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Originally Posted by contrails
(Post 1753297)
Is the guy that did the sick bag container thing still doing that these days?
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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. 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. :D |
Originally Posted by Delta1067
(Post 1753316)
How does that benefit you? I don't see how that gets you ahead.
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Originally Posted by 80ktsClamp
(Post 1753274)
Whoops, I thought you were talking printing a second release!
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Originally Posted by scambo1
(Post 1753323)
Because it pays single pay over the reserve guarantee and it gets you a payback day. If you don't do it, a GS on call days just counts toward your reserve commitment.
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Originally Posted by Delta1067
(Post 1753326)
A GS on reserve day pays above guarantee for the 1st day of the trip. I had one last year and I'm pretty sure that is how it got paid out. Otherwise, why would one agree to a report < 12 if there is no benefit to the pilot? Perhaps I'm looking at it wrong. I can see the PB day being the advantage but I don't see how it changes the pay.
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Originally Posted by Brocc15
(Post 1753283)
One correction to the GS for a reserve, if the first day of the GS is an on call day, that day is above guarantee too :) I got that one once.
Brocc, What I think you are referring to is either a less than 12 hour call-out when on long call or an earlier than contractual report time on day 1. I have had both of these pay as GS. I believe that you are correct in the above scenarios and both of these situations would pay as a GS even though it was an "on-call" day. Other than those two situations, I am not sure that it would be a GS. Not sure about schedulers letting you move an X day to an on call day but its worth a try. :) Scoop |
Originally Posted by newKnow
(Post 1753322)
Yes. That code still works. I use it if the agent is busy. But, there was another one that allowed you to hi light the part of the paperwork you wanted to print, then print only that portion. That was a nice feature, because it saved a lot of trees. :D
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. :D |
Originally Posted by scambo1
(Post 1753331)
I'm not talking about report less than 12 out.
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Originally Posted by scambo1
(Post 1753323)
Because it pays single pay over the reserve guarantee and it gets you a payback day. If you don't do it, a GS on call days just counts toward your reserve commitment.
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