Any "Latest & Greatest" about Delta?
05-07-2014, 02:26 PM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
Originally Posted by Doug Masters
Sometimes I wonder how many wheels we've re-invented at this airline...
05-07-2014, 02:49 PM
Gets Weekends Off
Joined APC: Sep 2006
Position: Starboard Side, weekends & holidays.
Posts: 855
Originally Posted by 80ktsClamp
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.
The old way worked best where you did the flow, called, and ran the checklist as you began moving.
05-07-2014, 02:56 PM
Gets Weekends Off
Joined APC: Sep 2006
Position: Starboard Side, weekends & holidays.
Posts: 855
Effective May 5th, the Chief Pilot Support Center is renamed the Pilot Support Center. Same function, same phone number, same people....
Had to take at least 9 people at the conference table to devise a change of that magnitude...
Had to take at least 9 people at the conference table to devise a change of that magnitude...
05-07-2014, 02:58 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,534
Originally Posted by sailingfun
How would it be free?
The status quo for block times and reserve QOL work rules could be flushed down the drain for the siren song of "door pay" and I fear some among us may attempt to sell it as a positive. I hope I'm wrong, or at least that we'd get to MEMRAT it at the very least, but either way I see those two things as very realistic threats in the current environment.
05-07-2014, 03:01 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by FmrFreightDog
I typically just run the pushback flow and call for push automatically once the tug driver starts talking to the Captain. Seems to work well, and nobody's ever said anything negative to me about it. Quite possible the Captains are all talking bad about me behind my back though.....
05-07-2014, 03:04 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,534
Originally Posted by DFW Refugee
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...
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...
05-07-2014, 03:15 PM
Gets Weekends Off
Joined APC: Apr 2013
Position: A350 Captain (RET)
Posts: 149
Originally Posted by 80ktsClamp
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.
"Beacon on" is not a required callout to the tug driver.
At times, defining efficient can be a little ambiguous. There is a reason for a "checklist" to be accomplished after a procedure. I know you understand this and since I get paid by the minute, I don't mind being a little safer by completing the checklist in its entirety before I move the machine.
Like I said this ain't no big deal and it appears they are making every effort to streamline the operation.
Good on them.....
OC
05-07-2014, 03:47 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by OceanCrosser
I respectfully disagree with this statement. If you would reference the Flight Standards Update (May 5th, 2014, page 1. look under Pushback Sequence, 3a). It specifically tells you to communicate to the tug driver "beacon on".
At times, defining efficient can be a little ambiguous. There is a reason for a "checklist" to be accomplished after a procedure. I know you understand this and since I get paid by the minute, I don't mind being a little safer by completing the checklist in its entirety before I move the machine.
Like I said this ain't no big deal and it appears they are making every effort to streamline the operation.
Good on them.....
OC
At times, defining efficient can be a little ambiguous. There is a reason for a "checklist" to be accomplished after a procedure. I know you understand this and since I get paid by the minute, I don't mind being a little safer by completing the checklist in its entirety before I move the machine.
Like I said this ain't no big deal and it appears they are making every effort to streamline the operation.
Good on them.....
OC
Remember, we do most of our checklists while the plane is moving, so I don't really see a big philosophical deal on completing the flow before movement and then the checklist once we're getting going. It's a moo point anyways, and it sounds like what's coming is a decent compromise.
05-07-2014, 03:48 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by Denny Crane
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
Denny
05-07-2014, 03:53 PM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
Originally Posted by OceanCrosser
I respectfully disagree with this statement. If you would reference the Flight Standards Update (May 5th, 2014, page 1. look under Pushback Sequence, 3a). It specifically tells you to communicate to the tug driver "beacon on".
At times, defining efficient can be a little ambiguous. There is a reason for a "checklist" to be accomplished after a procedure. I know you understand this and since I get paid by the minute, I don't mind being a little safer by completing the checklist in its entirety before I move the machine.
Like I said this ain't no big deal and it appears they are making every effort to streamline the operation.
Good on them.....
OC
At times, defining efficient can be a little ambiguous. There is a reason for a "checklist" to be accomplished after a procedure. I know you understand this and since I get paid by the minute, I don't mind being a little safer by completing the checklist in its entirety before I move the machine.
Like I said this ain't no big deal and it appears they are making every effort to streamline the operation.
Good on them.....
OC
Did you just quote from an update that occurred two days ago? That's not fair!
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