Originally Posted by Justdoinmyjob (Post 1381319)

That's called Selective Wishful Thinking.

http://blogs.scientificamerican.com/...l-thinking.jpg

Originally Posted by Delta1067 (Post 1380610)

So in a nutshell the same "Whitlow" rule will apply to international with the new rules. I realize it wont be called Whitlow but you will duty out for SC for international in the same amount of time as you would for domestic. Thanks all I was looking for. :D

Originally Posted by georgetg (Post 1380622)

sad, but that was my first reaction also :D

There are a lot of moving pieces to the operation and it's really amazing how well it actually works. Well over 90% of the time everything goes as planned.
Generally it's the unexpected things that throw a monkey-wrench into the operation. It's been my experience that when that happens most Delta people pick up the slack and "mask" the problem by making everything work out anyways...

• What's the metric for Panasonic techs deciding that 45 minutes before departure is a good time to set up a ladder in the aisle and pull the ceiling panels to install new IFE boxes?
• What's the metric for the pax who "has to pee" right at departure preventing the "cabin ready for departure" call?
• Is the ramp congestion in the ATL caused by making a 90-degree push or by nobody interested enough to be ready to marshal in the jet as it pulls up to the gate as scheduled?

The data doesn't tell the full story and never will and many data points never even make it into the big pool because we attempt to keep the operation on-track.
Operational Excellence memo wants us to stop "masking" the problems and let the data speak. The problem is a lot of what we do at work is "masking" the operation's inefficiencies...
Where is the cutoff for when to "mask" and when to just go at "normal speed?"
When some of the AA pilots stopped "masking" issues caused by other departments what were the results?

Again, I want Delta to run as well as the "European Train system" (maybe minus the Italian ;) ) but I don't think Flight Ops is the department in need of significant improvement...

Cheers
George

Originally Posted by Wasatch Phantom (Post 1380750)

George,

An excellent post!

You're a pretty well-informed guy and I'm guessing you saw the email that circulated last fall from an AA First Officer...

(For those who didn't read it: This First Officer, and the Captain he was flying with, did everything required by their job, but not one iota more. This email detailed how rapidly dysfunctional the operation became when pilots didn't step up and do what's necessary to keep things flowing. It was hugely ugly.)

When I read that email I thought of Delta's own operation and of all the things we do, on a daily basis, to keep the operation flowing relatively smoothly and mostly on time.

I firmly believe Delta management is blissfully unaware of all that we do. We sure as h*ll don't get thanked for it (much less compensated).

As far as this: "Operational Excellence memo wants us to stop "masking" the problems and let the data speak." My response would be: "Really?"

In theory maintenance write-ups should occur with equal frequency on flights from a hub to an out-station as on the return flights. Yet I'd bet a bunch of money (and I'm not a betting man) that the difference is staggering.

Do they really want us to write up discrepancies where they happen and highlight the gaping holes in maintenance coverage?

Originally Posted by FIIGMO (Post 1381002)

So question for the conract swami's! If fatigued you are off without pay correct?

So seeing what it would take to get a res guy to fly to just say 70 hours is extremely brutal in some domiciles. Lots of broken trips etc.....
this ALV plus 15 garbage, (which was my biggest heartburn in the TA, Full disclosure I voted YES).

My question is once you get near the ALV and following all FARS you become fatigued (which aint gonna be hard) you have no penaly as far as losing pay or ending up short of hours because you are fatigued right? So that 10 hour Miami turn that they want you to fly at or near the ALV becomes a green slip when a reserve pilot is fatigued to fly?

Just askin

Fiig

Originally Posted by Check Essential (Post 1381046)

DP3 Appeal

If you are a "deadzoner", watch out for your blood pressure if you read and understand this appeal thoroughly.

Some of these boys got a $million dollar+ lump sum and are receiving $150,000 annually on top of that and they are still appealing for more.

And every dollar they might get from the PBGC would reduce the tiny amount the rest of us will get.

Originally Posted by Free Mason (Post 1381340)

The pay is up to the CPO. They will call and talk to you about it and determine if pay will be credited.

Originally Posted by UncleSam (Post 1380980)

This has nothing to do with active pilots and will not affect them in any way. It is an attempt to restore (partial or whole) the monthly checks that pilots who were retired at the time of the BK lost. For many of them the non-qualified check was most of their monthly retirement income and it vanished on September 14, 2005 when the company asked the BK judge to stop those payments.

Originally Posted by Columbia (Post 1381325)

Where in the h e l l do some of you guys get these pics? I'd be curious to see some google search histories.

Originally Posted by Roll Inverted and Pull (Post 1381358)

Not real sure what you have been smoking, but (1) It was called a contract (2) I`m getting about the max from the PBGC (I hope you never have to deal with them) and my pay is just south of $58,000 per year, after of course the lump sum. (3) There isn`t a chance in he11 that the appeal will be successful. (4) Any additional amount awarded from the PBGC (that amount is going to be zero) would in no way effect anything you boys would get in a future bankruptsy. and, (5) ask yourself this question: If I knew that my company was going to go into bankruptsy court and shut off all of the lump sum payouts, would I just wait for it to happen, or would I get the he11 out while the gettin` was good...be honest!