NW philosophy wasn't that memory items were bad, it was that you were less likely to remember them correctly when under stress. Thus the top of the red bordered checklist said:

FLY THE AIRPLANE, DO NOT HURRY
CANCEL THE WARNING
IDENTIFY THE EMERGENCY
READ THE CHECKLIST

This was supposed to be the only memory item. The rest was to be done from the appropriate checklist to avoid memory mistakes... assuming you found the correct checklist. Many of the time critical procedures were placed on the fron and back of the red bordered checklist so you wouldnt have to fumble through your manuals. You could just pull out the red bordered and count on it to have the critical items at arms length without flipping through a book.

I still want to hear what the lawyers are saying about cramming an A320/330 into a Boeing style manual to reduce liability...

Yep... and that's the way it should be. Hopefully heads will finally be removed from orfices and it will go back to that.

FYI, you can do it now. Check the PWA Training section. You may have the instructor replaced, under some currcumstances. I wouldn't make a habit tho...

Found it...

Section 11, C. 10.

(Tried to Paste here; No Joy.)

Nosmo,


I am pretty sure that it does. I think during BK they took away sick and vacation credit counting toward toward greenslips and also lowered the pay to 1.5 vice 2.0. You can guess what happened - guys stopped putting in for greenslips. You can check your time card on I-crew - it will show the GS trigger and how much credit you have toward it.

Scoop

Hi!

Aircraft size vs. Memory Items:
J-41 (30 seat turboprop): 27 Checklists with memory items
Falcon 20: 17? I think
DC-9: 14
KC-135R: 5

The NWA emergency instructions were almost identical to the KC-135 instructions....
and...just looked at 747 emer for charter co.: Rapid Depressurization: Memory Items....0 (except to get out the QRH)....sounds just like NWA.

cliff
LFW

Yep, sick time is counted as credit and does apply towards the GS trigger. Your vacation time also counts towards the GS trigger which makes it possible to get paid 2X pay for a GS during a vacation month.

I've now been through both the fDAL and fNWA courses and they both do the job of getting you to the point you can operate the aircraft safely and deal with problems via the QRH. The fNWA system is a much more relaxed course and I know I came away with a better understanding of AC systems than I did in my 88 training. We were never asked any limitations during the course, but we were tested on them during the sim sessions which really shows if you know them better than reciting them to an APD over the table in the briefing room. The biggest complaint I have about the fDAL course is you have guys studying another aircraft the month before training which I see as a potential safety issue.

I'd prefer the fNWA system, but it costs more money so I'm sure we will go with the fDAL system.

I'll trade you the Novotel in Accra

Anyone know if you have to have every visa required in one base to pick up an out of base GS in that base, or only if you are trying to pick up a trip going to the destination requiring the visa?

Thanks...

Nu

This argument again... really?