They will stick the tanks before and after fueling. They will then put the total pounds added on the PAPER FUEL SLIP and check a box that stated the tanks were dipped. It is a mtc function (watch the fuelers do it). The then will divide the pounds pumped by the density number to come up with a calculated number of gallons pumped. It will then be written down on the same sheet and compared to the truck reading. Each aircraft has an allowable tolerance that it need to be under.

Flaps??? Even though the lack of them can hurt you, we're going to leave that step to just one person. The "flight directors off" call however, we're going to need both pilots to verbalize that!!!

Go figure.

well said!! I just did my first day of Phase 3 and its going to take some time to get used to but its just another piece of the pie. The key is to not rush and work together on these changes.

Oh and i'd much rather us be having these discussions than the "overstaffing/furlough/displacement/etc" talks ;)

Thanks, was refering to the pad or tolerance on the AWABS, eg you have last minute bags or pax.

Did you miss the fact that both pilots verify and call out flap position on two separate checklists prior to takeoff? At least we only verify the FDs off once :).

Actually, no, my point was that it's possible that maybe, just maybe, the amount of emphasis assigned to certain tasks could/should be reconsidered. Just like every other poster here, I will do the job how-ever the signer of my check wants it done. That said, I'll probably be silently reviewing things for years to come (including my new added call at 1000' that I just stole from ACL).

Most of them have a pad of add three pax/sub two or add 1000 lbs. It varies by jet, but unless it is weight critical there is normally weight padding in to it. It allows for the last minute J/S etc. Per our books we just use two of the rev adds for a j/s. It actually is a really quick system, and over time it seems to be getting better. We generally have it done prior to the agent coming down and getting the release.

Well at 500' I have always verified gear, flap and speed break position. Even with almost 10K hrs I still and very "wired" for what's missing. I always look at the flap lever(handle), the indication and the FMC desired position on each required checklist as well as when I go in to position and then again right before I add power.

I also state with LNAV captures as well as VNAV when we arm them prior to take off. Just a note to myself that things are going as expected. I think most pilots get more deliberate as they get older. I see that in myself.

And for you 756 drivers I know that most of us do not put the gear lever in the off position until the flaps are up and then run the After Takeoff checklist.

Thanks for the tips. With nearly twice the hours, I'm still looking for ways to improve. For some reason, resetting the missed approach altitude has always (until now) been a hard thing for me to remember.

Thanks again

Agreed.

I don't mind being flamed for this one but I really think training misses the boat on a few things and one of them is playing the Easter egg game in the sim. I never had a single one on the 767 or 88 and to me thats too bad because that stuff teaches you to really look. I got it a lot in the regional world and I don't understand why it's not here at mainline. I think it's the best way to correlate systems knowledge as you finish the before takeoff check and the sim pauses and the instructor says "so guys... notice anything?" Followed by me saying $@&@$@. But it teaches you to look and know what you're looking for which is something that is not only a good CRM exercise but a good aircraft systems exercise. Especially in an airline where you can fly multiple airplanes that vary greatly.

The other thing I still don't get is how stalls and steep turns are demo only. All the talk about raising hiring mins to ATP mins but stall recovery? Nah, why would you ever stall? I mean I'm lazy and happy to take the easy way out and get my lolipop at the end but seriously some things seem a bit too easy.