Forget the 717, what's the latest on the 321 rumors?

Sitting on a ground stop waiting to head back to ATL. Guessing I'm going to be in DFW for a while?

SD went through A320 school recently...

We flew an airbus rep into Mecca last week.:cool:

Those are some big cells on the south side... the stuff on the north has really dissipated.

I saw ATL is ground stopped until 1900. Here's to a green slip coming my way tonight. :)

Last week the designated leakers were claiming that deal fell through, which probably means we will announce a deal next week.

Hopefully he was coming in to town to make us an offer we can't refuse. :)

http://www.ausbt.com.au/photos/view/...opperjumbo.jpg

You're right. It was not too bad on the north side, nothing of what it looked like as it approached I75. Then it broke up.

The south side has lots of purple.

http://i938.photobucket.com/albums/a...psbba6df5e.png

Looks like everyone coming in from behind wants to try it out, everyone in front of it and to the south said screw it and bolted to the alternates. Looks like Jacksonville is popular.

I bet it fell through. The plane is a dinosaur. It is under utilized and has no IFE.:rolleyes:

Thanks for distilling this down to its' simplest element. There is a difference of some amount of minutes. The question is who you assign it to. There is, logic will tell you, a difference between the time you think push is imminent, and the time you actually push. Past practice didn't penalize the pilots for the difference, now we're going towards technologies/practices that atempt to.

There is an inherent difference between calling for the push, and getting the push. There is also always the chance a push is authorized and cancelled before it's executed. Depending on whether your control the ramp, the FAA controls the ramp, or a competitor controls the ramp, you could be out, but not moving, and especially not moving at greater than three knots.

The company should be able to determine the correct times, just as much of our competition does: subjectively. Or objectively through whatever trigger they choose. Those triggers, or however they chose to take or yield latitude over the years, should affect their numbers, but not be linked to our pay. The company deserves full control over the appplication of the data (they already reserve the right to adjust times, do they not?). We, in turn, deserve our pay to be fair, consistent, and logical. We don't deserve 100% of the difference between out and movement to start being assessed against us. If any % is assessed against us, it should not be done unilaterally.

Personally, I think the most intelligent method would be to use door closure/opening to determine the time where the responsibility shifts to/from the PIC.

I'm not advocating anything other than a discussion with the company. I am not a Captain. If I were, I would follow the procedures to the letter, and that's it. But I'd like my union to be fighting for something better.

Is that weird?