We ALL know the answer to that one...

 

I hate to quote wide pictures, but this one is too good to not bump a time or two. The current outsourcing situation is what it is, and we must live with it. However, going forward, if we don't make an effort to bring all DAL flying in house there will be no one to blame but ourselves.

C2012: No new DCI agreements, and sunset existing agreements as they expire!

Bring the flying back and we ALL see benefits, be it increased job security for the junior guys or increased leverage for senior guys.

 

I almost feel like I'm wasting my breath giving a detailed response to the SCOPE section of the survey. I hope I'm wrong, but it'll be interesting to see the collective will of the pilot group wrt SCOPE.

If the UCAL pilots are willing to push for tighter scope (ie no jets over 50 seats) then why aren't we?

 

I dont know how to ask for permission, but I'm pretty good about the forgiveness part.

Still not convinced the vette is a slam dunk tho.

 

They called me to do the 737 to A320 transition. I told them no. They seemed surprised. Eight hours a day for 3 days of my time at the current pay rates. No thanks. I'm just not that into it. I'm pretty close to completing the long program. Honestly, it's hard. The failure rate to the train yourself is going to be really, really high.

 

Scambo,

$11k seems way cheap to me, but it also depends on several factors:

Originality is key. You said it's not the original engine, but is it the original color? Is it a desirable color? Monza Red-yes. Caramel Bronze-less so.

The word "restoration" means different things to different people. To some it's a thorough detail, and to others it's a full body-off rebuilding of the vehicle with tremendous attention to detail.

There were different options for the car and some while "rare" aren't really desirable and others are very sought after.

There's a publication called The Corvette Black Book. I highly recommend it as it has lots of information on available options and production numbers, etc.

My impression is it's a great time to buy a muscle car. Good Luck!

 

Bloomberg News
All Nippon Airways Co. airplanes at Haneda Airport in Tokyo.
In a chilling reminder of how a simple human error can override the highest of high technology, an investigation has shown that All Nippon Airways Co. narrowly escaped a catastrophe earlier this month when its plane almost flipped over after a co-pilot hit the wrong button while trying to open the cockpit door for the plane’s captain, returning from the restroom.

The revelation came at an awkward time for the Japanese carrier, just hours after the first of the new-generation Boeing Co. 787 Dreamliner jets on which it has built its future strategy finally landed in Tokyo on Wednesday, more than three years behind schedule.

The celebratory mood was quickly over as Shin Nagase, a senior executive vice president at ANA, apologized and bowed deeply in front of TV cameras at a news conference to apologize for the trouble caused by the incident, which took place Sept. 6.

According to the Japan Transport Safety Board, two flight attendants were slightly hurt when the Boeing 737-700, with 117 people aboard, tipped more than 130 degrees to the left at one point and dived about 1,900 meters in 30 seconds during a flight from Naha on the southern island of Okinawa to Tokyo. Two flight attendants were slightly injured and six passengers became airsick or reported neck pains.

ANA said a 38-year-old co-pilot likely hit the rudder trim controls by mistake instead of pushing the door unlock button to let the captain in after he stepped out of the cockpit to go to the restroom.

Computer graphic images compiled by the safety board showed the plane turning almost upside down, but many passengers on board apparently did not realize the gravity of the situation, since it was already dark outside when the incident occurred at around 10:50 pm.

Investigators said the co-pilot was quite experienced, with more than 35,000 total hours of flight time. Nonetheless,*according to investigators, the slip-up*cause a roll and descent so violent that the jet exceeded certain maximum allowable speeds and also was subjected to stresses beyond its acceleration limits.

The safety board will continue the investigation, while a company spokeswoman said ANA will take preventative measures to make sure that pilots do a double-check on where the controls are located as they leave and return to the cockpit. The company said it will also try to improve its reporting lines, admitting that officials were not aware of the incident until the following day.

 

Can't say I'm surprised:

FAA work FT/DT rules are set to change.

DALPA sends out message about how the rumors of rules changing for the worse are unfounded; that the PWA protects us from rules that would be disadvantageous to the pilot group.

Survey asks if you're open to changing PWA in regard to new FAA FT/DT rules.

Read between the lines: What are you willing to give up to keep PWA FT/DT as currently written now that FAA rules allow some to be relaxed?

 

A) not a 737 pilot but the trim switches are where in relationship to the door unlock?

B) impressive. 38 years old and 35,000 hours?? So he's been flying 900 hours a year sinc the day he was born??? Or let's be reasonable, say he started at 18, he'd flown 1700 hours a year then...

 

#1. How can a 50/50 "balance" favor the DAL pilots? OR the other guys? And.. what is this "balance" of which you speak? Seats? Weight? Airplanes? Sorties? Number of pilots required to fly an airplane across the Atlantic?

#4. "etc" is a gray word that lawyers will shoot holes in like Swiss Cheese. What does etc mean? What about Inverse Assignments? Should those still be premium pay? IF so, then this proposal is a big fat no in my book, because it is not fair to require a senior guy to stay home and forego a GS when the junior guy answers his phone and gets dbl pay.