I don't understand the cynical tone. How long have we been the #1 on time airline? A year... if that? Where were we 3 years ago? Dead last? Passenger complaints? Baggage?

This is all about big data. It's working for us and if you don't want to participate, well I guess you'll just be one dot on the matrix that doesn't get counted. I'm glad our management is finally trying to find out where the root problems lie and fix them. 10 years ago, we held every day into ATL when it was CAVU. Now, I barely do two turns when it's thunderstorms at the field. The gate is usually available, and the ground crew was out there in the pouring rain waiting for us to park last week. I'd call that a major improvement from before.

It's amazing when you think about how far flung our operation is and how many challenges we face and despite all that, we are killing it. I for one want to see it get better because I know it can. I've never seen an opportunity at this company to really get things where they needed to be until recently, from an operational perspective.

Will there be problems? Yes! Will JFK run 100 percent on time? No! Will ramp ops get fouled up? Of course they will! But if the processes are going to get changed, there has to be data showing exactly what the problem truly is for things to get the needed attention. That's the whole point. There ARE problems. If we "do the agents a favor" and show on time, we are covering for a myriad of problems to include RJ's blocking the ramp, etc... So STOP covering for everyone, and let the problems come to light. If someone asks you what happened, it's not because they are trying to punish you, it's because they realize you are in a unique position to see what the problem really is, and they want to hear your answer!

good points, flyallnite.

While my first reaction is that of Timbo, typically the programs in the past have been used to pin deficiencies on ACS where they refuse to acknowledge the problem. They've done a pretty dang good job of fixing it, too. I'm truly impressed with the way the operation functions for the vast majority of the time. Sitting back and watching the machine that is ATL is astounding.

Hopefully that continues with this new focus.

You know, when the gate agents and rampers realize we are no longer their friends for D0, and even when they do things right we still end up late, well let's just say I'd hate to be a nonrev having to wait to D-10 to have seats released.

They seriously won't have time to accommodate the employee traveling with a young family in tow because the threat of them taking more than 3 min from being notified to seated with strollers and bags stowed and cargo doors shut is just too much. Or to go through the list of all of those who lazily and obnoxiously check in online but never show.

I guess those kinds of decisions aren't made by people who worry about traveling on an S2 or S3.

But I fully intend to comply on every flight. I just hope others do the same. Not too long ago we pulled into OKC and I did my flow and hit the beacon only to sit and wait for ten minutes while they tended to the jetway losing power. Man I heard it from the Captain, the A line and the two in the back when we got to the van for taking money from them. So I'm kind of over this game anyhow, although I think the new game will be miserable. I just wish we would focus on A0 more than D0. I'd rather get things done right and be A0 than screw employees over and be D0.

The beacon is the worst idea possible to tie to out time. All it does is tend crews toward turning the thing on when it doesn't need to be on, thus deemphasizing the significance of that light which is meant to be a warning.

I used both Plantonics MS50 and Telex 5x5 on DC9s and MD88s. MS50 was OK, but the mic was not the best. MS50’s mic boom is really just a tube that carries voice into the “box” where the microphone is. It sounds little “canny.” Telex is better, because the mic boom has actual microphone at the end of the boom. One problem that I had with Telex 5x5 is that it is very LOUD. I mean I had audio panel setting at about 12 o’clock position on any other headset, but with 5x5, I had to have the volume at 9 o’clock position. I did not like this since I had No. 1 radio at 9 o’clock and No 2 radio at all the way down 7 o’clock position and still No 2 radio (guard) was too loud for me. However, I found a solution to this problem. I stuck a small piece of cotton in the ear piece tube to muff the sound a little. Now it sounds perfect, and I really like the Telex 5x5.

I'm at the point now where I just ask the captain before I turn the beacon on. I honestly could give a crap seeing as the extra minute I am trying to cheat the company on probably doesn't count seeing as most of our flights are scheduled overblock anyway.

I'll go out on a limb here and say that most of us are sick and tired of a constantly changing, dynamic block out time policy. (No later than D-0, no more than D-5, but not before Pre-Pushback Message, and only before the WDR, but, now, only when the aircraft is about to move imminently, hard focus on imminently/no standing definition of imminently).
Standing by for a flow chart........

I think the next big step is going to be towards reducing those scheduled block times, but make no mistake here gentlemen this is about cost reduction nothing more, nothing less. If they can improve the "latency" on the front end, then shaving off block times will follow without effecting our on time performance.

If the 4th floor wonder-kin can find a way to shave 5 minutes off of a majority of our flight block times, then that would translate to a significant cost savings from a labor standpoint. Just my two cents here, but I think that is the long term strategy. Just as they are looking at reducing the actual difference between transmitted block out time versus actual pushback, they are also looking at the difference between scheduled block time versus actual average block time.

The beacon is being phased out on most if not all Delta aircraft with the new acars program. Out time will be off the parking brake. 767/757 fleet is being converted as we speak.

The policy for blocking out the aircraft has not changed once that I am aware of since 1986 and I suspect well before that.

They did not get the new training program approved by the FAA in time to pre post it as required by the contract. There will be training in March but only those pilots still on the last cycle. If your on the new cycle you will not be able to attend in the early month. The vast majority of Delta's training costs are fixed. There is little cost savings to deferring the training and it reduces line pilots available to the company as we ramp up flying in April and May for the summer. That increases greenslips.

Good. For the very reason 80 mentioned.