|
|
Originally Posted by Bucking Bar
(Post 1638192)
Most of my flights, a gate agent interrupts the Captain, followed by the A Line and the ramper with a short in his cord, the power drops off line and he's trying to make a PA while the box dings with a cacophony of pre push fuel slip W&D record, runway data updates and a re-route.
He kinda looks over at me like ... http://www.reactiongifs.com/wp-conte...013/09/rdj.gif I reply "done." Then he releases the brakes. Is it different on other people's flights? Now the guy who did my 717 OE, he had it down pat. We had all of our checks done D-15. Then we sat there. He'd ask me questions about the airplane and I'd answer. Then he'd have this look each time I answered. http://31.media.tumblr.com/tumblr_ly...91bjo1_500.gif Where was I going with this? I forget. |
Originally Posted by gloopy
(Post 1638248)
Actually I think that will get us on the clock faster versus doing the checklist "by the book". If all you have left to do is the beacon, you'll save a little bit of time. Especially if you like to read the checklist in a way that the CA who is talking back and forth to someone else at the time anyway can hear you.
I'm more concerned with free piece of cheese called "door pay" sitting over there on that wodden plank. Looks so tasty and free too... |
Originally Posted by tsquare
(Post 1638206)
What is the current head count and where does one find that? Also, what is the most senior new hire's number?
The most senior new hire (or 2014 hire) is 11,536. The most junior for May is 11,704. If you want to know how many are flying the line Deltanet > Crew Resources & Scheduling > PBS Bid & Award Info > Actual Line Counts If you have an adobe to excel converter it's a lot easier, if not it's either done by hand or via excel (which in this case converts poorly so remember to delete 320, 330, 765, 777, 717, 744). |
Originally Posted by GogglesPisano
(Post 1638101)
I'm always puzzled by the fact that some CA's ask me to call for push, then run the checklist. Others, the opposite. Shouldn't this be standard -- one way or the other?
Originally Posted by Bucking Bar
(Post 1638192)
Most of my flights, a gate agent interrupts the Captain, followed by the A Line and the ramper with a short in his cord, the power drops off line and he's trying to make a PA while the box dings with a cacophony of pre push fuel slip W&D record, runway data updates and a re-route.
He kinda looks over at me like ... http://www.reactiongifs.com/wp-conte...013/09/rdj.gif I reply "done." Then he releases the brakes. Is it different on other people's flights? |
Originally Posted by newKnow
(Post 1638260)
I think there is one way we are supposed to do it, but it is often too awkward. Which is why I always say, "Pushback clearance and checklist in which ever order you want to do them." :D
The old way worked best where you did the flow, called, and ran the checklist as you began moving. |
Originally Posted by tsquare
(Post 1638206)
What is the current head count and where does one find that? Also, what is the most senior new hire's number?
For benchmark comparison, we had 12434 at the time of the NW/DL SLI at the end of 2008. |
Originally Posted by 80ktsClamp
(Post 1638262)
That's what all the good captains do. :)
The old way worked best where you did the flow, called, and ran the checklist as you began moving. And them they messed it up. Maybe now they can mess it up back to the easier, less awkward, way again. :) |
Originally Posted by 80ktsClamp
(Post 1638265)
11817 on the May seniority list. 11519 is the most senior 2014 noob (and a member of APC). :)
For benchmark comparison, we had 12434 at the time of the NW/DL SLI at the end of 2008. The link on Deltanet for the XLS version is still pulling up the April list. |
Originally Posted by Purple Drank
(Post 1638235)
Sure...as long as our pay starts when the cabin door closes! :p
As pointed out in the past, DAL has a lot of very smart and well paid management that researches, develops, and implements the flight schedules we fly. Pilots are required to sign in one hour or one and a half hours prior to the first scheduled flight segment. If there's a problem that delays the flight, should we not get paid? Did we cause the delay? (Think a lawyer sitting outside a courtroom waiting to see the judge isn't getting paid?) Pilots should get flight pay starting at scheduled departure time to the later of either scheduled or actual arrival time. Remember... those managers are pretty smart, and it's their plan. We're pretty smart too, have been hired, trained and placed on the aircraft to execute that plan. We should be paid for every minute we are required to be there. Furthermore, our daily guarantee should be greater and be for each calendar day the trip touches. All the above is IMMHO. Discuss... :cool: |
Originally Posted by 80ktsClamp
(Post 1638262)
The old way worked best where you did the flow, called, and ran the checklist as you began moving. From what I understand, the new procedure is completed in it's entirety, then the checklist is called for. Once the checklist is complete, then you call for the clearance (pushback). Thus the communication with the tug driver is a simple "beacon on, brakes released, cleared to push". This ain't that big of a deal. OC |
| All times are GMT -8. The time now is 02:23 PM. |
|
Website Copyright © 2026 MH Sub I, LLC dba Internet Brands