, 2010 would be my last year in the profession. Heck, 2010 maybe my last year if we get furloughed. Try not to be too much like Carl, that guy has been on the gravy train from the start and has a polar view on everything. Quite honestly, based on Carl's comments he is completely out of touch with what has transpired in this industry over the past 13 years. I wont be one of the guys reading his "Tales from Narita" articles in AOPA.
Originally Posted by hoserpilot
(Post 773221)
All I can say is "WOW."
Guess if you didn't fly in the military your just a piece of dirt. I'm happy to be a piece of dirt. Although I would've given my right nut to fly Mach 1 with my hair on fire if Uncle Sam let me. |
Originally Posted by DAL330drvr
(Post 773454)
I think that was happening back in 2005/2006 timeframe, during bankruptcy, we were losing some many guys, nwa thought putting that restriction would make guys think twice about leaving since the type was not valid anywhere else.
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