It's down to 73B ATL and 88B ATL.....whose going to be the last to get the bids posted?

 

Four flights connecting thru ATL in the last two months. Delayed baggage on three of those - that's 75%. Dodging the blood trail leading from outside of the Chili's all the way down to the concourse train was new, but probably not a DAL problem.

The cluster of RJ's at the end of the terminal sucks from a PAX point of view. Having to go outside and wind your way thru the maze in July/August is not a happy experience. Each plane needs it's own jetway.

See, PAX can whine like a jet engine too

 

They already are putting jet bridges on all of the gates. They completed the C concourse and have started on D concourse.

 

We initially used NGA charts last year in Iraq, but there was an issue with that - since our airplanes wanted to fly approaches out of a Jepp-built database (no other option for that), and it didn't always match our paper. We ended up going all-Jepp.

 

CPZ 175s have EFBs, and were initially set up for NOS charts. The charts and EFBs were so bad that they didn't make it out of the trial run, and have been turned off for the last year or so. I would rather do the Jepp revisions than deal with those glitch-y, crash-prone pieces of junk.

 

Well, I see it down to CVG73nb, ATLm88b, and..................SEA7era and b..........

Denny

 

Long answer, it depends. In the big jets, on international flights we carry NGA charts for the entire world. However, some fields and locations have local or host nation developed procedures that you can download off military websites or have faxed to you. Sometimes they carry special aircrew qualifications. If we are flying to an airfield that doesn't have any NGA coverage, we use Jepps. We go to the Jepp website and print.

One habit I got into when flying to civilian or joint use international fields was that I always printed the Jepp charts for an airfield -- all of them. The parking spots, hold points, and other good-to-know information is not put into the NGA products. Knowledge is power.

If you knew in advance that you were going to use Jepp products, the specific procedures themselves had to be approved prior flying them -- even a stupid ILS approach. And the approval authority always approved procedures that you would never fly or would only approve VOR approaches and no ILSs usually due to terrain considerations.

 

I agree 100%.

I think the only electronic versions available are Jepp, NOS, and LIDO. I used NOS before the airline life, LIDO at JetBlue, and Jepp at a couple of airlines. You don't want anything but Jepp products. The LIDO charts were a nightmare, some had crossing restrictions that were not listed resulting in crew violations, some approaches took two charts to reference, they were just a total mess. NOS charts were a little better, but nothing close to Jepp. I'd rather carry my own Jepps and do updates than have NOS or LIDO charts even if they are electronic.

 

I was just wondering. Sometimes on a heavyweight ER, I'll taxi out on two regardless of the queue time. Once I get out there, I'll shut one down to conserve fuel. But yesterday's conga walk I followed a 320 for an hour with him burning two. Just kept thinking about my rewards "bonus" and tuition due next week. I figured he was a public school type.

 

Denny, are you already converted?

Cheers
George