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SocialD

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SocialD last won the day on February 21 2015

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  1. This! I've flown with a decent amount of guys that have side jobs. Most of them started/built their side gig when they were widebody first officers. Working 9-12 days/month, for a full months pay, lends itself well to pursing side gigs. Many of them would drop a trip or two a month, but kept the job as an "insurance policy." One went to Wharton and worked for McKinsey while he was furloughed. I've seen lawyers, business consultants, auditors, CPA, CFP/CFA, defense contractors and a few other random business owners. One of our 747 Captains is even an Executive for Flight Safety International.
  2. Professional pilot kill recreation?

    You own a plane because it's what you love to do and don't mind spending your hard earned cash on it. With the right airport community, you're also getting into a community filled with great people. There's always someone hanging around to BS with, go fly with, that knows how to fix something you need fixed, or someone willing to share flight time in each others planes. I've spent many a cookout by the hangar, drinking beer and talking shop...good times. But what you're ultimately paying for, is the convenience and the ability to stroll out to the hangar and go fly, anytime you want. You don't worry about availability, hours of operation, taking it out of town for a week, or dropping into a local grass strip. If you're worrying about pinching pennies and running a CBA on it, then renting will save you lots of headaches. Also, for insurance reasons, I don't think any FBO would let you instruct in their planes.
  3. Great topic, always love hearing stories from other opportunities. I looked at many avenues before going down the airline path. What I found is that my friends that make good money (> $200K/yr) in the business world, work WAY, WAY too damn hard and spend more time on airliners than I do. The GS world is great for being home most nights, not having to keep a medical and stability...you can be a total shitbag and it's still nearly impossible to get fired. However, for the days worked, even GS-14 step 10 isn't anything to write home about. In the end it came down to days off vs income. Now with the days off, I'm looking at possible business opportunities. Best of luck with whatever you decide...keep us updated. To quote an old timer at the local airpatch, that owned several businesses over the years, "If there is a gold rush, sell shovels." Then he hopped into his Stearman, which happens to fit nicely into the hangar with his Baron. One of his companies built ball bearings...
  4. Flight Pay increases

    This is why I hope our contract never allows us the ability to sell back or work over our vacation.
  5. Ya I'm not sure your TAG would have your back if you were a total shit bag, especially if your TAG is Army. On top of that I would think the TAG would have to sign off on such a non-vol...checking into that. We habe people on base being activated for 6 months all the time. They're just not pilots...medical, TMO, Comm, etc... They're just usually volunteers because many of these guys want orders and don't really go tdy or deploy much. Have you talked with them about the activation? Was this a direct activation or just that someone in the squadron needed to go? My ACIP/AO date is the day I started pilot training.
  6. Professional pilot kill recreation?

    As a part time 11F who flies for the airlines, I still enjoy the hell out of flying gliders and light GA. Low, slow, tailwheel, grass strips, fly-ins and fly-in camping trips...great times. The wing kit for a plane I'm building should be showing up in 4-6 weeks. Some people have the bug for all flying and others just enjoy the tactical part of our jobs...to each their own.
  7. Do tell... This! Although, we pretty much have zero dudes staying past 20. The few that do are either leadership or only have 20 due to their enlisted time...I would look for the latter to bail at first sign of the above happening.
  8. Leaving the Air Force for the Airlines

    On the 737 at DAL, I mostly flew 1-2 leg days. 1 leg days (transcon) were pretty standard for me. My favorite trips were 2 leg/2 days that blocked 6-9 hours total. I was senior enough to not fly redeyes and rarely flew at night...the few redeyes I did fly were not fun. From my understanding the left coast 737s did LOTS of redeyes. I did notice toward the end, quite a few of 3 leg days, with some high time days, popping up in the bid packet. If I flew 8 hours it was usually by choice, when I would pick up high time day trips on a green slip...1 day of work for 13-16 hours of pay are always hard to pass up. It doesn't matter where you go, seniority cures A LOT! Domestically, block time per year will most likely be much less at UPS/FedEx vs the pax carriers. Having recently switched to wide body international flying, my advice is to live in base and bid WB ASAP. Some of the guys that bid reserve, spend LOTS of time "working" from their couch.
  9. Finance won't pay DLA or TLE

    Man we fought that for years. Let me guess, he's using the statement about when you PCS to the PLEAD? When I PCS'd home from Luke our comptroller said the same thing. He actually said to me that every other guard unit that gave their guys DLA (12 units that I counted) was wrong and that he was right.... Many of us fought it up to the point where the next step was the IG. Every other base was giving guys their DLA. Finally a new FM took over and agreed with us and they backpayed about 8 of us...with one dude missing the statute of limitations by a few months. The point we emphasized with the new comptroller is that we were staying on orders for almost 2 years for seasoning. Best of luck, I wish I could offer more, but we only got it because a new FM interpreted it differently.
  10. Leaving the Air Force for the Airlines

    You're limited by a few things here. The 415 limit for 2017 is $54,000 (unless you're 50+ then I believe it's 60k). Then there is the compensation limit of $270,000. Both of these numbers are adjusted yearly. 415 limit. This applies to your 401k contributions + the company contributions + 401a + TSP. All of these combined can not exceed $54,000. Compensation limit. Once you hit $270,000 the company contributions stop. Since we have 16%, the max company contributions would be $43,200, leaving you with only needing to contribute $10,800 to hit the 415 limit. Here is where companies start to vary...at DAL, once we hit the limit, that 16% comes back to us as taxable earnings. We also earn 16% DC on our profit sharing checks. With the current compensation limit of 270k, we would need 20% DC to have the company fully fund our 54k. Edit: Be careful if you continue to contribute to your TSP, as you'll have to manage your accounts to stop contributions so you do not exceed the 54k limit. ...firstworldproblems
  11. Navy/AF/ANG

    ANG [/thread]
  12. What's wrong with the Air Force?

    SOS is all about how much work you're willing to put into it. That being said, my SOS comprised of flipping feverishly through quizlet cards for a few hours before taking each of the three tests, while I was deployed...worst few hours of my life! ACSC in-correspondence is making me take a better look at the numbers for O-4 vs O-5 retirement.
  13. More SARC briefings soon.

    Well some of us were saved...there is now a "micro-generation" called Xennials (1977-1983). So I've got that going for me...which is nice, so I can continue to put down Millennials. http://www.sfgate.com/living/article/xennials-millennials-generation-x-definition-age-11250741.php
  14. More SARC briefings soon.

    http://www.washingtonexaminer.com/top-us-general-says-no-change-to-military-transgender-policy-until-leaders-issue-guidance/article/2629863
  15. Leaving the Air Force for the Airlines

    I've been at DAL less than 3 years and I am already on the 330. Sure, I wish we had more WB flying and I agree that we need to hold the line on anymore reductions. However, to say we've given away most of our international flying is ignoring the facts. But yes, we have fewer WBs than UAL/AAL.
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