Well I'm a DN guy who's been using the AWABS for two days now, and it's been interesting. I like the flexibility it provides for takeoff as it gives you various flap/thrust options that Worldflight didn't offer. On the other hand, landing data leaves a bit to be desired.
We were descending into a podunk airport with lousy weather the other night, and the only precision approach available was 180 degrees and 10 knots opposite the prevailing winds. The runway was short, so we had to do some hasty digging in some unfamiliar books while on the descent to see if we were Ok. We figured it out (being DL professionals, and what not ) but I'm gonna miss typing the runway and winds into the ACARS and then getting a full analysis back within a minute or so.
I wondered the same thing when I transferred to awabs from worldflight. There is a quick reference chart in regards to runway landing distance vs. braking action in the hardcard area on your glareshield (that should be there...otherwise it's in the ODM) If you're ever wondering if it's going to be close, pull that out and you'll have quick data.
When looking at the chart, always make sure you know the assumptions- that you're touching down at Vref(for the specified flaps setting) and exactly 1000 feet down the runway with max reverse. Then, add in the additives for tailwind and such in the boxes below. Be conservative! I'm not a perfect pilot... so I add some additional slop to those numbers. It really only comes into play in high altitude and contaminated runways for the most part.
On top of that.... (and this is wording straight from flight standards) remember, just because it's legal doesn't mean it's safe. If you don't feel that the situation is safe, the CP's will always back you. If they give you crap for some stupid reason... it's a short and sweet battle that will always favor you.
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- Double Breasted Van Admiral
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Did this really happen? If so, nice job. I would have loved to be there laughing my ass off. I'm guessing it was to HNL?
I doubt it happened for two reasons. First you can't push until you have the final weight and balance from the Acars. Why not just put the non revs on then. I do it all the time. Second once the aircraft actually pushes every Non Rev I know is gone in about 30 seconds looking for other options. They don't sit at the gate so there would be no non revs to board.
Ok, I'm confused. When you guys talk about the release, are you talking about that half sheet of paper on the top of the flight plan that the CA tears off and gives to the Gate agent? Why would you need three of those? The FP has the same info. I thought you guys got three copies of everything. That would truly be in the Delta tradition of Destroy Every Living Tree Around. Hence the reason for my flippant remark that angered a few of you sensitive Yankees.
For that I stand corrected.
Ok, I'm confused. When you guys talk about the release, are you talking about that half sheet of paper on the top of the flight plan that the CA tears off and gives to the Gate agent? Why would you need three of those? The FP has the same info. I thought you guys got three copies of everything. That would truly be in the Delta tradition of Destroy Every Living Tree Around. Hence the reason for my flippant remark that angered a few of you sensitive Yankees.
For that I stand corrected.
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No offense satch, yours was just the last post when I logged on. Dudes, enuf on the paperwork. More college chicks, more cowbell, more latest and greatest. My head's about to explode. Ya'll need to put on the cone of shame.
Incorrect. Everything was pretty much the same as the Delta paperwork packet they just added an extra release page (Route, MELS, Fuel info, etc..). We're not talking about an entire 85 pages of "crap". We're just talking about less than half a page of info. Not a huge issue, just different.
If you want a quick little flight summary, ask the gate agent to pull up the window where they type in their reservation codes. It is a blue background window that looks like DOS back in the 1980's. Type in there:
JGFFfff/ddd
where fff is your flight number and ddd is the departure city. For example if you were on flight 240 from DTW-AMS, you would type in:
JGFF240/DTW
If you are on the computer in the lounges you leave off the initial J.
GFF240/DTW
I had an FAA inspector from MSP on my jumpseat from MSP to ATL. He was going down to get trained on the 767. He asked to see a copy of our AWABS. His quote was, "man this is ten times easier to understand than MGL" which I guess is the weight and balance for the North. It was funny to see his reaction.
Quick question for the northies. On the dal forum, they are talking about the resignation of a contract administration guru and have posted his resignation letter. In your opinions, is this as big a deal as I read it to be? No flame intended.
Scambo
Anyone that makes a big deal out of his resignation by posting his resignation letter is pretty narcissistic. If ALPA work is not doing it for you, go back and fly the line and don't make a big crybaby case about it. Flying jets is still a pretty good job.
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No offense satch, yours was just the last post when I logged on. Dudes, enuf on the paperwork. More college chicks, more cowbell, more latest and greatest. My head's about to explode. Ya'll need to put on the cone of shame.
Anyone that makes a big deal out of his resignation by posting his resignation letter is pretty narcissistic.
It does not matter how the ball drops, you will defend the union tooth and nail. Your stance on anything negative about the union is always very consistent. Good on you.
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) but I'm gonna miss typing the runway and winds into the ACARS and then getting a full analysis back within a minute or so.
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