I need some info on a good one!

At this point, would it be better for us to just merge with Alaska? I mean they do a significant amount of our west coast feed as it stands now, at least that flying would officially be back to DAL pilots.

I've always thought that ALK was to expensive, but in the event DAL/ALK merger played out, any idea how seniority integration could possibly play out?
I realize that's a million dollar question, just wondering if either group looked to gain a significant windfall against the other, more specifically do DAL pilots face getting a screw job?

Just look at our pilot group sizes, and the number of newhire AK has hired and us (a big zip, zilch, 0), you'll know a screw job is coming your way. And since we know there won't be any 20 year fence, and there may probably be a base fence, i could only see dark clouds hovering over us junior pukes. They may as well call Minneapolis the new west coast.

LOL... I'm digging flying instead of sitting SC!!

Gary Kelly flew DAL to Dallas from ATL so he could have a 1st class seat! Lmao! :D

The way to differentiate me on SC or on LC is what beverage is in my hand:

http://torinelson.files.wordpress.co...ch_potato1.jpg

Currently, that bottle of beer looks more like a glass of water, so I'm sitting SC right now. :)

Ah, living in base. I'm going to go type some more all caps troll responses on the rotation survey about commuters.

So when do we get to vote on DPA?

Lol. Depending what base that could be a good thing!

Yeah, the weight above the fuselage (fuel, wing, engines, structure) results in odd things happening compared to other airplanes. Once the weight is on the mains, the deck angle results in the weight of the engines (etc) being aft of the gear. In effect, the CG shifts aft at touch down, unless you push the nose over and get that weight forward of the gear (a lot like a 757 if the PNF yanks a lot of speed brake brake at touch down) No problem if you're used to it. If you fly it like any other airplane, intuitive pitch inputs are exactly the opposite of what is needed because the aft CG is pushing the tail in directions that the pilot has to over ride.

Had to fly it on to the runway and continue flying until brake set. It weighs nothing for its size (mostly composite construction). If your FO stopped flying the ailerons during the roll out, you'd go in the weeds. Fortunately, it was certified for that (designed for ops in back country Africa).

If it were a choice, I go fly it if we had it. Something about props are fun.