Originally Posted by Razorback flyer

I for one am in favor of the flow throughs. I watched this recession unfold from less than 50 seats from the bottom of the list, and I think the flow is probably one of the things that kept me employed.

I probably would not have flowed, had a furlough come to pass. My wife would have made more going back to work than I would as a compass FO. But I do believe the THREAT of the cost of me flowing back was a factor in me keeping my job.

I think the upflow should be honored for those who are currently on (Compass) property. Its the right thing to do.

I also think if the flow is terminated, we need to stick to our guns on the 85 jet cap. You agreed to it, you honor it. Personally, I think management will view loosing those seats as higher cost than keeping the flowdown.

Originally Posted by tsquare

The only thing of note was the SLC 767--->7er changeover. THat might result in a bit of movement believe it or not...

Originally Posted by Cycle Pilot

Hmmm... that's weird. I've flown on about 20 Airbuses over the past couple months during my commutes and most of them were in the jumpseat. Only 1 crew has single engine taxied. None were doing OE (on the flights I jumpseated) and all were two engine taxiing out to the runway on long taxi times.

If that fDAL F.O. wasn't timing his second engine starts correctly, then I guess he got a sub-par F.O. It doesn't take a PhD to time your engine starts and warm ups.

MMOFB? You're kidding right? It is my business. It's my company, too. The problem is they're NOT doing their job right. Read the FOM... One of the first pages notes "economy" as one of the operational priorities. I'm just trying to figure out why the fNWA crews I've flown with are not attempting to save some gas. It's just throwing money away.

Also, I agree that we need to fix the lack of/lazy ground crews. We sat at JFK yesterday waiting for a jetway driver for 20 minutes with the APU running. Very annoying...

Originally Posted by Reroute

I don't want any other carrier doing our flying, but let's be consistent here and not let management off the hook. We're all just pilots flying passengers and management obviouslly thinks these pilots are "Delta material", or they wouldn't have allowed them to fly our valued customers to begin with.

If management has any doubts about the quality of the pilots at DCI, the simple solution is to have Delta pilots fly those customers to begin with.

The day Delta management put the lowliest DCI pilot right out of the Delta Connection Academy at the controls of an aircraft flying a passenger who bought a ticket on Delta Air Lines, is the day Delta determined that these pilots were good enough for Delta.

Originally Posted by Denny Crane

After reading SD's codeaphone message, this thing with the TSA is NOT new. This is the way we have been supposed to be doing it. A couple of years ago I had a trip were the last day started from a station where we bypassed security went to ATL and then a DH back to base. When I got to the aircraft for the first leg I made the hike out to security got screened so I didn't have to do it in ATL for my DV8 DH (I was nonreving because of a short connection time) commute back home. In passing I talked to the TSA as I exited and then turned right back around to be screened. He asked what I was doing and I told him. He thought it was ridiculous too. I figured if I had any problem in ATL, I was on the security tape going thru in my origination station.

I, too, think this is ridiculous but this the way it's been for at least a couple of years.

Denny

Originally Posted by forgot to bid

Reading Reddogs informative post brings up a question for fnwa pilots, what do you guys think of going back to where you get your numbers on the fly?

I have 2 reservations about it, I had an airplane overloaded once with bags from a cxld flight in DTW, it took forever to get the numbers and find out we needed to off load bags. That wouldve been an embarrassing PA to make after push back "sorry folks, we just figured out we're overweight..." the other was a LCC 320 that taxied out and was #1 on 27R in ATL and tower cleared them for TO and they had to tell tower unable, no numbers. Tower then cleared them down to 27R and to the back of the line.

Just wondering, how was it for you guys? And I hope when we do this they have a system where they gate hold flights that probably will have issues.

Originally Posted by forgot to bid

Reading Reddogs informative post brings up a question for fnwa pilots, what do you guys think of going back to where you get your numbers on the fly?



.....Just wondering, how was it for you guys? And I hope when we do this they have a system where they gate hold flights that probably will have issues.