Mil Leave is exactly that... Leave... as someone who is still in their UPT commitment for 6-9 more weeks and a TR my entire career, to assume our mil leave should be credit towards green slips is one of the reasons we get highlighted as "those guys"... part of the job is the sacrifice of not just balancing a delta job, with that comes weekends away from home, deployments, etc... to think we are entitled to more than time away from Delta is an extremely arrogant thought. I'd stop talking asap.

Mongo

it was....in the steps backwards around here the trigger went to alv (usually 80 or more)......and then only paid 1.5.

just flew with a FO who spent 12 years 'susidizing' delta working for $20/hr at a regional. I think its only fair in light of his 'service and sacrifice' for the good of this pilot group...and the nation.....we install a 1.5 multiple on his monthly credit toward the gs trigger.

yeah....that's the ticket. :)

and while we are at it.....a 50% reduction in the monthly gs trigger for all deadzoners......and I'm not joking with that one.

after all the DZ'nrs should have the same shot at achieving the level of retirement value as those newer pilots with a 16% DC and 10+ year active duty plus reserve service from the military.

I mean....fair is fair.

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You actually answered your own question.

A flt is declared payload optimized when any limit weight is projected to be within 1,000# of the limit at pushback. At payload optimized declaration, N/Rs are inhibited and as pushback time approaches, ACS loads the jet with remaining REVENUE cargo to get as close to the limit as possible without exceeding it. If there is too much cargo, they select which boxes and/or pallets to load to sharpshoot the process.

Paid cargo and P/S passes generate revenue and will be used to go right up to the limit. N/Rs, not so much.

(This is different than moving N/Rs for CG, a popular topic of late)

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Thanks KSF,. I guess it is UAL from now on. (two weeks in a row, ATL/RTB, Sat. only ops.) Seems like N/R's have been a target recently.

The worst part is the gate agents will run off all the NRs and jump seaters. They even try to run off our jump seaters. Even after I have talked to dispatch and am told we can go with JS and a full load....which I relay to the agents. I've had this happen too often lately.

Had the same thing happen, I have told the agents "just spoke w dispatch we can leave with a full jet" They look at you like you are making it up.

I usually ask them specifically "do we have any non-revs, are they on board?"

Last time they didn't want to co-operate I told them we have a problem and walked off the plane into the jetway to call dispatch and load control.

Worked every time for me.

What fleet are these problems arising on? Haven't had the issue arise yet on mine.

I have not noticed the issue either. The agents seem to understand that payload optimized simply means wait to board non revs last after load planning gives the OK. Generally the non revs still get on a optimized flight. I have had only one flight this year where we could not make it work.

Can any bubba working today look up who makes the mount for Surface on your airplanes please?