Originally Posted by newKnow (Post 1753151)

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

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. :D

Originally Posted by DAL 88 Driver (Post 1753181)

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.

Originally Posted by newKnow (Post 1753151)

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.

Originally Posted by Humboldt (Post 1753149)

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

Originally Posted by Justdoinmyjob (Post 1753197)

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

Originally Posted by Justdoinmyjob (Post 1753197)

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

Originally Posted by Scoop (Post 1753205)

It is a regular Green-slip. How you get paid is a little tricky. I will do my best to explain it. Hopefully if I put out anything incorrect (not 100% sure on some of this) a contract Ninja will pipe up with a correction. :D


If you get a GS like you describe above I believe your pay will be as follows:

All hard time above the GS trigger flown in the regular line month will be paid at 200%.

If you are within 5 hours of the GS trigger you can withdraw 5 hours from the bank to ensure it is all paid at 200%.

All time flown in the reserve month will be paid at straight pay above the cap if they are XXX or *** days. This will not apply to you since it is a reserve day.

All time flown in the reserve month on reserve days will pay/credit the same as any reserve call-out.

Any trip credit will be paid on the last day of the trip - in the above scenario a reserve month. In your case, since your last day is an on-call day I think, but not positive that it will pay as any reserve call-out. :confused:

If you flew on XXX or *** days you be given payback days which crew scheduling will use to replace your next on call days. This will not apply in the case you describe above.

Scoop

Originally Posted by Delta1067 (Post 1753216)

I'm a little confused with this part. If the trigger is 75 and you are @ 74:30 and then fly a 20 hour GS does any of the GS trip count towards the trigger if you don't pull from the bank? I thought a GS was pay only and no credit, hence no credit towards meeting the GS trigger.