I'm not a headhunter either. Little to gained by that unless you are a taliban.

The likelihood of dain bramage (sic) from the short duration at a higher altitude is highly remote. If you go skiing in DEN you are exposed to high altitudes for longer durations.

The crew may well have written up the fault in the maint log and the mechanics would have checked the systems. You don't give a sick bird to the next crew.

Meatball - if you tell an average person who’s not familiar with pilot schedules that you’re making $33 an hour he/she will think you’re making pretty good money…

After all $33 * 160 * 12 = $63,360 a year, right?

Well, of course not which is why I usually “convert” our hourly rates (75 flying hr/month) to regular 40 hours a week or 160 hours a month schedules - then our rates become more realistic to non-pilots…

If I’m doing my math correctly you made a ‘whopping’ ~$15.50 an hour…

(33*75/160)… Hope I’m making sense here…

Cardio Doc - since we are talking about customer service here - this link is just for you!

I'm sure you'll enjoy it - I did!


Canadian’s song about United Airlines a hit
Musician gets revenge after airline refused compensation for broken guitar


YouTube - United Breaks Guitars

Hahahaha, that is a great video. I could definitely see this happening, especially the part when he tells the flight attendants to look and see and they told him to talk to their hand. Too bad he didn't have a cell phone video camera handy.

Yes, like many people I would assume, I used to think that any commercial pilot made huge amounts of money until the recent Colgan air incident. The pay is worse than residency, with the possibility of never graduating.

The goal of an emergency decent is to get down to 10,000 feet. Question: what do you do when flying over, say, the Rocky Mountains???

(a) General. No person may operate a civil aircraft of U.S. registry—
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;
(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and
(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

(b) Pressurized cabin aircraft. (1) No person may operate a civil aircraft of U.S. registry with a pressurized cabin—
(i) At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph (a) of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and
(ii) At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.
(2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember's station.
a. Occurrences Requiring Notification. The operator of an aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) Field Office when:
1. An aircraft accident or any of the following listed incidents occur:
(a) Flight control system malfunction or failure.
(b) Inability of any required flight crew member to perform their normal flight duties as a result of injury or illness.
(c) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes.
(d) Inflight fire.
(e) Aircraft collide in flight.
(f) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(g) For large multi-engine aircraft (more than 12,500 pounds maximum certificated takeoff weight):
(1) Inflight failure of electrical systems which requires the sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit, or air-driven generator to retain flight control or essential instruments;
(2) Inflight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(3) Sustained loss of the power or thrust produced by two or more engines; and
(4) An evacuation of aircraft in which an emergency egress system is utilized.
2. An aircraft is overdue and is believed to have been involved in an accident.

That's when the masks come down.

Your goal is 10,000 feet or the minimum enroute altitude (MEA) whichever is higher. In the Rockies it's about 15,000. Some places in Tibet it's 30,000 plus. The possibility that you may not be able to descend right away is the main reason for masks in the passenger cabin. Some people will survive while breathing at 20,000 plus feet, but nobody survives smacking a mountain.

Carl

That's a great analogy and so true!