Any "Latest & Greatest" about Delta?
05-11-2010, 10:03 AM
Gets Weekends Off
Joined APC: Feb 2006
Position: A320 CA
Posts: 973
Originally Posted by 80ktsClamp
In the truly latest and greatest about Delta,
Has anyone noticed that the 500 foot "checks" call has dissappeared? Sound the horns and slaughter the fat cow! Things really do change for the better!
...
Has anyone noticed that the 500 foot "checks" call has dissappeared? Sound the horns and slaughter the fat cow! Things really do change for the better!
...
05-11-2010, 10:08 AM
Gets Weekends Off
Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
Originally Posted by newKnow
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)
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)
Denny
05-11-2010, 10:14 AM
Gets Weekends Off
Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
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
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
05-11-2010, 10:29 AM
Gets Weekends Off
Joined APC: Feb 2009
Posts: 217
Originally Posted by Denny Crane
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
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
Last edited by Desperado; 05-11-2010 at 12:19 PM. Reason: fixed quote...
05-11-2010, 10:44 AM
Gets Weekends Off
Joined APC: Mar 2008
Posts: 3,844
Heyas,
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
05-11-2010, 10:50 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Originally Posted by NuGuy
Heyas,
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
05-11-2010, 11:01 AM
Gets Weekends Off
Joined APC: Feb 2009
Position: 320B
Posts: 781
Originally Posted by newKnow
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)
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)
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.
05-11-2010, 11:06 AM
Gets Weekends Off
Joined APC: May 2007
Posts: 593
Originally Posted by NuGuy
Heyas,
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
Looks like the LOA22 vote wasn't unanimous. Anyone know how the vote split?
Nu
4 opposed
05-11-2010, 11:12 AM
Gets Weekends Off
Joined APC: Apr 2008
Position: DAL FO
Posts: 2,165
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? 
)
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.
)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.
05-11-2010, 11:15 AM
Line Holder
Joined APC: Nov 2008
Position: 767 FO
Posts: 77
Originally Posted by LeineLodge
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? )
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.
)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.
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