Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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- - Any "Latest & Greatest" about Delta? (https://www.airlinepilotforums.com/delta/36912-any-latest-greatest-about-delta.html)

Quote:

Originally Posted by forgot to bid (Post 1638249)

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.

Fantastic ... ! :)

I think you were going ... here ... the recording of the first leg of my MD88 IOE ...

Quote:

Originally Posted by OceanCrosser (Post 1638282)

I'm a little slow, but just for clarification, are you advocating we should move the aircraft before the completion of the checklist?

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

Yes... that was the old method, and it was a more efficient way of doing things. Having done it both ways, I do prefer that method for the pushback checklist. You're still doing the procedure in its entirety before reading the checklist, just you can get moving and not be so "latent." :)

"Beacon on" is not a required callout to the tug driver.

Quote:

Originally Posted by DFW Refugee (Post 1638276)

Why?

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:

I believe we should get paid by TAFB, however, you can't mess with it now.

But I'd go from $121/hr to $35/hr looking at an average 15.45 3-day.

For the ER guys it gets tricky. Take a 12-yr 7ER B at $150/hr. If you looked at a typical domestic 3-day they'd get paid around $42.88/hr but if you applied that to a ZRH turn (47 hrs TAFB) that now pays $2944 (19+ block), it would all of a sudden only pay $2032. So you would literally need a $20 override per hour for international to make that even. And when I say even I mean pay exactly the same as it does now anyways.

The new way, I believe is effective in early June is to complete the checklist and than call for pushback.

Sometimes I wonder how many wheels we've re-invented at this airline...

Quote:

Originally Posted by Doug Masters (Post 1638313)

Sometimes I wonder how many wheels we've re-invented at this airline...

That's what I always say..."We're still finding better ways to operate a 30 year old aircraft?" Sounds more like Job/Title justification to me.

Quote:

Originally Posted by iceman49 (Post 1638296)

The new way, I believe is effective in early June is to complete the checklist and than call for pushback.

No doubt the result of a long, thorough, and costly study, probably conducted by the same clown that decided long ago it was ok for a Captain to reply 'checked' to an item for which he/she was in the terminal dropping a deuce when it was actually checked, instead of the person who checked it.

Soooo, I was flying along with my awesome new Microsoft Tablet this week, getting real time weather updates, schedule info and moving map goodness all on my own company issued device that I can use to bid with, check open time, and submit company reports with convenient 'apps' that are available anytime I need them. Did I mention I can uplink AWABS info and communicate in real time with MX about any technical issues?

Of course I didn't. Because that didn't happen. What did happen is I couldn't access PBS on the lounge computers because Microsoft doesn't work with our PBS software. And the dot matrix printer at the gate broke so it took another fourty minutes to get our flight plan to Paris, where our $6000.00 per seat business pax missed their connections. Good thing Richard didn't use that printer for the 2014 Flight Plan.

Quote:

Originally Posted by OceanCrosser (Post 1638282)

I'm a little slow, but just for clarification, are you advocating we should move the aircraft before the completion of the checklist?

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

Except part of the pushback check list (at least on the A330) is "beacon" and they don't want you to turn that on until you get pushback clearance but you cannot call for clearance until the checklist is complete.... Catch 22 anyone....:)

Denny

Quote:

Originally Posted by Doug Masters (Post 1638313)

Sometimes I wonder how many wheels we've re-invented at this airline...

Why can't they just stop changing stuff unless a FAR changes?