Hey. I can't find it in the right place, so this is a guess.

If I go to the -90, there is no freeze if I want to go to the -88 in another base. (MSP to NYC)

But, if I go to the -88, there is a freeze if I wanted to go to the -90, right? (NYC to MSP)

Not sure what you are refering to. On the A-320, Vol 1 Page NP.10.12 (stanbdard call outs) still has "at approximately 500' AGL: PM 500, PF 'CHECKS'........maybe just your airplane?

I do believe you are correct. The question is......how long is the freeze? I looked and could not find anything in the contract with regards to 88 to 90 training. My guess is that it is similar to 767 domestic to ER. In other words a 9 month freeze but I would call the union or company to double check that one!!

Denny

Ferd,

Flew my first leg in the 757-300 a couple of days ago. Not bad, not bad atall! A couple of comments though....... 1) Doing a flaps 5 takeoff you are haulin' a** by the time you rotate!! 2) After TO and after Landing, the printer spits paper at you!!:) 3) The radio operation is a little different.

Denny

Deleted.........

Heyas,

Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?

Nu

Nope. No idea.

New,

The MD88 is the same category as the MD90 and they are all just called the M88 for bidding purposes. If you go from the DC9 to the M88 (which includes the MD90) you will incur a 2 year freeze.

From the email we got today:
DC9 vs. M88
The DC-9 and MD-88/90 are flown under the same type rating, but the differences are such that initial training is required for DC-9 pilots awarded an MD-88 category or vice versa. Therefore, DC-9 pilots awarded an M88 category and MD-88 pilots awarded a DC-9 category both incur a two-year category freeze.

17 in favor

4 opposed

Question for AWABS Veterans?
 

Yesterday we were planned with 1800 lbs of Taxi fuel, which is over a thousand more than normal on the 320. Of course we only burned about 400 getting out to the runway. I understand that you can use up to 1000 lbs of unused pad to make up the difference, but we were still 400 lbs over that (Still with me? :D)

Essentially 1400 lbs over the TOGW that was listed on the WDR update. What are our options? We screwed around long enough looking for the answer/talking to dispatch (who didn't seem to understand the problem) that we burned the 400 lbs of fuel, and just went with the original numbers. This obviously is not ideal, and a huge waste of time and fuel.

What is the best way to handle this situation? When queried, dispatch sent us a complete FDRA via ACARS, which comes out to 41 separate messages. Do Captains just amend over the phone, get a new burn, and request new WDR data? Any insight would be great, as this was a very simple issue, with really no obvious solution to us.