That sounds like the classic refrain to all fnw employees when they ask a question about how to do something i.e. change w-4 withholding, or pass travel questions, etc......the company standard answer is "That is on Delta-net or I crew or travel net(substitute in name as req'd) and you should know how to do that already!" Yes this forum is the best way to find out, because you have 5000 guys with no indoc. at this place, who are figuring out how to navigate the computer systems one item at a time.

If it was a longer trip, it could have been broken down into smaller trips. If you can't find your specific rotation, look for made up rotation numbers like 0121, etc. and that may show that the trip was broken up to fit reserve availability. If you had a white slip and it was broken up to go to a reserve, call scheduling and ask why you didn't get it.

Actually, I stayed on it about 6 months longer than I had to and yes it was by choice ;). Then I had the pleasure of returning to the seat after being spoiled by the airbus lol. The first go on the -9 was the pleasurable experience at least :)

But you're right, I do look back fondly on the diesel 9 experience :)

I only flew the "Nine", (never heard anyone say Diesel that wasn't redbook, and dealing a veiled insult) for 16 years. Never thought I was working particularly hard until after 9-11. Taking out the aux and extended range tanks took it out of the market for reasonable trips. For those on it now, I feel your pain, and you ARE better pilots than the rest of us!

it is primitive,and the FD108 flight directors we have in some of them are right out of the Wright Model B,but it is an honest to goodness retrojet,and those JT8Ds dont hum, they roar,smoke,thunder,and **** off the neighbors,even with quiet EPR. After the last couple of years flying glass (NJA), I feel like a fully engaged aviator again. IOE starts late next week,off to the Sierra Madre,and other garden spots, by the light of the moon,the kiss of the wind,and the grace of God.

I hear ya, Super. I shied away from bidding the Bus due to living in Atlanta, and not wanting a freeze (yeah, yeah.. I'm invading a south base...) but I'm staring down at my final two -9 trips, and I'll miss it. It's been a lot of fun, and it's something I'll never get to do again. NDB approach into YWG... check. Circling at MDW with no MFD... check. ILS to near minimums in Minot in snow at midnight at the end of a 5 leg day... check. For lots of reasons, that airplane sends you home at the end of a rotation as a satisfied, albeit tired, pilot. My dad flew the -9 at NWA for several years after the Eastern debacle and when we're up too late and the Scotch kicks in, we always get back to talking about the satisfaction of getting the job done in an older generation airplane with no HUD, no FMS, no MAP, no... well.. nothin' except two guys just getting it done. Then again, my dad also bid the Bus as soon as he could hold a schedule on it, so comfort trumps nostalgia and satisfaction any day.

I'm already getting nostalgic... As Bar said in his rite of passage post, none of that stuff seemed even remotely fun at the time, but now....

When I get out on the line on the -88, I'll be sure to carry a cockpit photo of the -9 on my phone, just to remind people what analog flying is all about!!

ps. For the newhires on here, DTW DC9 B is a great starting position. Good captains for the most part, some really good unglamorous under the radar layovers, and a great jet. Oh yeah, and for the commuters, the Comfort Inn, albeit a dump, is 40 bucks out the door and they have cheap beer and decent food. Commuter's paradise.....

I kid you not, I was in the parking lot the other day and a DC-9 flew over on landing, it was only about as loud as an 88, it wasn't bad. I think some of the reigonals sounded about the same. But then the loudest jet flew over, louder than the DC-9, and it was a tiny, ugly, who in the hell thought that was a good idea Beechcraft/Hawker Premier. Very loud.

The 88 is a 9! :D

I highly suggest being bilingual in both VNAV and non-VNAV, you've got VNAV over the top lovers and VNAV haters to fly with or that do your checkrides.

I go in and out of both in a flight. I'll use VS a lot in the high altitude phases because its 10x easier and smoother but you have to keep the FMS updated, I'll use VNAV for idle descents and crossing fixes but not always, and I sometimes go back into VNAV for close in airport stuff but you must always be in FMS OVRD when using VNAV low or you'll get to look like a fool when it goes from 210 to 330.

I am currently going from the -9 to VNAV, and it is NOT easy! It IS very interesting....every approach is an ILS or a VNAV with a VNAV glideslope....they all look the same. We see ONE dive and drive V/S to an MDA during sim training....it is not on the checkride.

I still don't get why we don't standardize and use the LAVS acronym on the 88. LAVS works great and on the 88, it just has fewer options than a 757 and its what I used throughout training when the multitude of acronym "techniques" failed to be as easy to remember or as efficient.

Non ILS approaches in the 88 are great btw on the line.

Wait until you get to the 800. Everything can be in APP mode. Virtually everything is an ILS. Evens LAVS is outdated...although a lot of guys feel more comfortable sticking to that.