Originally Posted by JungleBus

Non-revving on Air France isn't any easier than any other eZED carrier, which is already pretty dang easy compared to the bad old days of buying paper ZEDs and calling to list yourself. Use the myidtravel link on travelnet to search for & price out potential flights. Because eZED is so easy, I typically hold off on buying the eZED until I know I'll be using it, as long as I know I'll have internet access. Air France is actually a little cheaper than most ZED carriers, there is a special "JV Fare" for DL employees that is a bit lower than the ZED-Low scale. In Europe this doesn't really make much of a dent in the overall price because the fare is usually only 25-40% of total price, the departure and airport taxes are really high - *especially* where LHR is involved. I avoid that airport when possible for that reason (ie nearly $200 in taxes alone LHR-MSP).

If you do go to London, do note that Delta does *not* have a ZED agreement with British Airways. It was cancelled a few years back due to some spat and has not been reinstated.

If you're a DL pilot, it's my understanding that you can use the JS internationally on DL metal, but check your FOM, I'm not on property over there yet & don't know specifics. On any other US carrier, you won't be able to sit in an actual jumpseat to/from the US, but they'll all take you on jumpseat authority. In Europe you basically go to their ticket desk, present your badge, request a jumpseat while making clear you know you can't sit in an actual cockpit jumpseat, and ask to speak to a supervisor if the agent isn't quite getting it. They'll have you pay departure taxes.

The European carriers don't really have a jumpseating system as we know it - ie no reciprocal agreements. You will need a ticket or ZED pass to travel on them. However, if they are full, and the crew knows that you are airline crew, it is often Captain's Discretion to put a nonrev on a jumpseat. I've had this happen on KLM and friends have experienced it at AF and Alitalia. Keep in mind that both the US and Great Britain don't allow international offline jumpseaters in their airspace, so if the flight crosses GB airspace the cockpit js will be off-limits.

I've often checked orbitz/expedia the day before. Invariably, the only time it's even remotely cheap is when the flights are wide open & we'll have no trouble non-revving anyways. I will mention that my wife and I have had excellent luck nonrevving on European carriers. Due to punitive EU regulations concerning denied boardings they don't overbook nearly as much as the US carriers, and seldom have many nonrevs. We've gotten on every single flight we've ever tried on European carriers...I'd guess 20-25 segments within Europe, Europe-US, and Europe-Africa. Often if we're headed somewhere within Europe we don't even bother getting there on DL via ATL or JFK, we just take DL to AMS and then non-rev on KLM. They're super nice to non-revs.

Originally Posted by forgot to bid

what about the acccumlators?

Originally Posted by Scoop

The article said that they lost all of the hydraulic fluid. I think accumulators just provide the pressure but still need fluid in the system to work. You would think something like the brakes would have a separate accumulator powered system for just such an occasion. Hopefully a Mad-Dog Pilot will enlighten us.

Scoop

Originally Posted by casual observer

anybody else not able to get into iCrew?

Originally Posted by casual observer

anybody else not able to get into iCrew?

Originally Posted by dalad

Incident: Delta MD88 at New York on Apr 2nd 2014, hydraulic failure and runway excursion

By Simon Hradecky, created Thursday, Apr 3rd 2014 11:26Z, last updated Thursday, Apr 3rd 2014 11:30Z
A Delta Airlines McDonnell Douglas MD-88, registration N992DL performing flight DL-886 from Atlanta,GA to New York La Guardia,NY (USA) with 118 passengers and 5 crew, was descending towards New York when the crew reported a hydraulic failure and decided to divert to New York's JFK Airport requesting runway 31L (length 14,572 feet/4,442 meters). The crew indicated they had lost all hydraulics fluid, had no brakes whatsoever, the gear doors would be open due to manual gear extension and they had no nose gear steering. JFK Tower advised emergency services that runway 31L (runways 22 active) was reserved for the emergency and would be closed as soon as the aircraft landed, they were cleared to proceed to assist the aircraft as needed after landing. The aircraft touched down and slowed on the runway, the crew requested chocks repeatedly stating they had no brakes, both engines were shut down, fire brigades told the crew they would apply chocks as soon as the aircraft came to a stop. The aircraft went off the runway at low speed and came to a stop with all gear on soft ground.

The passengers disembarked normally via the rear stair of the aircraft and were bussed to the terminal.

The airline confirmed a hydraulic problem prompted the crew to divert to JFK Airport due to the longer runways available. While taxiing to the gate the aircraft exited a taxiway.

Delta (DL) #886 ? 02-Apr-2014 ? KATL - KLGA ? FlightAware

Metars:
KJFK 030251Z 00000KT 10SM SCT140 BKN250 05/03 A3010 RMK AO2 SLP191 T00500033 51002 $
KJFK 030151Z 00000KT 10SM BKN250 06/03 A3009 RMK AO2 SLP190 T00560033 $
KJFK 030051Z 00000KT 10SM BKN250 06/03 A3010 RMK AO2 SLP193 T00610033 $
KJFK 022351Z 19003KT 10SM BKN250 06/03 A3009 RMK AO2 SLP189 T00560033 10089 20056 53003 $
KJFK 022251Z 19005KT 10SM FEW080 BKN250 07/04 A3009 RMK AO2 SLP187 T00670039 $
KJFK 022151Z 21003KT 10SM SCT250 08/04 A3008 RMK AO2 SLP185 T00830044 $

Passenger Photo (Photo: Mark Albert):
Passenger Photo (Photo: Mark Albert)