Would like to get a copy of that memo. Figured the best thing to do was get off and not cause a scene. Going to work would be a different story.:mad:

Keen, if you go to deltanet and put in the search window what dtfl wrote "payload optimized flight with Delta jump seat requests" it will pull this up below. We should all print this and carry it, especially if you rely on the JS:

Payload Optimized flight with Delta jump seat requests
--------------------------------------------------------------------------------
April 25, 2008





Until further notice it will be necessary to accommodate all Delta cockpit and cabin jump seat requests onboard a Payload Optimized flight and these riders are not to be removed.

The gate agent’s responsibility will be to contact the Operations Agent when a jump seater will be cleared so that count can be part of the ramps payload planning effort.



----
On that note, when updates do come to AWABS there should be a) a head count or as 80 calls it a skull count added to include lap children and to not confuse wide passengers as two people and so on, and 2) it should at least on the WDR Preface say "JS listed for flight." A heads up to go find the guy if you haven't seen him.

Now, with that said... I need to go research and see if the Preface doesn't already say that. :D

Keenster,

Were you listed for the jumpseat on that flight or did you walk up and ask to be listed for the jumpseat? If you are listed via I-crew then you cannot be bumped due to payload optimized. If you are running up to a gate to catch an earlier flight home and have not listed for that flight in I-crew, then you can be bumped if the flight is payload optimized.

The question I have always wanted to know the answer to is if you are running to catch a flight can you use your I-phone to list for the jumpseat, then walk up a minute later and catch that flight or do you have to be listed when they generate the payload optimized load plan?

Perception vs Reality
 

In the last 20 pages or so we seem to be hashing out the path taken to get the airline to SOC. Many people have good points. The fact that there is a discussion about these matters, procedures, IT, etc. demonstrates that most everyone cares about this airlne in that it becomes the best carrier out there. Imagine if we could get every single employee and manager pulling on one side of the rope what we would be able to do as a corporation and airline. It saddens me that many choose to focus on the negatives and sometimes code them as a north or south issue and I myself have been guilty of this at times. I think that many times when we try to relay there might be a better way to so someting it is percieved as slamming the other side. Maybe the following will shed some thought and ideas on where we are coming from.

fNWA pre merger perception: DAL is a far superior airline than NWA, bigger, better contract, better everything.
fNWA after merger reality: NWA was a pretty good airline, as good or maybe better than DAL. Our contract was pretty good compared to DAL. IT is really bad over here. I am making less money now than before for the same hours worked due to contract differences(not the case this year). QOL has gone down.

Perception: Best practices of both airlines will be combined together to have great procedures and operations.
Reality: So far it has been like beating our heads on a wall. No open door policy. Our best people in key positions quiting or resigning because they can get no where i.e. chief pilots and fleet captains etc. Training so far has been a joke "by bulliten". FA service in the cabin in total dissary because of some new flandango service that someone cooked up somewhere.

Some call it whinning, but these are general feelings about how things have gone down. We really do want things to get better. I could give a rats where change comes from but things need to improve. How do we get everyone pulling on one side of the rope and I am not talking about drinking coolaide here. It is not a pretty picture out there. I'm getting that uncomfortable feeling that this company is to big to operate efficiently with the current system of management where it is today. It bothers me that most of the DALs guys on here defend the status quo to the hilt. No matter how well we fly the planes, we are only as good as management will let us be in providing the environment to have employees do their jobs to treat our passengers professionally and get them from a to b on time with safety being the number one priority. I can't even get out of the gate on time in most cases right now. We seem to be failing on the basics way to much right now. Why am I going on about this??? I want things to get better. I see many more Pi**ed passengers than happy ones. The ship needs to turn around and not 6 months from now, it need to be done soon!!!!!!!!!:eek:

I listed for the jumpseat approximately 1 hour before departure. This may have created the problem, I don't know. That is the reason I am trying to put 2 and 2 together so I don't do something that will create a problem for me in the future.:confused:

Thanks a million for the info as I seem to hunt for hours for stuff. Someday it will become much easier.

Just wondering since you fly the 88, how could the airplane be load limited on a 40 minute flight. Obviously I am not understanding something about AWABS. Thought I had it down but I must be missing something.:confused:

Overall, the merger has gone better than any, bar none.

As for the cabin service, can someone explain why it is a problem? It has not been an issue at all on any of the flights I've been on, front or back. Just curious why most have no problem and a few apparently find it very difficult ....?

Iphone 4
 

This ones for you Sailingfun

This video just seems to keep on giving.

He's Upset About the iPhone 4 Antenna on Vimeo

Max Landing Weight was probably the limiting factor.
Especially if there was any weather around PNS and they need to carry fuel for a distant alternate.