Any "Latest & Greatest" about Delta?
10-25-2014 | 02:24 PM
Gets Weekends Off
Joined: Jul 2010
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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. 
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.
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
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.
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
I got that one once.
10-25-2014 | 02:56 PM
Gets Weekends Off
Joined: Mar 2008
Posts: 4,105
Likes: 100
FWIW, the DAL and NWA release "packages" were formatted differently and contained different slices of information.
The NWA "release" contained the important stuff: release no, ship no, route, MEL info, alternate info, fuel planning block (NWA used the expected fuel on arrival method). It was pretty handy for both pilots to have. The "acknologement" was just a 3rd copy that was signed and left.
The NWA "flight plan" only contained the "howgozit" portion that we know today. No need for more than one copy of that.
Nu
The NWA "release" contained the important stuff: release no, ship no, route, MEL info, alternate info, fuel planning block (NWA used the expected fuel on arrival method). It was pretty handy for both pilots to have. The "acknologement" was just a 3rd copy that was signed and left.
The NWA "flight plan" only contained the "howgozit" portion that we know today. No need for more than one copy of that.
Nu
10-25-2014 | 03:27 PM
Line Holder
Joined: Mar 2005
Posts: 1,957
Likes: 1
If there's an extra copy, I always chuck it... Whoops. It makes for too much clutter IMO. I pull the embedded things that I want off the release and write it on a note pad that lives on my side window clip (fuel amounts, sob, zfw and so on). With 90+% of the guys on fifi, the top copy and flt plan live by the printer on the pedestal. Notams and wx in the bin behind the pedestal. Easy access for all!
Why make things more complicated than they have to be?
Why make things more complicated than they have to be?
10-25-2014 | 03:30 PM
Gets Weekends Off
Joined: Feb 2008
Posts: 6,070
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From: Urban chicken rancher.
If there's an extra copy, I always chuck it... Whoops. It makes for too much clutter IMO. I pull the embedded things that I want off the release and write it on a note pad that lives on my side window clip (fuel amounts, sob, zfw and so on). With 90+% of the guys on fifi, the top copy and flt plan live by the printer on the pedestal. Notams and wx in the bin behind the pedestal. Easy access for all!
Why make things more complicated than they have to be?
Why make things more complicated than they have to be?
10-25-2014 | 03:46 PM
The Brown Dot +1
Joined: Jun 2009
Posts: 7,775
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From: 777B
I believe that the way it works is that you are allowed to move an x day to the first day of a GS when it is an on call day. You have to ask for it...some schedulers might ask if you want it.
10-25-2014 | 03:52 PM
Line Holder
Joined: Jul 2012
Posts: 473
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From: Short Bus FO
10-25-2014 | 03:53 PM
Gets Weekends Off
Joined: Jul 2010
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From: 7er
10-25-2014 | 03:55 PM
Da Hudge
Joined: Oct 2006
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From: Poodle Whisperer
10-25-2014 | 04:02 PM
Gets Weekends Off
Joined: Feb 2007
Posts: 6,844
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From: 765-A
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.
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.
Now, I "split the thing up"
because the flight plan is normally way too long to begin with and it's easier to split that off from the rest of it when you track your fuel burn and times. I split the NOTAMS from the weather, for the same reason. JFK/LAX/SFO/SEA/ATL normally have way to many NOTAMS to keep with the weather. To me, it's easier to keep them apart. Go over the TP's again while you are enroute and not get bogged down by all the NOTAMS and go over the destinations NOTAMS when you get closer to landing again and not get bogged down by the weather.
The flight attendant briefing form goes to the lead flight attendant when I brief him/her. Like NERD, I add the weather, expected ride, MX, taxi times, notes, ect., to that.
So, really there are only three documents up there: the flight plan, NOTAMS, and weather.
I tried it your "non-splitting" way a few times. But, it was way to cumbersome to have the flight plan attached to the NOTAMS and WX while filling out the HOWGOZIT. It was too much paper to be rustling around.
10-25-2014 | 04:02 PM
The Brown Dot +1
Joined: Jun 2009
Posts: 7,775
Likes: 0
From: 777B
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