I was told by the AWABS Help Desk at OCC that the wind updates will be exactly the same as they initial winds loaded into the Flight Plan. I havent been able to verify it because if the Flight Plan FAILS to upload (3 for 3 so far) then a Wind Update request gives you an error message.


We are used to working off one Flight Plan and 2 copies of the Release. Gave each guy something to write on :rolleyes:

I actually requested a copy of the ICAO strip from Dispatch, it was much easier to find all the info I wanted on a 5 line printout rather than dig thru a 3 page HOWGOZIT. I agree that MOST of the same info is there in AWABS, but at DAL-N we are used to finding most things on the release or FLight Plan.

Also noticed the coordinates for FIR boundaries were not listed on Westbound HNL-Asia. On the P-1 Chart that is a required manual CPDLC report. In reality, if you miss the report, Tokyo rarely notices, but its still required according to Jepp.

DAL-N flight plan at each waypoint there were spaces to record pertinent info for each waypoint crossing, you could either fill in or leave blank what you felt was necessary and you could read a HF position report from left to right verbatim. Haven't found that true of AWABS, no room to write Next Mandatory Reporting Point ETA, Following point, spot winds, OAT and turb code. Old flight plan also had TROP info on waypoint line, didnt have to dig it out of the Wind Data page printout. We did have a Wind Data Summary similar to AWABS, just seems like we had more info available on just the Flight Plan and Release without having to dig int other parts of the paper stack.


Well, Im still waiting for my first successful Flight Plan uplink. On my flights to date, AWABS has removed all the automated TO and LDG numbers, required manual entry of Flight Plan and enroute winds, and required Voice ATIS at some stations.

Also had one airport where an intersection takeoff is the norm, but WDR didn't have the data for that intersection.

Hoping for better luck on leg number 4.

I LOVE that video. I've showed it to all my friends and family. Always gets a good laugh!

True statement. Even if it is just to gripe. If you email or call him, if he is not flying, he will get back to you within 5 minutes. Even if he is eating dinner.

Sink;
I beleive that given where we are and the scope of these JV's we need to see something in return. I much prefer to do the flying ourselves but we have agreed not to. 50-50 in the case of the AF JV.

If you tell me we can sit there are tell the company to shove off on a China Eastern JV or the like and do it ourselves I am all for that, but realistically I do not see that happening in the near term.

This is not about getting blood money for scope sales, this is about being compensated for the revenue generated by agreeing to such ventures. The preferable avenue is organic growth and if you can really see is thwarting a JV and do it ourselves go for it. I am sure France and China are going to let us fly all over their respective countries with no regard to their "hometown" airlines.

4 weeks to go! (roughly) :D :p

I think really this is a symptom of a larger issue/perception.

If you had to pick ONE guy at DAL-N that was the most trusted guy doing ALPA work, it would more than likely be KW. The fact that he feels he is being ignored and resigns is akin to seeing a Space Shuttle launch amidst a sea of flare gun launches. This will turn out to be a huge loss for both DAL-S and DAL-N pilots.

IMO if you had to pick a Chief Pilot at DAL-N that pilots most respected it would likely have been GB. I think privately you would hear similar complaints about how his "input" is being ignored on larger issues.

Each and every DAL-N pilot is, rightly or wrongly, hearing how former DAL-N pilots in ALPA committee positions, training positions, MEC positions, management positions and even non-Flt Ops positions are having their input ignored.

I am not saying that ALL of the numerous reports/rumors are true, but KW has extremely high credibility with DAL-N pilots to the point that his complaints will be treated as having an extremely high degree of accuracy.

I hope GB is not continually frustrated to the point where he just takes an early retirement, but I am starting to wonder if some of the stories are, in fact, true. If GB retires over his frustrations, it will be a great loss to both DAL-N and DAL-S.

The fact that the problem/perception exists is a huge boon for DAL Management in any negotiations in which ALPA intends to unify the pilot group.

There is a countdown. You will be notified when the clock reaches zero! :eek:

Ummm...huhhh?:confused:

As I described use the AF agreement as a template and take a percentage of the revenue generated on the DAL side of the house. It does not effect the deal and becomes a "cost" like everything else. this IS NOT a way to perform less flying, but to be "risk partners" or "revenue dependent partners" in the JV. Think of it as motivation for you to perform your job to bring the revenue in to the DAL side of the house for your 20K plus per year check.

We have extended all the 747-400 leases and all are in the fleet plan for the next 5 Yrs.

Should make a profit this year.

Basically, 7ER's moving West. A330's moving East