No, a little hyperbole on my part. NY guys equate Cape Town with SA because Cape Town is the most beautiful spot on earth, besides Bryant-Denny Stadium, of course.

Because that's what "they" were comfortable with. And "we" were perfectly comfortable with one. And at some point, we'll all fly together enough, find a practice that pleases most people, and the second copy will or will not make it's way to the trash.

None of this really is about what's eminently smart: it's mostly about what each of us knows, and what each of us likes. Everyone flew their plane fine before the merger.

This is an easy fix. If you wish another copy of the release, walk out to the gate house and print another copy off. Problem solved. :rolleyes:

The Atlanta Airport and Delta have a very symbiotic, rewarding and productive relationship. Atlanta has some of the lowest fees per passenger for enplanement and the lowest landing fee (was 46 cents per 1,000 pounds) which gives us an advantage using Atlanta as a hub.

The details of the new deal have not been published (that I've found) but it appears the City negotiated a competitive deal with Delta which lowers some rates, which must have been due to competition from f-NWA bases as well as the general state of the economy. Other vendors also saw reductions, as their business dropped off.

Despite appearances, the City of Atlanta's airport is one of the best run in the Country. Other cities have roots much deeper into the airport to fund pet projects than Atlanta does.

Anyone know who got the gates that ASA leased? Are those SkyWest's, or did Delta get them back? IMHO one of the big risks in the ASA sale was that they leased more space than AirTran and could have been spun off to Southwest, or some other carrier for about what ASA sold for. Delta said they were going to get them back, but it was far from a done deal.

You know Satch, there are times thats true.

http://www.druidcityonline.com/HomeG...0-04%20058.jpg

Daily long-haul flights (10+ hrs flight time) are sometimes very difficult to make money on. In order to make a daily flight, such destinations require 2 airplanes whereas a -10 hr flight can be down with just one airplane. So atleast in theory, a CPT flight should cost almost twice as much to the passenger compared to a shorter trans-atlantic flight. But that is not the case. Often yields are too low even though the loads are heavy on many of these routes. I suspect that was the case with CPT. Too bad...I hope it comes back.

Ad Lib.

I assume that is part of the agreement that is blacked out. Ego, not for disclosure. Also, every time I talked to someone that knows about this and ask a similar question, they always state the gates are DAL's.

Take it for what it is worth.

Maybe they are removing it from the fDL fleets. fNW aircraft do not have the automated 500 call.

Its just the "checks" call @500 feet, not the 500' call.

BG,

The was I approach flying is that it is my job to get the airplane from point A to point B. The way I do this is by not only making sure my crew has everything they need, but by making sure they have everything they want as well. I make sure everyone had enough time in between fights to get some food. I find out if the FO had an early commute in and if so, arrange the legs so I fly the last leg of the day into our layover. I also offer to get coffee.

In this case, I always ask for two copies of the paperwork. Mainly, because I am flying with FO's who were introduced to the DC-9 by having their own copy of the release. Some of their habit patterns, rituals, funny feelings, flow patterns, triggers, etc., were based on the release being there. If they act excited the first time I hand them their own copy of the release and I see them using it, I continue to get it for them. I imagine that if they didn't use it or if they weren't excited, I would stop getting it, but so far, that hasn't happened.

Keep in mind that some of you complain about having to make a 500' call, or having to have the brakes set prior to push back, or having the entire crew participate in the shutdown checklist. Well, compared to that, you can multiply the amount of changes we have had by 10 or 20. You have a lot of "just as always" and we have very few. Some are big and some are small. If I can manage and mitigate some of the small ones for my peeps (people), maybe it allows them to focus on the big ones a little better. I'm not complaining, but because of this, I try to keep things as familiar as possible. I'll continue to do this until either 1.) we get settled in, or 2.) I get bumped off the DC-9.

From the way things are looking, one of those things should be happening fairly soon. :D

New K Now