Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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Quote:

Originally Posted by satchip (Post 831453)

Buzz and any other old air lifters out there remember the ACT program? It was the precursor to CRM. We watched this video done by a USAFA Behavioral Sciences professor who did a study with major air line crews. He put them in the sim and had them fly an ILS. About halfway down the Captain would feign death and about 50% of the time the F/O would let the airplane crash. This was mid 80s time frame, about the time of the KAL 747 crash I think.

500' checks are not so intrusive and not a bad idea.

Yep. Can still see the video in the hollowed out recesses of my brain. :D

I agree about the 500' check. I'm always quietly ensuring the gear and flaps at about that time as well.

Quote:

Originally Posted by dragon (Post 831381)

All this talk about catering etc is nice but this thread was started by Guard Dude with hiring in mind. To that end, according to ACL on another thread 5 of 8 made it past day one yesterday on the first day of interviews!

http://www.airlinepilotforums.com/ma...tml#post831159

Ha I buried that, but you found it. Yep three mil, one CRJ guy one one other DAL guy. (Like fifth had of course so it could be wrong)

Quote:

Originally Posted by 80ktsClamp (Post 831321)

I will never slow an airplane more than 1 or 2 minutes below target time.

The fact is that ATILLA is mathematically invalid. It does not include any of the required variables for a good forumula.

The worst is that it assumes compliance in the output data which have no input into compliance effort or outside variables into what actually goes into aircraft hitting the targets. The fact is that ATILLA is a complete and total waste of money and some idiot in a desk with no mathmatical apptitude thinks it works. It doesn't. It is stupidity and makes us all look stupid when we try to comply with it.

Come up with a program that truly sees the big picture and can work with ATC and manuever the operation and I will believe. ATILLA is a money pit and nothing more.

80ktsclamp:

I don't drink the blue koolaid as I am very critical in our companys' faults. However, I think you are wrong here. Just my two cents, but you are part of what's wrong with ATTILA.

Quote:

Originally Posted by iceman49 (Post 831407)

Does anyone know why the 500'call was there? I'm all for best practices, but who makes that determination, what is the criteria and if it is a "best practice," it should be in the book.

They published something about this a while back. It was a compromise between a NWA procedure and DAL's 500 feet call. Please remember, we haven't really started the best practice stuff yet. We have only completed what was necessary to complete the merger and to get the feds off our backs.

Now that we have merged, DAL is working to utilize the best practices. Some of those require upgrades to IT which is proving to be difficult with DAL's "Doing Everything Like The Amish" systems.

Quote:

Originally Posted by iaflyer (Post 831394)

It's not the weights he was waiting for - it was the WDR Preface which we need to close the door, and she didn't take the signed release, which is a legal requirement as far as I know.

In the end, it doesn't work to short-cut the requirements to get the plane out on time.

They want you to open the window and throw it out all the while violating FOM policy and turn the beacon on.......It is nutso.

The have realigned the boarding process but for some reason they are not following it.

Also, I have seen them take the times that were a few minutes late and when I check them a few hrs later, they are changed to a D-0.

Quote:

Originally Posted by iceman49 (Post 831403)

Like New said, the fNWA were required to have 10 days of log pages on board, but you did not have to read all of them, you could check them for the history. If the MEL (MCO) has been cleared there is no reason to check them.

In the DAL log books that is why you generally have one book that is full and one that you are writing in. It give you more than enough history. As you get towards the end of the other book they replace the old one, and you still have a required history.

Quote:

Originally Posted by Jay5150 (Post 831418)

Exactly New. Heard the same. Just like when we started those goofy new oceanic crossing procedures (that have since been nixed) a while back. North was told it was a south thing and vice versa. Turns out it was neither. It was a 4th floor type who doesn't even fly the line.

Seems like some managers may be trying to make a name for themselves by re-inventing the wheel, and the merger is a convenient way to get it in there.

Then the big wigs went and did a crossing and stated that this crud has to go......

Quote:

Originally Posted by acl65pilot (Post 831518)

That's pretty much how the old NWA book worked.

Buzz, 500', Gear and Flaps set for landing. That is my mental callout as I touch the flap handle.

Quote:

Originally Posted by BigGuns (Post 831483)

We need only the WDR/preface, the FOM no longer requires a pax count like it did in the past... (FOM 5.6.1)

Note: It is permissible to relinquish the FDRA and close the cabin door prior to receiving the WDR uplink; however, crews must be in possession of the
WDR and Preface prior to pushback. When the departure gate is staffed by more than one gate agent, the final onboard passenger count may not be
known by the agent collecting the FDRA.

Good to know. Thanks. :)