UPS or Fedex

[active_herk]

better planes (love that MD10)

You're kidding, right?

 

[1Speedbird]

Thanks Guys
I did find a lot of info doing the recomended search. I saw an est on Fedex retirements but not UPS. Does any one have an idea about retirements at UPS.(assuming age 60) Just trying to wag an upgrade time. Yea, I know it is all subject to change. Do UPS pilots get ID 90s on other carriers?

 

[kc10/c130]

1,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000
Oopps, that is management guys. Back to trying to figure out my December bid and dates/lines. And did he really say he loves the MD10?

 

[tico]

1,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000
Oopps, that is management guys. Back to trying to figure out my December bid and dates/lines. And did he really say he loves the MD10?

of course you have to love your chief pilot:
Subject: Captain Diatribe
?Source: Jack Lewis
FedEx Chief Pilot?

?I'm on a rant so bear with me. This has been boiling in me since the ?Subic MD11 tail crash three weeks ago. There's no humor in here and it's? a long email. but no apologies. This is only going to Captains because ?these are Captain topics and it's serious. The list below is high dollar? and/or high visibility issues. More importantly, these are ?professionalism issues that, frankly, make me question our abilities ?lately. For starters, consider these things:?
?
1) The FOM says to carry your passport. We lost freight again because two ?Captain Crew members did not have theirs with them. This is the third ?time in a month. It would seem the discipline road for noncompliance is ?becoming the only solution. If we are professionals, then why do we do ?stupid stuff like this? You need to carry your passport with you and ask ?your crew if they have theirs. Read the FOM?
?2) Stop relying on the Company to baby sit us to keep Passports, Visas, ?Medical, FAA Certificates, etc., current. Register your FAA certificates ?on the web site. These are our responsibilities. Learn to comply with? the employment requirements.?
?3) PIC authority means you are in charge of the aircraft..but also? accountable. If a MEL is written correctly or an aircraft repair is ?signed off correctly, you can still decide not to accept the aircraft ?for flight.. but there may be consequences. Ask all the questions you ?like, consult with the Duty Officer, Flight Standards, MX, Flight Test,? Engineering or the Tech Pilots. But if they say it's okay to go, then it ?is. If you then refuse the aircraft, be prepared to defend your ?decisions on facts.. not with "I still don't like it". Two Captains ?recently questioned MEL's, which, as it turns out, were written ?incorrectly. This was determined by the consultations. Good on them. We ?have also had three Captains refuse aircraft after all the consultations ?and they were wrong..remarkably wrong. We get paid to make correct ?judgments and decisions. We are the ultimate safety valve..but we have ?to know what we are talking about. If you can't figure out these types ?of things or pick ! the correct course of action, then down bid so ?you're not in charge.?
?4) You want to be a Captain, act like one. Slovenly appearance, ?inability to convert Z-time so you show on the correct day, late for ?check-in, lack of compliance with the FOM, CFM, and FARs are not ?professional traits. Don't commute (driving or flying) into a long trip ?and complain about the reroute. Show up ready to go to work. LIDO is ?here to stay. Use it and make sure everyone else does.?
?5) We have a Captain crew member allegedly busted for drug use in all ?the papers. We have another Captain crew member who showed up drunk in ?the crew lounge recently after deadheading in for a trip. He wasn't ?checking in for 7 hours and was only transiting the crew lounge, getting ?his Jepps to prepare to fly later. Security nabbed him and we are all? wear the label. Dumb move. Most of us are way past acne problems, ?therefore adulthood should have occurred. When you come to work, figure ?out how to be prepared for it. Bad judgment in your personal life will ?probably carry over into your professional life. If you need help, ask.? If another Crewmember needs help, tell us...we have great benefits. When ?it comes to piloting itself, we have an ugly record. The NTSB isn't real? impressed with us. Here's the pilot-error type mishaps /accidents from?1997-present. All are landing accidents except ?for one go-around and one takeoff. These assessments are my own opinion, ?based on info I have...?
?
Newark.....MD-11.pilot-error.....strike damage.....good visibility,
?contaminated runway
?Manila....A300...pilot-error....$16 million damage..... good visibility, ?wet runway ?Subic Bay....MD11 .pilot-error....strike damage...... good visibility ?Tallahassee...B727...pilot-error....strike damage..... good visibility? Memphis...MD10..pilot-error....strike damage..... ...good visibility,
?gusty crosswind
?El Paso...A300...pilot-error...$2 million damage.....good visibility ?Memphis...MD11..pilot-error...$.5 million damage....good visibility, go ?around
?Ft Lauderdale..A300...pilot-error..$1.5 million damage....good visibility
?Subic Bay....MD11.initial look is pilot-error..$10.5 million ?damage(yow!)..good visibility, tailwind? ?$170+million in pilot-error damage. Yikes!!!!! At least you DC10 Captains ?seem to have figured out this landing thing.......The common thread in ?all these accidents besides pilot-error and good visibility, is that ?they were totally preventable by the Captain if:? ?
1) he had maintained good SA when he was PF and if?..
2) he had looked at the instrumentation below 400' when he was PM. This
?is classic Threat & Error Management (TEM)...or lack thereof.? ?Additionally, we have had wheels in the mud, aircraft off the side of
?the runway on a rejected takeoff, altitude busts, runway incursions,
?early descents below MDA with EPGWS warnings, one landing on the wrong
?runway, one at the wrong airport, another approach to the wrong airport,?
etc., etc., etc,. It may seem like we don't have much going on, but as ?you can see, that's not the case. Do we always suck? Absolutely not.
?Look at this list that could have had tragic results were it not for the
?actions of our Captains:?
?
1) MD11, A300 and MD10 jammed flight controls airborne.
?2) Catastrophic engine failure on MD10.
?3) FGS loss on A300 and MD11
?4) Landing gear collapse on MD10.
?5) All wheels locked on landing, (antiskid problem) on DC10 and MD10.
?6) A300 and MD11off icy runways with minimal damage.
?7) Landing gear unsafe on B727, MD10, and DC10.
?8) DC10 and A300 with real smoke in the cockpit.?
?What's the common thread for these good ones? Captains handled these? situations that were unavoidable and minimized the damage because of ?quick thinking and skilled airmanship.? ?Conclusion: When the chips are down, our Captains rally to the cause.? ?But if things seem basically normal, hot-tub harmony apparently sets in; ?the light's in the window but nobody's home; some bricks are missing ?from the load; a few cards are missing from the deck.. We get paid ?pretty well. The current TA has even more dollars in it for us. It is ?past time to stop griping about the catering and security and deviations? and expense reports and reroutes and revisions and LIDO. It is time to? earn what we think we're worth. Regardless of good weather or bad, ?perfect airplane or five MELs, experienced crew or new hire, we need to ?perform. We get paid to handle the situation, figure out how to move the ?freight safely and legally, and sometimes be smart enough not to move it ?based on conditions. There's no doubt it's a fine line to walk. It's our? ability to walk that line that allows us to live the way we do and earn? what we do. I say again..this isn't a part-time job anymore. It is our? responsibility to give you better help. You're not expected to give your? F/Os flying lessons..but if you identify weaknesses that concern you, ?stop talking about it at the F Street or Someplace Else or Harry's and ?talk to Flight Standards. If you're shy, talk to Pro Stan. It's your ?responsibility to mentor your crews so that they follow in your ?footsteps correctly. Give them the example to emulate and make them meet ?our standards. They are Captains-in-Training.?

?Here's the end of the rant. If you don't like responsibility, down bid. ?If you're afraid of the aircraft you're flying, bid off. If you don't ?like flying anymore, retire or quit. If this sounds like I'm indicting ?all Captains, I am to a degree. This is a Captain problem. Every ?accident listed above was preventable by the Captain knowing what was ?going on and applying TEM. The vast majority of our 1921 Captains are ?good Captains, but it's time for all of us Captains to run the airline?-like it should be run. It's not a Flight Management issue or an ALPA ?issue or a CBA issue. It's an "us" issue. Come to work prepared, look ?the part, figure out how to move the freight safe and legal, know the? rules and comply with them. Demand the same of your crew and your peers. ?Back to the basics......preparation, appearance, performance,? responsibility, authority, accountability.?...?

??Jack Lewis
?System Chief Pilot?
Captain, FedEx Express?