I love these nostalgic threads. Good times, little drama. Although I did see such a thread fall apart once, as two guys started arguing over Macho Grande.

As far as TWA goes, there were pilot-then-FE's that were furloughed up to three times, as much as 18 years total. Some couldn't fly on the third recall. The plumbed on, with great attitudes. Funny how some of the greatest people in the industry are those that were tested the hardest, and came through with grace. The same goes for everyone I encountered there. I'm proud to have been associated with them, even though not long enough to acquire their dignity and class. Just long enough to recognize it when I see it.

 

No. I don't think I'll ever get over Macho Grande.

 

Andy didn't make it.



Good reference, SinkR8!

 

I worked in Boeing flight test during the 757/767 certification programs and if I remember correctly the 767 was built with a FE station because it was required by the FARs at that time. There was an expectation that the requirement would be done away with sometime in the future but not in time for the initial 767 deliveries. Boeing was pushing 3-crew 767s out the factory door during the flight test program when the FAA gave it's ok for the 2-crew airplane. Almost all the airlines who were supposed to get 3-crew airplanes wanted to switch to the 2-crew version. After much moaning and gnashing of teeth Boeing decided the best way to make the customers happy with minimal disruption to the production line was to build the airplanes with the FE station then push them out on the ramp where hoardes of people (me being one of them) would rip out most of the flight deck and electronics bay and make the conversion. If I remember correctly we converted 30+ airplanes. I think there was maybe one other customer other than Ansett that stayed with the FE.

Delta's ship 101 was used for the 767 certification program, primarily to certify the CF6-80A engine. Once Boeing was done with it it was refurbished and the 2-crew flight deck installed. 102 was also converted by Boeing.

 

Yes, the 3-man committee to decide the fate of the 3-man flight crew.

GF

 

Another "war" story. Had a navigator on my crew who had been selected to attend pilot training. He decided he wanted an FAA Navigator's license so he set up a check ride with an FAA Navigator from Hickam to Barksdale. The FAA guy was in the Reserves so it was no problem to get him on the flight. There was an oral exam the night before the flight that invloved all kinds of celestial "stuff" and navigator stuff. Next morning we all met at Hickam Ops and the Fed wants my name, rank, and ssan as well as everbody elses. Bells start to go off. What have we done? We flew the SID out to 300 miles and he hasn't even looked at the nav. Nav hits the west coast 2 miles and 30 seconds off. Great job. Then we get a complete reroute, dodge thunderstorms across New Mexico and Texas and hand fly (it was considered unmanly to use the autopilot) to ILS minimums at Barksdale. I asked the Fed how we did; he said good and I was never so relieved in my life. Nav had his Commercial Navigators License for bar talk at UPT.

 

Thanks, Monkeyfly, I guess I flunk the vision test.

I did a Yahoo Search on "UAL Pilot Recruitment Ads". I came up with a 1966 ad. ("We will pay you $1 Million to fly for us.") In that ad, UAL listed the potential earnings for Captains as being $23000 - $33000, depending upon equipment. The largest equipment at the time was a DC8, the smallest was a Vickers Viscount (40 - 45 px, TOGW 60K - 64K ) if I'm not mistaken.

When UAL still operated DC8's, DC8 and B767 pay was identical. If RJ's were operated in 1966, their speed/ TOGW formulas would be at least equal to the Viscount, even more.

These 1966 salaries in 2013 dollars would be a salary range of $165577 - $237,567. How does the 2013 B767 pay compare to the later figure ? RJ pay doesn't begin to equal the lower figure.