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  2. I don't necessarily disagree with you about shortcomings in our scope, but some of this is a bit misleading. It's important for prospective candidates to understand the numbers. I'll also preface this with the fact that we'll likely never be the widebody airline that is UAL. Also, when looking at the numbers, UAL has about 2k fewer pilots and AAL has roughly the same number of pilots. Our parking of jets is mostly the 747s (which everyone is parking) and some of our ERs. While we are plenty short on WB airframes, we're still adding 350s and 330s to the fleet. A decent amount of our ER flying is moving up to our 330s which is a good thing. Despite our "lack" of scope and "parking" of aircraft, I've held the 330 for 4.5 of the 6 years I've worked for Delta....yes I'm aware UAL has a 1st year guys on the 777. We also have 1st year guys in the left seat....there is a reason for both. Your numbers wrt our "top rate," leaves out the fact that we don't band like UAL and AAL, so our 330/764 pilots are not included in that number. For some reason, many at DAL are adamantly against banding our 330/764 with the 777/350. But for reference my 330 rate at DAL is 209/211, my rate at UAL would be 219 and AAL would be 213. So, sure it's a few bucks less an hour, but it's disingenuous to leave them out of the numbers. Having recently compiled all the data from AAL and UAL buddies, I figured I'd share. It's tough to really nail down the UAL numbers since they band their 75/76 to their 764 fleet and neither AAL or DAL do. But a few UAL 75/76 buddies gave me their best guess, based on the number of 764s in their fleet/trips in the bid packet (ie...not all their 75/76 pilots are always getting paid that rate), so take it for what it's worth. UAL ~31%, AAL ~20% and DAL ~20% (only 7-8% at the 350/777 rate). That said we have a few more WB Captains (including 330/764) than AAL and about 50 shy of UAL. The reason for that is we do our long haul flying with 2 CA/2 FO, while UAL/AAL mostly do 1 CA/3 FO. Clearly they beat us big time in the WB FO department. Another factor that helps us along is that both UAL and AAL utilize their WBs on domestic route much more than we do, so that brings down the crew ration a bit. Having left AAL, my "crystal ball" time to WB Captain is pretty much the same at DAL and AAL. Again, I don't necessarily disagree with you, but it's important to know the true numbers, rather than the standard cockpit rhetoric. As Karl said...go to the one that lets you drive to work.
  3. All true re: Delta. In Delta’s defense, they have strong work rules in regards to manning their widebody international flying. Routes that require 4 pilots are done with 2 CAs and 2 FOs, whereas it’s done with 1 CA and 3 FOs at others. Creates more widebody captain positions than you’d otherwise expect from the relative lack of widebody aircraft. Delta (management) hates this. Management tried to include a provision in the last contract allowing it to paint the 49% owned JVs in Delta colors, with a tiny “operated by AeroMexico /Virgin /Dmitri’sVodkaAir/ etc” on the side. If Delta could get away with it, it would outsource everything and just be a holding company and an online ticket broker. Everything is cyclical. Go to an airline that lets you drive to work and hope for the best.
  4. Sure. Plenty of ways to get an AD retirement. Some, like going to ACSC in Montgomery, aren’t at all appealing. Sounds like it worked out for JS. I’m guessing the proximity to his/her family and the lack of moving made it palatable.
  5. Today
  6. It depends on why you are asking. I've seen a few guys get hired somewhere just to get a pilot slot/fighter slot/whatever then bail out on that unit at the first possible chance to move back to their home unit or a different unit. This is highly frowned upon (at least in the fighter community). Know that an ANG unit that sends you to UPT has to release you before you can transfer to another unit. You owe 10 years after UPT so "quitting" then joining another unit isn't a thing unless the losing unit allows it. We are in such a manning crunch these last few years that we have had to deny or seriously delay transfers to other units. We have worked with the members to get them moved as soon as the squadron could sustain it but it's not the same as it was 6 or 7 years ago when people just walked in one day and said "hey man, I'm going to transfer to XXX place. Cya" BL: I highly discourage joining a unit while already planning on a transfer. If you are doing that, be upfront with the unit in order for both sides to manage expectations.
  7. re: the pecking order--- So, Delta makes a lot of money domestically, has a well run airline that tops the list for customer satisfaction, and their pilots make tons of cash in profit sharing. It's a great place to pick up trips on days off for extra pay, and so forth. What's missing in that is top-end scope. Normally, other airlines like United or American have language in their contracts that say if they own a significant share in another airline that operates in and out of the United States, their mainline pilots are entitled to fly those routes. Delta has no such restrictions and has used the cash they've been sitting on to buy 49% stakes in foreign airlines. And then, they park their own widebodies and use those foreign airlines to take over the route. They're still banking the profit from route because of their ownership stake, but don't have to utilize their own pilots. Delta's true widebody fleet is about 6% of their total making at or near the top payrate. AAL 10.5% UAL 12.5% SWA 0.0000% (sorry had to take a shot lol). Of course, FedEX and UPS are going to have the highest percentages because they're cargo. I just thought that would be something to take into consideration if flying widebody international is ever your intended destination.
  8. I got hired with a lower GPA and lower AFOQT scores. Stop worrying about numbers, worry about being a humble good dude who people want to fly with.
  9. You definitely posted it in the correct thread. That was absolutely horrible. LOL
  10. Are you sure you don't work for OSI? Head over to the WTF thread for plot thickening posts. Which brings me to my next point...watch putting your dick in crazy! Same. They won't let little things like facts get in the way of their predetermined outcome.
  11. Having seen enough of OSI’s shenanigans in my time, my biggest fear is ever being in their gunsights. I’ve had the pleasure of working with them as a DO and also watching the aftermath through a court-martial. Good God. Sent from my iPhone using Baseops Network mobile app
  12. Seems plausible that they weren’t his. Sent from my iPhone using Baseops Network mobile app
  13. They found drugs in his house. Seems pretty open and shut to me.
  14. This was a good talk to come out of the CCC conference (hacker conference) on this topic. I've been following it for awhile since the software side is in my lane.
  15. Flash was on my combat team at Creech several years ago, we were named together. He was always kind of a goofball, but I would have never expected something like this. I can definitely say I’m glad I wasn’t young and single when I was sent to Vegas to kill people for a living, who knows how I would have handled it. Whether he actually did what he was convicted of or not, his life definitely took a dark turn the past few years. I’m shocked to say the least. He walked into his naming stripped down and wearing a toga, Roman helmet, and carrying the Spartan shield and spear. It was pretty hilarious. Sent from my iPhone using Tapatalk
  16. Yesterday
  17. If it is necessary to get to a military retirement... especially one where you don’t have to wait until 60 years old to collect... I wouldn’t be so quick to dismiss it. I find my retirement to be very valuable
  18. After the “OSI” / you can get crucified for lies discussion in here, check out the WTF in sq bar. Real interesting things could come from that suicide of OSI prosecuted him falsely as is being alluded to. Sent from my iPhone using Baseops Network mobile app
  19. I also have no issues with management being rewarded handsomely...if they produce without leaving the company a dumpster fire and not fucking over their worker bees. If they do those things, then they should actually be held responsible/accountable...not gracefully walked out the side door with $62 million in severance and a slap on the back.
  20. This seems appropriate here... We're definitely off scale high.
  21. You're not wrong. Here it is straight from that AD I linked earlier. My point though isn't so much that there's not a correction, or even training to handle similar issues, but that it's a matter of recognizing the issue. When the AoA fails and the aircraft suddenly pitches down the CAS throws a ton of warnings all not directly to the system that the pilots were never told was on the plane in the first place. It's easy to get caught up with a terrain alarm before catching the trim runaway. Yes, it's possible for the pilots to catch and correct the issue, even without specific training. But Boeing set the pilots up for failure while actively suppressing things that would make the aircraft safer. They never should have been in the situation of needing to figure it out without an extraordinary series of failures happening, not a single moderately likely failure. It's one thing if they overlooked it, an accident happened, they admit they ed up and correct it. But they knew there was a problem, they actively hid the problem, then when the problem killed 189 people they continued to try to hide the problem and blame the pilots. When they're finally forced to act they release an AD that downplays the problem as much as possible. Boeing had repeated opportunities to do the right thing and make the plane safer but strong armed their way through the process in the name of cutting cost. It would be great if we could say there's never going to be another accident in aviation. Our training is perfect, our systems are perfect, it's all hunky dory. But that will never happen. The best we can do, and are obligated to do, is to make things as safe as we can. Mistakes happen and people die. It's unfortunate but it happens, and we can accept that. This wasnt a mistake. This was deliberate corner cutting for profits over people, and that's unforgivable.
  22. Blue

    WTF? (**NSFW**)

    And, from Air Force amn/nco/snco, the below post brought out all kinds of comments (most pertinent pasted below).
  23. Blue

    WTF? (**NSFW**)

    So, if you click on "Show More" below that video, you get the below:
  24. You missed a big step in that “impossible” cockpit environment: flipping the runaway stab trim switch. It’s an emergency procedure that pilots should be ready for at any moment and would stop MCAS from the ability to trim further. And in the Boeing system, once you flip it off you NEVER turn it back on. All the design changes were not great, single AoA sensor not great, but that’s a critical response you train to do in less than 3 seconds. Nope, it wasn’t in an extended manual T.O., still a foul, but I understand why they thought the corrective action could be done in 3 seconds. Because it’s the same corrective action already trained to for runaway stab trim.
  25. Can confirm the B-1 bit. The Dyess Reserve folks won't have a UPT board till 2023. As for the Missouri B-2s they just had a UPT board but it was open to only for folks who were currently in the Missouri Air National Guard. The POC said they occasionally will recruit UPT from the outside but it depends on the year. Hope this helps some folks.
  26. I took a screenshot because it was so bizarre. She seems like a psycho in her other vid. And definitely a stripper.
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