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I non-reved up to see family and realized I left my passport in my flight kit. Since the flights are oversold after New Years I just booked a jumpseat back to work. Do we need our passport to sit in the cockpit on our own Delta metal? Ill be in uniform with company ID. Domestic flight.
Thanks, Hoserpilot |
Originally Posted by PropNWA
(Post 1320775)
Quick question for the experts. I'm a reserve pilot and looking to deviate from an end-of-rotation deadhead. My question is whether deviating has any effect on when my rest starts and when I would be available again to fly? If I deviate, I will get home almost 20 hours sooner and I'm wondering if I would just be opening myself up to more flying sooner. Or would it still be like I flew the originally scheduled deadhead? Anyone know? Thanks in advance!
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Originally Posted by hoserpilot
(Post 1320783)
I non-reved up to see family and realized I left my passport in my flight kit. Since the flights are oversold after New Years I just booked a jumpseat back to work. Do we need our passport to sit in the cockpit on our own Delta metal? Ill be in uniform with company ID. Domestic flight.
Thanks, Hoserpilot A passport is not required to jumpseat. You will need to have your license and medical depending on the Captain. |
Originally Posted by DLpilot
(Post 1320787)
Your next assignment is based off your original deadheaded. You also must do your schedule check within 30 minutes block in of your original deadhead. You would not be opening yourself up to fly sooner. Go home early.
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Originally Posted by hoserpilot
(Post 1320783)
I non-reved up to see family and realized I left my passport in my flight kit. Since the flights are oversold after New Years I just booked a jumpseat back to work. Do we need our passport to sit in the cockpit on our own Delta metal? Ill be in uniform with company ID. Domestic flight.
Thanks, Hoserpilot Listed on the JS and Delta ID is good enough to sit in any domestic Delta cockpit... Cheers George |
Originally Posted by PropNWA
(Post 1320795)
Great! That's what I thought but wanted to be sure. Thanks for clearing that up!
Denny |
Originally Posted by iaflyer
(Post 1320769)
If you look at the seating capacity (from Boeing's and Airbus's site), the 737-700/800/900 is within a few seats of the A319/A320/A321 sizes.
I would say that we probably won't see any A321s, unless the price is really cheap. We already bought some A321-sized airplanes. They're called 737-900s! (A321, 185 seats, 737-900, 180 seats). I had heard the rumors of A321 and some A350 or 330s too. I'm starting to discount the 350s though, as Airbus is having some production problems that might delay them a bit (probably 2015). Then add in that RA doesn't seem to like the first run of a product - I think we won't be in the front row for any A350s. My guess is some used A330s if we can find the markets. But as RA and others said last year, we don't see any need for additonal widebodies right now. Logically, I don't see any until we have to replace B767-300ERs, and that's not until almost 2020. We got 737-800s and MD90 with 160 seats each, but there is a huge difference in cost and capabilities and operating economics between the jets... We have a hole in the 350 seat range in our widebody fleet and some jet will plug that... Some older 757 are coming up on heavy checks and the current "old" model A321 offers a 20%/seat fuel burn advantage... Then there is the need to replace RJs so someone has to buy out our leases... Lots more too it than seat count, in the end it comes down to the "better deal." Most of our current fleet renewal is interim and near-term, it's only by the end of this decade that there will be real new choices available and our balance/debt sheet should let us get much better financing... Cheers George |
Originally Posted by georgetg
(Post 1320804)
Its not just about the seat count but the cost of the jet and the capabilities....
We got 737-800s and MD90 with 160 seats each, but there is a huge difference in cost and capabilities and operating economics between the jets... We have a hole in the 350 seat range in our widebody fleet and some jet will plug that... Some older 757 are coming up on heavy checks and the current "old" model A321 offers a 20%/seat fuel burn advantage... Then there is the need to replace RJs so someone has to buy out our leases... Lots more too it than seat count, in the end it comes down to the "better deal." Most of our current fleet renewal is interim and near-term, it's only by the end of this decade that there will be real new choices available and our balance/debt sheet should let us get much better financing... One airplane might be a bit more expensive to operate per seat but the acquisition cost might be low enough to make it worthwhile. (ie, a 737-900 might be as efficient as a new A321, but maybe Delta went to Boeing and said if you drop the price enough, we'll buy some of your older products) The MD-88s will have to be replaced too, but I guess let's get the DC-9 replaced first. It's the plane that just won't die! |
Originally Posted by GunshipGuy
(Post 1319976)
Since it was brought up, approximately what are the fees/taxes for going to Heathrow? Is it worth trying to save some $$$ by trying to get into some other airport and then taking a bus to London?
London City is the only really convenient airport to central London, Stansted and Gatwick both have express trains but are fairly far out, and Luton's a pain to get to. The differences in departure tax aren't enough to justify going to the extra effort of flying out of another airport. Heathrow now has the most flights to the US, by far, although its stupid terminal system still makes it a bit of a pain in the butt to creatively nonrev out of. |
I non-reved out of LHR in September. The departure tax came to $120.00. I'm going back in January to see the stuff I missed. Screw the tax, life's too short. Go do what you want to do.
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