"a year's worth as a courtesy" is not exactly correct. You are correct in saying "that flow is already over," but it was already MOSTLY over by the time that Delta merged/(purchased, whatever your flavor) with NWA. The small remaining number of pilots, left at Mesabah with 'flow' rights, came over to Delta within the first year of the merger. (I'm thinking it was 69 pilots left at Mesabah that still had 'flow' rights after the merger? Maybe someone at Mesabah can correct me on the exact number?)

Anyway, bottom line, Mesabah flows are done. Compass flows will be done by the end of the year and I have ZERO knowledge of the agreements between Delta and Pinnacle.....errrr......Endeavor.

Cheers,
Elliott

I thought I read 108 total. Since it was 9 a month, that's 12 months worth. Since hiring stopped for the merger in 08, and only resumed briefly for a few months in 10, that flow technically lasted 4-5 years but was still only one year's worth. I'm fairly sure that was a courtesy by DL. Unless the merger just so happened to coincide with exactly one year's worth of flows which just so happened to be the self expiring language at NW even if there was no merger. That seems very unlikely.

Calling anyone from Mesabah who knows the exact details/numbers?!?! (It was less than 108.) #final-word

E

Just relaying what was said when it came up at the interview but with respect to availability, it was said that Delta's ideal is a military guy who will be "free and clear" of military obligations for 90 days after they start class. Guess it creates a training nightmare for them when a guy starts indoc then goes on a deployment.

The Compass interview was not the NWA interview though I believe it was patterned after the NWA interview which makes sense because NWA owned Compass, needed pilots, and already had a process in place.

It would be a stretch to imply that Compass and NWA applicants were interchangeable. The experience level of Compass applicants has ebbed and flowed during the company's history. At times they hired regional FOs and other times they hired furloughed big plane pilots, both captains and FOs.

I was fortunate enough to get hired at Compass fairly early on and found myself flying with FOs who started flying before I was born. My standard brief at the time was "the only reason I'm sitting hear and you're sitting there is because my last company sucked before your last company sucked, I'm sure you have a lot to teach me and I'm interested in learning."

The reality of the situation is that many former Compass pilots were at the right place at the right time. As is often the case in this industry, timing is everything and good fortune helps.

As an aside, the original Compass interview involved a flight in a 727 sim. I don't recall the profile but it was interesting to say the least. I was pretty intimidated by round dials since I had only used them flying pistons so I downloaded a 727 on MS Flight Simulator and flew the profile over and over again. It probably helped my confidence more than my stick and rudder skills. Either way I managed to get through the profile and when it was over I thought it was pretty fun.

The way I recall it was that Delta had no obligation to honor the XJ flow. There was language that voided the flow if XJ was no longer wholly owned by NWA. I believe it was a courtesy from Delta to extend flow rights for up to 108 pilots. Delta looked at the XJ seniority list and marked the most junior pilot who actually turned down the flow to NWA. From that person, they counted down 108 #'s and drew a line below that pilot. Those 108 pilots had flow rights and most of them went to Delta. The flow line did not move down or junior when pilots in that group of 108 passed up the flow opportunity. As someone else stated, 108 was 12 months worth assuming monthly classes (9 per month x 120). Long story short, it was a courtesy extended out from Delta as they had no obligation to take any XJ flows post merger. FYI, the most junior XJ pilot who flowed to Delta has a DOH of June 2014 and has 1000 pilots below him. He was the last of the XJ flows.

Did anyone include "Other" time when they were the Aircraft Commander and signing for the jet? And if so did it come up in your interview?

I was a prior FAIP who went straight to the left seat of a 707 and spent the majority of my flight time deployed as an Aircraft Commander so I totalled my Primary and Secondary time and multiplied that by 90% to calculate my PIC time. Whatever was left over I logged as SIC. I'm wondering if it would be ok to multiply my "Other" time by 90% and include that towards my PIC and Total Time? I know the remaining 10% of "Other" time isn't worth anything and will not be included, but I'd like to know if this would be an accepted technique considering airlines care most about who signed for the jet.

Opens in Jun.

I'll offer an opinion with the caveat that I haven't interviewed with anyone yet.

I've researched this issue quite a bit. If you signed for the jet (A-code), then you're the PIC and can log the entire sortie duration as such regardless of any "other" time logged on the 781. If you instructed or evaluated, that time counts as PIC too, although AirlineApps has you break out your IP time separately. If you weren't the A-code, or instructing/evaluating, I would log SIC for any primary/secondary time logged, and I would NOT count "other" time from those sorties for anything. If you do that, there will be a slight disconnect between your ARMS flying history report and the hours reported on your app, and you will probably have to explain that in the interview. However, in my opinion, that's better than risking the perception that you're padding your hours.

A friend of mine interviewed this Fall, and when he explained why the hours on his application were a little less than what the Air Force had on his flying history report, the guy running the interview had him add his "other" time back to his application and initial the change. However, I would let them make that call at the interview rather than assume that the people conducting your interview hold the same opinion on the subject as the people who interviewed my friend.

Bottom line is that you often can log "other" time as PIC or SIC, but be careful and if in doubt, don't count it.

Unfortunately I can't offer any advice on how to apply the 90% rule, since I kept my own personal logbook (Logbook Pro) and logged each sortie exactly as it was flown, so I didn't use any mathematical conversions on my flight time (except for the .3 conversion that SWA asks for).

Hope that helps... Good luck!

I would not add the other time anywhere. It's basically the civilian equivalent of dead legging. I accumulated some other time in the B-52 and everyone I've talked to has said to completely disregard it.