I think it depends on your definition of "younger people" in this case. For the "off the street" hires like your brother in law, those postings require you to be under 31.
That said, there isn't really a good path to ATC for those 18-22 either. The off the street bids require something along the lines of "4 years progressively responsible work experience" to even be eligible to start the process. The Collegiate Training Initiative (CTI) schools exist, but have not provided much meaningful benefit to graduates since the FAA's changes to the hiring process in December 2013.
When I was offered a training slot 30 years ago, I was told they had better results the younger you were. 18 year olds could get in with the right test results. I suspect the establishment and CTI relationships intended to close up the rate of younger onboarding as the post-Reagan guard got older.
Back then journeymen controllers in Chicago were making $150K.
I get the impression that whatever the FAA intended with the CTI schools, it didn't work out as they wanted. I attended a CTI school in 2013-2014 but left when they modified the hiring process to essentially devalue the CTI path. In recent years it looks like the CTI schools have clawed back a little bit more preferential treatment when it comes to weighing ATSA results, but it's not like it was before.
I don't resent it though - it sounds like at the time CTI students weren't much more successful than off the street hires at the academy, nor were the different CTI schools very consistent in their quality and curriculum. I went to a good one, and was sad to leave as it was a ton of fun, but I've heard stories of some CTI programs being little more than a few lecture-based classes and a certificate.
Generally there's "wet" leases (aircraft + at least one crewmember) and "dry" leases (just the aircraft). There are also different certification requirements between the two lease types. [1]
I believe as of late Amazon has been dry leasing aircraft and contracting with Air Transport International, Atlas, Sun Country, and others for crew and potentially maintenance as well.
Boeing isn't really gaining much from this. The 767s Amazon is acquiring are ex-Westjet (previously Qantas) and Delta passenger aircraft, and likely last saw a Boeing factory somewhere around 15-25 years ago.
That said, Alaska just put in another order for MAXes, and Ryanair is buying more as well. Part of why these 767s were available for Amazon to purchase at all were due to the industry model shifting and airlines favoring single-aisle, fuel-efficient aircraft like the MAX. COVID-19 has only accelerated that, and I wouldn't be surprised to see more MAX orders unless it crashes again or Airbus ramps up their 320neo production.
A MAX will certainly crash again, as all aircraft types occasionally do. Whether this shakes public confidence will be how soon it happens, and (secondarily) for what reason.
How does hubble compare to Great Expectations or DBT for pipeline testing? It looks like more emphasis on automated profiling than "having to write and maintain lots of individual tests" and obviously hubble being a saas offering is the big difference?
Also any plans to profile and test file-based stores as well? There's a lot that can go wrong in a pipeline before data even reaches BigQuery or Snowflake, and you may help your customers save money if you could profile data in S3 before it goes through a potentially expensive transform process.
Best of luck, though! Data testing is a very real need in most data organizations I've been in, and I'm glad more and more tools seem to be popping up recently to help with it.
Thanks! We love DBT and take a lot of inspiration from their work. We’re putting a lot of effort into suggesting the right tests based on the data types, sources, and field names. A lot of these tests are pretty repetitive to write so we want to make it easy to spin them up.
We’ve also found that keeping a history of the state of the warehouse over time is really useful context for determining whether a test has failed (example: this table tends to update every 30-40 minutes so we’ll set a threshold at an hour).
We also handle the scheduling, which is surprisingly annoying to manage (we built a couple of internal tools for this in the past). That’s something we really missed with great expectations (you get this with DBT cloud).
Testing files is an interesting use case, to an extent we support this using Athena or Bigquery external tables for json/csv/parquet. We’re intentionally limiting it to SQL for now.
Very interesting tool, I am trying to do this with Dataform/Looker, and feel like some kind of inference like below would be great.
> this table tends to update every 30-40 minutes so we’ll set a threshold at an hour
Can you achieve these tests with metadata or do you need 100% read access to the database?
I also wonder if this would work as part of a Analytics Engineering CICD process? Something like how dbt cloud will block pull requests that fail certain criteria.
Metadata is a valuable place for finding information like load times, rows inserted / updated. Currently we just rely on read-access and raw SQL. A common way users are doing this now (and we are internally for our analytics data) is using, for example, the Fivetran logs table to monitor ingestion times and inserted rows, rather than querying the raw tables.
For CICD, absolutely we want to support this as well as stopping/conditional execution in DAGs (e.g. airflow). We’re launching webhooks very soon
3.6 extra inches of clearance for the Crosstrek vs. the Impreza is a lot more than the 1 here though. I think that's part of the complaint.
The Crosstrek also gets a beefier rear diff, stiffer suspension, and larger brakes too.
They're the same platform, and share a lot of bodywork, but that's not uncommon among manufacturers now. The Golf and Atlas are both on VW's MQB platform now but that's about where the comparisons end.
Beefer rear diff, stiffer suspension, larger brakes all say "towing" to me.
"The Crosstrek also has a beefed up locking center differential for towing and a standard six-speed manual transmission,The Impreza’s manual only has five gears..."
That certainly accounts for the price difference. Those higher end parts have real costs.
And, Americans have plenty of stuff to tow around. (I am an American car guy.)
Why do you think this? The 737 is the most popular airplane of all time, and airline orders are trending towards smaller planes. Airbus can't make enough A320NEOs to capitalize on the slowing orders from the MAX situation, and the MAX is still a very competitive product.
Aviation regulations are often written in blood, and while the MAX is obviously not in a great place, it's not necessarily doomed forever. Nobody thinks twice about the batteries on a 787 anymore, or the pylon assemblies on the DC10.
That said, there isn't really a good path to ATC for those 18-22 either. The off the street bids require something along the lines of "4 years progressively responsible work experience" to even be eligible to start the process. The Collegiate Training Initiative (CTI) schools exist, but have not provided much meaningful benefit to graduates since the FAA's changes to the hiring process in December 2013.