General Questions
 

First, thanks to all the professionals who have responded before. I truly enjoy reading and learning as a "guest". I want to ask a few random questions that have been rattling around in my skull.

1. How does per diem work- is that every hour on the road or just per flight/duty hour?

2. When you are flying a fleet of "common" A/C, how do you keep it straight in your head not to overrotate, etc.? I'm thinking of 757-200 and 300's and the 767-200 and 400's in CAL's fleet specifically. But I'm sure there are other fleets.

3. Is the MD-11 require that much more effort attention on landing? The query is based on certain things I've read.

Thanks.

OA84

1. Per diem at most companies is based on "time away from base" - IE the per diem clock starts when you show up for work on day one and runs continuously until you leave for home at the end of your trip on the last day. Some companies pay different rates of per diem for domestic vs international trips.

2. Dunno, since I haven't flown different derivatives. That said, I'd imagine most companies utilize "common procedures" that ensure that you will remain in the flight envelop for the most restrictive of the different aircraft. IE if you tail strike at 18 degrees in airplane A and 14 degrees in airplane B, you fly both aircraft with the 14 degree takeoff rotation limit until off the ground.

3. Ditto. Never flown the MD-11.

1. See Above

2. The three CRJ variants have different T/O and Landing techniques, particularly landing. You just have to keep them straight...failure to do so will result in very hard landings and possibly damage. Actually the 700/900 are quite similar, so it's effectively just two aircraft you have to keep straight.

3. I have heard that too about the MD-11.

#1..answered
#2..I`ve flown the 767-200, 300, and 757-200 as a common catagory. The 757 handles about like an MD 88, 767-200..we called that one "The Dump Truck"..you can imagine how that one flew. 767-300 flys like a big plane, similar to the L1011. Although they flew completely differently, no one that I`ve ever heard of, had any trouble with the various pitch attitudes( after the initial check out and a few landings). The radar altimeters helped a lot on landings, with the other guy calling out the last 100 or so feet going down.
#3..like you, I`ve heard a lot about the MD 11`s lack of tail...you are gonna have to get that answer from one of the freight guys.

I've flown all of CAL's 737's, 757's, and 767's. They are all different. I rotate the 737-500 the same as the 737-900. The same with the 757-200 & 300. I rotate the 200 like the 300. The same goes for the 767-200 & 400. We also fly the longer planes with higher speeds on takeoff and landing to help avoid tail strikes. Many of my landings in the 757-300 are only 4 degrees pitch on landing. You can look up your takeoff and landing pitches in the FMS. If you get too close to the limit, a "pitch report" automatically prints out on the printer. I call it a report card. :D