Separate names with a comma.
Discussion in 'Hangar Talk' started by LDJones, Feb 14, 2015.
Keep enjoying the view. I only get up to FL36O when flying the 900s!
I was surprised at how different thing look from 430. Completely different gradient even at midday. You feel much closer to space there
Absolutely still interested at this point.
The positivity of this thread is one of many reasons I decided to leave the rotorcraft market and pursue a position at the airlines. After over a year of working towards my goal I have an interview with Skywest first week of October !
Thanks for sharing.
Glad to hear you're still enjoying the job!
Thanks for the heads-up. I'll post more often.
Awesome! Have you found all the online gouges for the interview? They're spot on. It was a very relaxed experience for me....although I went into it never expecting to be hired! But holler if there's any help I can provide.
I hope you are, too!
That's very cool. We envy the guys in the 40s!
Thanks, yes I have been looking at the interview gouge. I just may take you up on that offer though.
My experience is that the 40s isn't that much different than the high 30s. I think speed variations are much more noticeable than altitude changes. Im sure your view at FL390 is just as good.
But that extra few thousand feet sometimes allows you to top the weather.
I believe that. The bird im typed in goes way up there. It's funny hearing all the 121 guys looking for "ten left" or "fifteen right" while we are in the smooth air up high and not a cloud around us. I just like hearing all the pilots and controllers making air travel work on tough days like that though. It's rather amazing.
We do have a pretty amazing system. And modern jets are technological marvels that we sorta take for granted. The number of delays or cancels due to weather are remarkably small. It's fun having a front row seat to watch the system in operation.
Admittedly I have odd eyesight and at the present 20/10 (lowest line on the test) I feel like the world's gone fuzzy. Same applies to the color palette, so I'd respectfully disagree - there's a very distinct difference even between 410 and 430, let alone the 30s and the 40s.
I've done FL480 and i kinda felt like everything after FL400 kind felt the same. I'll look closer next time I'm up there and see if I can pick up on the differences. Admittedly, FL480 was about 9 hrs into an 11 flight so my attention was focused more inside making sure the airplane was doing what is supposed to be doing.
I really love this thread. It's everything that's right about aviation. Your passion for flying and the happiness you are experiencing and sharing in your success is infectious.
Keep the updates coming, Loren!
Thanks for the kind words. That reminds me of something one of my favorite captains said to me the second time we flew together. He thanked me for rekindling his passion for flying after having let some of the negativity not uncommon to our profession creep in. He added, "You helped me see once again that I've got the best job in the world!"
Made my day. It is the best job in the world.
Until scheduling extends you on day 4!
Seriously, glad you're enjoying it.
I see what you mean. I don't think any of the flights I've ridden went that high.
I just say, "What?! I get to fly an extra leg?! Let's do it!"
Ha! You must not commute, especially if that causes you to miss the last flight home.
The joys of being based in JFK and living in Long Island.
Can't complain. I have 15 days off next month!
That is true. I don't commute...and understand how that would be a real pain. Which is why I'll sit right seat until I can upgrade to the left at home.
That's one of the hidden little benefits of this job. I fly with guys who bid for 18 days off a month, which is doable. For most 9-5 people, eight days off a month is just normal. I've had 14 off this month (including six days straight), PLUS my four stand-up days like today where I've taken my wife's car in for service, flown with multiple students, worked on some home projects, and met with two clients. In a little bit I'll have a nice dinner with my wife, then scoot out to the airport, fly the jet to South Bend, take a long nap, then fly it back in the morning in time to fly with two students tomorrow morning. It's really not a bad gig!
For sure! The QOL is very good and we're still able to get stuff done. I feel really bad for the FA's. They have it rough.
Yeah, it can be challenging early on but with some seniority I've seen some pretty nice FA schedules.
Good deal. Got to have good people everywhere!
Haven't been following the thread but for the last few pages.
So there's no issue instructing and getting paid to fly airlines?
No airline expert here, but I knew someone who couldn't due to contract requirements, and of course there's duty day to think about. But haven't seen many regionals say "no side flying" other than that one, and that was some time ago. I don't think too many care, as long as you don't time yourself out when they need you.
At Delta we had to get approval (might be too strong of a word, but that's the word they used when I was on probation) before flying commercial for any other reason. They initially denied me flying for Draken (as if that would greatly change what I was doing for Delta)... seems like the initial answer will be no (at Delta at least) regardless, then you have to fight for it. (stupid) YMMV
At my company, we can do outside commercial flying with written approval from a Chief Pilot.
My current airline says no, full stop. Although as other posters have mentioned, many others say yes with CP approval. That said, the unwritten word at my airline is that nobody cares as long as you don't do anything that affects your ability to fly for the airline. In other words, don't call crew scheduling and tell them you're now illegal for the rest of the year because you hit your limit for commercial flying.
I wouldn't worry about it, and I certainly wouldn't let wanting to instruct on the side dissuade you from flying 121 if that's what you're looking to do.
I was just curious. I assumed it would be ok since he's posted about it, but didn't know how much it could actually be done since there is a limit to the amount of hours you can log commercially.
Definitely wouldn't let that dissuade me from 121.
Some prohibit any outside flying. My company specifically approved it. It's not considered commercial flying and doesn't affect your 117 time.
Because we all know that simply being 117 legal means your safe to fly....
It's tough to legislate "safety". If it were we could simply outlaw accidents.
I hear that's in the 2018 FAR re-write.
Another milestone passed today: I passed the 1,000 hour mark in the jet on our first leg today. That's been one I've wanted to get under my belt for awhile now. It really doesn't change anything short term, but it's another checkbox item en route to a captain upgrade. All additional time between now and then is just gravy. I'm happy to have it behind me.
Fall flying has been interesting. I'd forgotten how much it varies day to day! Two days ago we were plowing through some of the heaviest rain and roughest rides all year, then yesterday was crystal clear skies over the upper midwest with 100 miles visibility. Today it was a mix of both.
It's interesting to look back a year and a half ago and remember how challenging it all was right out of training. I seriously questioned whether it would ever get any easier. Now I do things reflexively that I really had to think about back then. I guess that's true with virtually any area of endeavor. Now it takes less than ten minutes to bring a cold, dark cockpit up to flight-ready status, including preflight checks, programming the FMS, completing the paperwork and setting up the cockpit. I usually have everything ready to go before the captain arrives which most seem to appreciate. I guess it was a compliment when a captain recently told me, "You're definitely not a lazy FO!"
So the saga continues.
Awesome! When do you project to upgrade? I have nearly 100 hours in the CRJ and have loved every minute of it but still have a lot to learn.