Any "Latest & Greatest" about Delta?
06-23-2011, 08:21 AM
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
Originally Posted by PilotFrog
It really is scary that the most junior position at Delta is now the 7ER in NYC.
06-23-2011, 08:22 AM
Works Every Weekend
Joined APC: Dec 2007
Position: 737 ATL
Posts: 3,506
Originally Posted by PilotFrog
It really is scary that the most junior position at Delta is now the 7ER in NYC.
06-23-2011, 08:24 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by Columbia
Why? Weren't most hires in 2007/2008 going to the 7ER? What's scary is UPS 2nd year pay of $150/hour.
06-23-2011, 08:28 AM
Gets Weekends Off
Joined APC: Jan 2009
Position: B744 F/O
Posts: 141
Originally Posted by ExAF
From what I've heard from Boeing guys, my guess is you better keep as many as possible to make the change. Once you've been assimilated into the Borg, you can kill off as many as you like. It's pretty easy once you get the hang of it and it WILL make you lazy.
Thanks. My wife doesn't think I could be any lazier!
06-23-2011, 08:38 AM
Works Every Weekend
Joined APC: Dec 2007
Position: 737 ATL
Posts: 3,506
Originally Posted by scambo1
Partially true. They have to curtail your first short call and give you (I think) 9 hours rest before your subsequent one. You cant go 48 hours in a row.
You can be on continuous short call for 6 days.
06-23-2011, 08:39 AM
Gets Weekends Off
Joined APC: Mar 2008
Posts: 2,919
Originally Posted by Columbia
What's scary is UPS 2nd year pay of $150/hour.
06-23-2011, 08:39 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Originally Posted by Check Essential
Not on pure international.
If they want to give you a domesic trip after the first 12 hours then they would have to give you 9 hours free of duty prior to the report time. Maybe that's what you are thinking of.
If they want to give you a domesic trip after the first 12 hours then they would have to give you 9 hours free of duty prior to the report time. Maybe that's what you are thinking of.
Originally Posted by dragon
To give themselves the most flexibility, they should shorten your 23 Jun SC at 2359 or even 0200 on the 24th and then when you restart on the 24th you'll be legal again for domestic. That's how they used to do it, but with the new crop of schedulers who aren't as familiar (means haven't even read) with the contract, who knows.
06-23-2011, 08:45 AM
Gets Weekends Off
Joined APC: Mar 2008
Position: 737 Capt
Posts: 1,166
Originally Posted by Check Essential
You guys are thinking domestic. There is no such rule for international.
You can be on continuous short call for 6 days.
You can be on continuous short call for 6 days.
06-23-2011, 09:07 AM
Works Every Weekend
Joined APC: Dec 2007
Position: 737 ATL
Posts: 3,506
Originally Posted by NWA320pilot
I am always given 9 hours free from duty between SC assignments...... Usually they give me something like 0100-1000.....
06-23-2011, 09:15 AM
Gets Weekends Off
Joined APC: Jan 2008
Position: maddoggy dog
Posts: 1,026
Originally Posted by NuGuy
Heyas Hoser,
The biggest thing(s) with an airplane partnership are:
1) Make sure you set up a LLC for liability purposes. If you are a sole owner/pilot, a LLC won't do you much good, but if you have someone else who regularly flys the airplane, then I would seriously consider it.
Most states have gotten around LLCs these days for tax purposes.
2) Make sure your partner and yourself are on the same page. If you get into a partnership where you are nit noid about MX, or want to do some upgrades (or in the case of the Stinson, restoration work) and your partner is not, then that will cause trouble from the get go.
3) Don't plan on going cheap. Sure, that tie down will work, but after 3 months, you'll see what the sun and WX does to an airplane, and it will make you cry. Certain parts of the country may really test your wallet, and costs can vary wildly.
4) Finding a quality A&P and a reliable shop (unless you happen to be a A&P) is virtually impossible unless you do a lot of research and/or trial and error. Less of an issue for the 172, WAY more of an issue with the Stinson.
5) Plan on spending %10 of the airplane's value in the first six months to fix things missed on the pre-purchase, or spooling up the airplane to meet your standards.
PM me if you want....
Nu
The biggest thing(s) with an airplane partnership are:
1) Make sure you set up a LLC for liability purposes. If you are a sole owner/pilot, a LLC won't do you much good, but if you have someone else who regularly flys the airplane, then I would seriously consider it.
Most states have gotten around LLCs these days for tax purposes.
2) Make sure your partner and yourself are on the same page. If you get into a partnership where you are nit noid about MX, or want to do some upgrades (or in the case of the Stinson, restoration work) and your partner is not, then that will cause trouble from the get go.
3) Don't plan on going cheap. Sure, that tie down will work, but after 3 months, you'll see what the sun and WX does to an airplane, and it will make you cry. Certain parts of the country may really test your wallet, and costs can vary wildly.
4) Finding a quality A&P and a reliable shop (unless you happen to be a A&P) is virtually impossible unless you do a lot of research and/or trial and error. Less of an issue for the 172, WAY more of an issue with the Stinson.
5) Plan on spending %10 of the airplane's value in the first six months to fix things missed on the pre-purchase, or spooling up the airplane to meet your standards.
PM me if you want....
Nu
Thanks for the info. I loved flying the old Stinson's. I flew two, one with a Franklin and the other was a super stinson. Here's an old pic from the beginning of my flight from SE Alaska to Eastern Washington....
Hey ALPA!!!!! ^^^^^^^^^^^This is why I need a raise. I want one of these please!!!!
Thread
Thread Starter
Forum
Replies
Last Post
