I had a guy coming from the 320 have a horrible time with the 737. The instructor even went so far as to call Minne to talk with the 320 instuctors to get some help for this guy.

Luckily for me, I had already been on the airplane a few years earlier and only needed a refresher. The guy wasn't weak, he just wasn't getting the differences. Had a hell of a time. I even took the time to write it up. I never write anything up. The 320 guys need an FMS class added to the syllabus. It's just too different.

Fast entry, more oscillatory, longer to develop and stabilize. I'd love to go for a quick spin ride in that thing, if I could still get the engines started. My favorite was IP vs IP solo cloudchasing with some TCU in the area. Split up and watch the other guy spin.

^^^That's what I'm talking about.

Can anyone clarify this one for me? As they retire the dc9 and I possibly get frozen on the dc9 in the next couple AE's, do it get paid what I can hold or what I'm displaced to?

That's kind of the point I was making with the Compass flow up guys who where having trouble on the older generation Delta equipment.

All this is making me wonder if the transition the other way (Boeing to Bus) is equally "different."

One point, with all this talk of stalls and spins is, in the civilian world spins just are not taught any more. Given the number of commercial pilots who have departed controlled flight recently it would appear a must that some time in a pilot's training they spin a few airplanes. One regional sent their IP's out to spend a few hours in an Extra 300 before teaching upset recovery training. IMHO, that was an excellent idea (and fun too).

I don't know what Delta's typical failure rate is in training but only 1 out of 60 CPZ Flow through pilots did not finish training successfully. I am not sure how many of the 60 were on the -9 or -88. I know there were quite a few on the A320 and about 3 or 4 went to the 757.

In other words, we (CPZ) haven't heard of "flow" pilots having any more problems or lack there of in training than any other Delta new hires.

Also, what are you referring to when you say the "number of commercial pilots who have departed controlled flight recently"?

I am not arguing with you, I just want to be in the know.

AF 447 & Colgan WRT departing controlled flight for sure.

Bar;
I think that sending your instructors out in an extra 300 is cool, but the Extra flies in unusual attitudes all the time and is made to do that, recover, re-enter, etc. all day long.

Some airliners are so pathetically aerodynamic - outside the normal envelope - they need strakes, and mods just to make them pass faa certification - forget fly upside down for a sortie.

I agree, as a minimum standard of private pilot certification, spins are very important...I dont know why they deleted them. How do you get out of a spin if all you have done is been briefed on it?

Crew Resources seems to have lots of discretion in establishing conversion dates. If you are implying that you anticipate being on the -9 until the bitter end they will simply convert you last, regardless of when the AE comes out. And, yes, you will be paid on the -9 until you convert.

I know this has been on here before, but can someone please tell me how to change Journey settings on the Ipad to get Icrew to work properly.