Bluto

I must be bidding wrong. As much as I’d like to do more of those SLC local scenic flights, they keep awarding me trips where I actually go to other airports.

LAXtoDEN

No I did you not receive training on verifying the WDR on taxi out during Sim training as I’m not employed at DL. I absolutely agree two heads should not be down, I thought I made that fairly clear on my post in that regard. It’s just my opinion that confirming the numbers while taxiing out places you in a potentially vulnerable position that was self inflicted. Unfortunately we don’t have eyes on the side of our head, so it’s not always easy for both crew members to confirm at least one set of eyes are looking out, confirming the A/C position at all times. I’m sure while ATC is rattling off a clearance, checklists still need to be complete, frequency changes, both pilots are confirming the taxi route off their charts, all while now adding in the task of confirming the numbers wouldn’t lead to a potential failure of CRM. Now I’d assume it’s recommended to stop, but at least at my company, it’s at the pilots discretion as to not disrupt flow.

The only reason I responded to your original post was you said if it’s a long taxi, and the situation presents itself, take care of WDR while taxiing out. Well yeah, it’s always a long and relaxed taxi until you start dipping and dodging around inbound and outbound traffic.

OOfff

there’s no part of the verification process that requires two heads down during taxi

notEnuf

Yet we are still trying to solve our errors. Thank god there are no runway crossings on taxi out in ATL. The workload on taxi out has doubled since I was hired. Especially the right seat. Some of this is due to airspace and RNAVs but a lot is self imposed to clear the ramp in ATL. Have you noticed we are constantly reminded to slow down and that is emphasized by "we got your back in the CP office" while giving latency, dwell, D0, A0 and taxi time reduction stats?

Herkflyr

Latency and Dwell Time need to be banished from Flight Ops vocabulary. I've banished them from mine. No pilot ever dawdles on the ramp on purpose. But with all the endless possible distractions that demand the crew's attention, we don't need any subtle pressure ("we must reduce dwell time!") exerted beyond what we always have to deal with

freezingflyboy

Amen. Personally, I've found a measure of dark humor in the way they seem to sandwich QCQ slides advising us to make time, slow the operation down, minimize workload and distractions during busy phases of flight right between slides about reducing dwell time, latency and minimizing APU burn while maximizing SE taxi.

Trip7

Flight Ops always ends commentary about dwell time with if you feel you need to stop the operation for safety stop the operation and they will back you 100%. Furthermore, while dwell time may be a debrief item on a line Check(depending on the reason for the dwell), it is not graded.



This is because Flight Operations empowers Captains to be leaders and decifer when safety or efficiency is appropriate.


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OOfff

for a group so insistent on telling the world how smart they are, it’s amazing how many pilots clutch their pearls at the idea of balancing competing motivations. How is “hey, here are efficiency points we are working on, but don’t compromise safety. That’s more important than efficiency” such a scary idea?

GogglesPisano

I don't move the airplane after pushback until the WDR is verified. Sue me.


(I'm also the guy who asks ATL Ramp which runway we can expect, because lately ATC has not been following the SID chart. And a runway change in the ATL is a royal PIA. So sue me again.)

Trip7

I would ask you to aspire to be a more seasoned and efficient pilot. There is no reason to be clogging up the ramp to verify the WDR after push unless it's a quick taxi. Usually there is plenty of time for both pilots to independently review the WDR outside the ramp.

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