If any of you are the letter writing types, it looks like the EU is going to try to strong-arm our gov't into approving NAI... this happens in 3 weeks...

This meeting is being described as 'unprecedented'. This could be a watershed moment in all of our careers.

EU and US officials to hold 'urgent' meeting on Norwegian - 10/24/2014 - Flight Global

 

Question for the GS gurus:

I have a line this month and am on reserve next month starting on the 1st. If I put in for a GS that spills one day into the next month is it a GS with or without conflict? It won't cause me to drop a trip but it will spill into a reserve day next month.

Many thanks,
Humboldt

 

For pilots, preference is just wanting to do things the way you first did it.

At Northwest, if I remember correctly, (geeze, it's been that long?) they printed three releases, a flight plan, weather & NOTAMS, and a flight attendant briefing form. One release was left at the gate, and the captain and the FO would each have their own release. Having two releases on the DC-9 was almost necessary, because we would use it to write down VOR frequencies, radials, DME's, ect. The flight plan was kept in between us, somewhere in the cockpit.

At Delta, you guys share the same release, and write down what you need on scratch paper. I know I initially thought, "Why don't they just print out two releases?" I learned the code to print out an extra one to give to my FO, but it stopped working. So, now I print out trip sheets from easy bid and give it to him/her. IMO, not quite as good, but good enough.

Today, I separate the flight plan, the NOTAMS, the WX, and the flight attendant briefing form. I find it easier for the NOTAMS and WX to be separated, so guys/gals can go right to what they want when needed.

To each his own. Different strokes for different folks.

 

Seen quite a few instances where the last conversation with the Capt. before getting the release back results in late connecting revenue passengers, folks getting to work and non revs being allowed to board. Because of the nature of the trips I fly, quite a few of these events involve cities we serve irregularly and last flight of the day.

This policy might avoid a few 3 minute delays, but at the cost of a few more denied boardings and greater passenger accommodation costs. For the cities we serve just a couple of times, or once, per week it can cause people a huge problem. Sometimes the delays have to do with Passport verification and the little bit of flexibility helps. ... Most Captains don't mind taking a brief delay while keeping sight of the bigger picture for those whom we serve.

JMHO ... that final howgozit before the door shuts is important in a lot of ways.

 

If it was my airline, I would just send the final weather over ACARS with the D-7 reports. Easy solution.

It's been a while, but at Skywest I think we electronically signed the release over ACARS. Or maybe it was the WDR? I can't remember.

 

While I know the north guys traditionally signed the release at the gate, remember what you were signing was worded very differently than what we all sign now. I'll run it by the powers that be in regard to justifying signing saying we've received things that we haven't yet.

 

This is the most logical solution. There is no need for a signed paper copy in 2014.

Even AA/US which is stuck in the 1970's (even farther behind us in technology) do that.

 

That code still works. On the blue screen, JCPXXXX (XXXX=flight number) and hit enter. Some agents might not appreciate it though because you're tying up their printer for several minutes to print out something that has already been printed.

I'm still curious why you like to split the thing up, turning one document into four. Do you have different places that you put each new document? Otherwise, you now have four documents instead of one and when you want to find something you have to first sort through the stack to find which document contains what you're looking for. It just seems to me that it's easier to have one document, be familiar with the format so that you know the order in which things appear, and then you (and your F/O) are picking up the right document (the only document) on the first try and you can flip right to what you're looking for.

 

Can't speak for newK, but for me its because there are certain things I want embedded in the paperwork. If these items were at the end, Id probably leave the rest intact. I like to tear off the very top of the weather brief which has the flt #, cty pair, rel #, disp #, rte, out and in times in both Z and local. I put this on the yoke clip and also use it to jot down SOB, Blk, T/O, min fuel, zfw, etc. Also, I tear off the flight attendant briefing form that has our names, flt time, and I add the destination wx and ride info(only if expecting greater than lt chop/turb) So to get those 2 items separated it requires tearing the entire package into about 3 pieces.

 

Just curious, have you ever had any hand them back or just not use them?