Hey Nu, what does "heyas" mean?

[quote=alfaromeo;795489]Don't forget Guam tipping over and capsizing :p

^^What he said.^^

Especially in Atlanta. I've seen the chocks a good foot away from the wheels more than a few times lately. The rampers are taking a bit more risk rather than dealing with stuck chocks and the "brakes set, brakes released" dance.

There are plenty of 744's that Boeing will need to off load. It is always about price. If the price is good enough maybe, but Boeing is wanting a lot more than they are worth.

[quote=Doug Masters;795517]Classic! And we vote for these "people." Or, maybe not.

IMHO, it is just good business and a better check and balance. It was the way I did it for 10 years before coming to DAL. Makes sense to me. CA touches the pumps and the beacon, the FO hits the HF radios, FD'd, Fuel Switches and checks the levels. This way the CA and FO are verifying that all is right with the ship prior to blasting off.

To me it is a no biggie.

Forgive my ignorance, as it is late, but how does saying brakes set for chock removal somehow change how often the chocks will be stuck? If they were stuck in the past, did the rampers just move the airplane without telling you and take the chocks out? I guess I don't understand?

Buzz,

I think I was the first guy to register a criticism of the Delta paperwork on this forum about a month ago. The responsible thing to do, after witnessing all the angst my opening that can of worms has caused, is to offer these final thoughts:

I, too, am a C-141 veteran. I've had the (dis)pleasure of hearing thousands of hours of HF static echo through my head. Whenever a civilian counterpart said to me "You guys really need SELCAL", my answer was not:

My answer was "Please! Please! Please! Give us SELCAL!"

Sometimes criticism is not warranted. And sometimes criticism is, well, sometimes it's valid.

I have finally figured out AWABS (I think). And my solution to the lack of something to write on was very simple: I tear the WDR Preface in half as soon as the agent hands it to me. I flip one piece over and stick it on my yoke and give the FO the other half to write on. It is a workable solution. Unfortunately, I don't think "workable solution" is the same thing as "good solution".

There is a better way to skin this cat and I am confident Delta recognizes that. I feel certain that an improverment will come along as soon as the budget permits. And just because I figured out the system does not mean my opinion of it has changed.

I hope this post is received in the spirit I intend it to be. I don't think I can add anything worthwhile to this subject anymore, so this will be my last comment on it. Let's shift our focus to making this the best airline it can be.

JH

They just asked for the brakes to be released for push and they would move the jet a little bit to get the chocks out. It literally save a few calls back and forth.

They never knew if the brakes were set or not, but always asked for them to be released.

The call was "brakes released for chock removal" after they were hooked up.