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Originally Posted by Elvis90
(Post 1322449)
I'm flying over ALV in the winter months right now. ATL88B will require more staffing to cover the 20% increase in block hours in the summer months in my opinion.
You complain? You be junior. You senior and complain on principle? It's really because you be junior. No matter what, there are 11,800 pilots, all junior to someone, except that one guy at the top. So really, 99.9% of you are junior to somebody and therefore your complaining is because your junior. You junior pukes. |
Originally Posted by forgot to bid
(Post 1322447)
Here is one mention of the 320 in a September Flight Ops Comm, I'll paraphrase:
319s are young. We have some 80s/early 90s 320s coming up on their life cycle checks. If Airbus is unable to extend those life cycle checks (and why would they want to?) then we will park these 320s in 2015. And we're overstaffed on A320 Bs. |
Originally Posted by GunshipGuy
(Post 1322434)
The company gets much greater productivity out of its reserve system with the TA notwithstanding the SD memo suggesting we would likely hire last year if we passed it. As a result there's less need for labor from what we had under the old PWA. Granted, let me put that in caps for some, GRANTED, the TA was not responsible for all the overstaffing, it just exacerbated the situation. But, IMO, not to the point that we'd furlough.
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Originally Posted by johnso29
(Post 1322435)
Yes, the 737-900ERs will replace some B757/767s and A320s.
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Originally Posted by Lifeisgood
(Post 1322478)
If 100 for 100 is "some" in your language, then I am with you ;)
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Originally Posted by johnso29
(Post 1322443)
Pure conjecture. Flying every reserve to ALV + 15 every month in the summer isn't even possible. People have training, vacation, etc.
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Originally Posted by nwaf16dude
(Post 1322483)
...if every reserve flys above the ALV, the staffing formula will require a large increase in staffing.
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Originally Posted by forgot to bid
(Post 1322447)
Here is one mention of the 320 in a September Flight Ops Comm, I'll paraphrase:
319s are young. We have some 80s/early 90s 320s coming up on their life cycle checks. If Airbus is unable to extend those life cycle checks (and why would they want to?) then we will park these 320s in 2015. And we're overstaffed on A320 Bs. As I understand it Airbus certificated the A-320 series for a certain life cycle. Part of that life cycle is an assumption of the condition of the aircraft when it reached that point based on their testing and extrapolation. However Airbus is finding the airframes that are coming up on their "drop dead dates" are in better shape than they anticipated. I've heard Delta (and some other carriers) are paying Airbus to do some testing with the objective being to extend the life cycle of the aircraft. |
DAL 8925 - True Airspeed
This was the Outback Bowl Charter for the Gamecocks, a 757-200 on 12/26. True airspeed was filed (per flightaware.com) as 354 kts.
The trip home was filed (1/2/13) as 470 kts. Can someone explain the 116 kt difference? Altitudes were 380 down and 350 back. Or do I just need to go back and read up on TAS? ps Chuck Norris just ordered a Jadaveon Clowney jersey. |
Originally Posted by N9373M
(Post 1322516)
This was the Outback Bowl Charter for the Gamecocks, a 757-200 on 12/26. True airspeed was filed (per flightaware.com) as 354 kts.
The trip home was filed (1/2/13) as 470 kts. Can someone explain the 116 kt difference? Altitudes were 380 down and 350 back. Or do I just need to go back and read up on TAS? ps Chuck Norris just ordered a Jadaveon Clowney jersey. |
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