Its not so much as an overload, as it is impossible, albeit improving, to put stuff together whether it is in the contract or flight ops.

My favorite is do you know where the alternate weather minimum chart is? The chart that will tell you whether to add 400 & 1 or 200 & 1/2? The FOM will specifically tell you to go to the AM, if you go to the AM you'll be hard pressed to find it under Ops Specs or Tables & Codes, rather its in the Jeppesen introduction section on pagbe 129-130... but its not indexed.

How about this, what is a QRH for? To me, it is for nothing but emergency and abnormal checklists. But yet it is where you go to see how you should perform a runway/intersection change checklist, CB policy and deferred maintenance items, why? And why do I have to fish within a section for checklist deemed vital enough to memorize?

Seriously, there needs to be a revamp and its probably well underway given the improving quality of materials coming out of flight ops and the training department, so I won't give any advice other than to say: An FOM should be all of the Delta Air Lines related material including section 3 of the AM, Vol 1 should be about flight procedures and take a chunk out of the QRH and put in Vol 1 including abnormal/emergency profiles, and the QRH needs the revamp that the SLI's say it needs.

My guess, honestly, this will be corrected at some point.

WHAT A BUNCH OF BULL. So much for any benefit for providing service for many years.....

Thanks for posting!

Sink,

Come on ova and fly the -9! Wait. Unless you are senior to me. :D

Ok. I will picture a calm, zen-like, sink chanting RTFC. ;)

I'll post from the two sections I found from CA 09-12, and namely the TWG. Those TWG's are not only critical reading for FMNWADALNNORTHIESPMNW pilots, but for the FMDALDALSHICKSREBELSGOODOLEBOYS pilots as well. If you came in 2007 or after and still scratching your head about the contract, the TWGs are great. The JCBA establ;ished the TWA to "facilitate the education and integration of former NWA pilots into Delta scheduling and PBS systems and rules."

single source: CA 09-12

source: Know Your Contract, Section 23

The Company may remove a pilot from a rotation or portion thereof and he may be eligible for a guarantee under other provisions of the PWA (e.g., Section 4 E., F., H. etc.). A reserve pilot who is removed from a rotation(s) will not be eligible for a rotation guarantee under Section 4 F., and will remain on-call as scheduled.

Depending upon the circumstances of the removal, the pilot may be subject to reroute or assigned recovery flying. (See also: Sections 23 K. and L. and TWG Notepad 09-13)


source: Transition Working Group Notepad 09-13

Regular First Officers Removed for OE
If a regular First Officer is removed from his entire rotation for another pilot’s OE, he will be subject to recovery flying under Section 23 G.5.a.

1. The Company must attempt to notify him of his recovery flying at least 12 hours prior to his original report. If he has not been assigned recovery flying by that time, he has no further recovery obligation.

2. He can be assigned a single rotation that reports on any day of the original rotation but
NET his original report, and releases NLT four hours after his original release or the
same calendar day, whichever is later.

a. If the assignment to recovery flying is being made within 24 hours of his original report and the recovery flying reports on the same day as the originally scheduled rotation, he will only be assigned recovery flying under Section 23 N.3. (after white slips).
b. If the assignment to recovery flying is being made more than 24 hours prior to his original report, or the recovery flying reports after A day of the original rotation, he will be assigned recovery flying prior to any assignment made under Section 23 N.1.

3. If he is removed from all or part of his recovery rotation, he cannot be assigned additional recovery flying.

4. If he has not acknowledged his recovery flying three hours prior to his original report, the recovery flying may be removed, and he will be subject to recovery flying under Section 23 K.1.
(Refer to “Regular Pilots Removed for IROPS” above). In this case the pilot is required to be promptly available at his base at the originally scheduled report time. He may be assigned recovery flying scheduled to release NLT four hours after his original release or the same calendar day, whichever is later (domestic). An international category pilot may be assigned recovery flying scheduled to release NLT 30 hours after his original release, provided the last duty period of the recovery flying contains an ocean crossing.

Example 1:
A First Officer is scheduled for a rotation reporting on Wednesday at 1600 and releasing on Friday at 1700. The Company removes him from the rotation for another pilot’s OE, and he acknowledges his assigned recovery flying no later than 1300 on Wednesday.
Results: 1. The Company may assign him a single recovery rotation no later than 0400 on Wednesday.
2. Recovery flying may report no earlier than 1600 on Wednesday and must be scheduled to release no later than 2359 on Friday.
3. After 1600 on Tuesday, the Company may assign him recovery flying reporting on Wednesday only under Section 23 N.3. (after white slips).
4. The Company may assign him to recovery flying reporting on Thursday or Friday prior to any assignment made under Section 23 N.1.
5. If no recovery flying is assigned by 0400 on Wednesday, he has no further recovery obligation.

Example 2:

A First Officer is scheduled for a rotation reporting on Wednesday at 2100 and releasing on Friday at 2100. The Company removes him from the rotation for another pilot’s OE, and attempts to notify him of his assignment to recovery flying prior to 0900 on Wednesday. The pilot does not acknowledge the assigned recovery flying prior to 1800 on Wednesday.

Results:
1. The pilot is subject to recovery flying under Section 23 K.
2. If he has acknowledged his removal from his original rotation, he must be promptly available for contact by Crew Scheduling from 2100 on Wednesday until the earlier of:
a. 0300 on Thursday,

b. His assignment to recovery flying, or
c. His release by Crew Scheduling from recovery obligations.
3. If he has not acknowledged his removal from his original rotation, he must report at his originally scheduled report and be immediately available for contact by Crew Scheduling until the earlier of:
a. 0300 on Thursday,
b. his assignment to recovery flying, or
c. his release by Crew Scheduling from recovery obligations.
4. His recovery flying may be scheduled to release no later than 0100 on Saturday (0300 on Sunday if the last duty period of the recovery flying is a transoceanic duty period).

As to pay, from Section 4 Get to Know Your Contract:

Company-Removal Guarantee (4 E.)

[LEFT]After the line adjustment process, the Company may remove a regular pilot from his
rotation, or portion thereof, for its convenience. The pilot is pay protected in this case. There
are several situations listed that the phrase “convenience of the Company” does not include.
These are listed in Section 4 E. 1. a. through p.

Rotation Guarantee (4 F.)

There are a number of reasons that a pilot’s flown rotation might differ from the original
rotation on his line.

receive the greater value of the rotation flown or the rotation as published on his line of time.

Where is this man?

http://pbpl.physics.ucla.edu/About_U...er/caddy01.jpg

---
And, does anyone know about buddy passes to JNB (AFTER THE WORLD CUP) and wondering how it was getting in and out. May let some missioanry friends have passes, just don't want them to get stuck.

Agreed. Why does a carrier serving the Mobile/ Panama City/Pensacola/Ft.Walton areas for eons get crapped on, while SWA gets the royal treatment? The same thing is going on in CHS...the whole town is giddy over SWA service (again, a no-lose deal for them), while the carrier that's been there since about the time the runways were paved gets jack squat. :confused:

The truth is, as much as I want to complain about people getting duped by the SWA, is that eventually the legacy carriers will have to fight back, in the PR world and of course in our product, on the grounds that we are, better.

On another SWA note, look!, wow! SWA invented ordering pizza for passengers stuck on a plane!!! Who else but SWA could've thought that up?!

Southwest orders pizza for passengers on diverted flight

Fort Worth Star Telegram - ‎May 24, 2010‎
By SHLACHTER & CO. On Tuesday, a Southwest Airlines flight was one of several diverted to the Pueblo, Colo., airport as storms battered Denver Airport...

HEY FORT WORTH STAR, we've had Captains doing that on full 767s, much larger than 737-700s, using their own credit cards. So kiss off. :rolleyes:

What a bunch of morons. This has been going on for years at Coex too. :rolleyes: