Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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- - Any "Latest & Greatest" about Delta? (https://www.airlinepilotforums.com/delta/36912-any-latest-greatest-about-delta.html)

Quote:

Originally Posted by iaflyer (Post 1763859)

I'd agree with you there. This might be a case of solving a problem that didn't exist. I doubt that we've seen a drastic drop in guys blowing through final.

On a different note... Why do we tell Flight Attendants to prepare the cabin for departure, when we mean to prepare for take-off, and why do they tell us they're ready for take-off when we just asked them to prepare for departure?

Quote:

Originally Posted by iaflyer (Post 1763859)

I think the Approaching Inbound course/gs call is a little excessive. The problem I see is that if you're busy asking for flaps/gear and forget to arm the loc or GS, probably the PM is busy as well doing that and working the radio - he's probably not looking at the FMA at the moment to notice that you haven't armed the loc/gs. So he's going to miss or be late on the Approaching call.

Anyway - I fly the plane the way the company wants. I have a friend over at Cathay and as he says it, "we quack about all sorts of stuff going down final and all it does is detract from actually monitoring the approach or seeing the big picture stuff"

I think Sink was very much on to something.

The key with all this stuff is being intentional about it. Calling "approaching inbound course" is an FMA heads up. Don't respond without looking at the FMA and calling it out. That is the entire purpose behind it.

This goes with hand in hand responding to checklist items without looking at the item and so on.

All the changes are about better communication and awareness, not making noise. Remember, the only changes that have to be announced are those that you do to the FMA, not those that are automatic.

As far as the abnormals/aborts briefing, that is as much for the guy saying it as the other guy. Aborts are one of the most critical things we may end up doing and is easy to really bone up. Again.... being intentional.

Quote:

Originally Posted by Sink r8 (Post 1763867)

Takeoff is a scary word. Scares passengers. So we say departure.

I swear if I read one more time "will not backfill" when it pertains to widebody positions...

http://i.kinja-img.com/gawker-media/...zqauavy8gs.gif

Quote:

Originally Posted by Sink r8 (Post 1763862)

67 new Captain slots isn't bad. I would think the LAX and SLC slots would make some guys pretty happy.

Yes, I like it a lot. 20 narrowbody captain slots and 31 narrobody fo slots out this direction is good. Why can't they add 150 ER B's in SEA. They wouldn't have trouble filling those. :)

Quote:

Originally Posted by DLpilot (Post 1763798)

I am talking about the ones that want to basically run through an entire emergency scenario during the initial brief.

My abort brief is about 30-45 seconds and covers just about everything it's supposed to (I think, from doing it so much, I talk kind of fast. :) ) I only do before the first leg of every trip.

Yes. I know they have heard it many times before. But, I do it because, from what I understand, if something does go down, one of the first questions the Fed's will ask you is, "Did you brief it?"

You want your answer to be, "Yes." :)

Quote:

Originally Posted by 80ktsClamp (Post 1763873)

I swear if I read one more time "will not backfill" when it pertains to widebody positions...

I know, they sure used that a lot in all the widebody categories and CVG.

MSP and DTW got kicked in the pills again.

Quote:

Originally Posted by newKnow (Post 1763878)

That's all it should really take. Below 80 most anything, above 80 only the 3 and a half horsemen (since windshear is now a "if the boss deems it safer to stop)... make the radio call to roll the trucks and the PA when we get stopped.

Be intentional and don't make it a "longing."