Originally Posted by forgot to bid (Post 881819)

...We can solve the D0 time pretty easy you know. Probably won't cost much and it will give you extremely good D0 times.

Step 1: Admit pilots are turning on the beacon early anyways, so, from now on, beacon on when all doors closed.

Step 2: Memo to all ground personnel, no longer is the beacon a sign an aircraft is pushing but rather that push is pending and that the airplane is not "out". The only sign an aircraft is pushing will be the ground marshaller.

Step 3: If you have not received a message to remain at the gate until WDR is recieved, then you should push without the WDR and you will receive it within 5 minutes of the OUT time and plan taxi and ATC communications accordingly if expecting a quick taxi to takeoff. Airport specific procedures may be necessary to prevent creating congestion if WDR issue arises after push back- until SWA arrives in ATL at which point expect a memo on the 10 best ways to create ramp and taxiway congestion.

Originally Posted by forgot to bid (Post 881819)

Maybe someone played a joke? That's bizarre.

Originally Posted by scambo1 (Post 881815)

Hey ftb pretty cool charts. Too bad it doesnt quantify everything meaningfully/with actual numbers. These charts kind of go hand in hand with the contract comparison thread, I think.

I was surprised to see how much cheaper the Air Tran 73-700 was to operate compared to the Dal 73-700. That's about as deep into it as I got.

Originally Posted by NWA320pilot (Post 881830)

No joke..... She spoke directly with him. Then ALPA was called and they spoke with the CP as well. Whole thing just seemed weird.

Originally Posted by forgot to bid (Post 881819)

Maybe someone played a joke? That's bizarre.



We can solve the D0 time pretty easy you know. Probably won't cost much and it will give you extremely good D0 times.

Step 1: Admit pilots are turning on the beacon early anyways, so, from now on, beacon on when all doors closed.

Step 2: Memo to all ground personnel, no longer is the beacon a sign an aircraft is pushing but rather that push is pending and that the airplane is not "out". The only sign an aircraft is pushing will be the ground marshaller.

Step 3: If you have not received a message to remain at the gate until WDR is recieved, then you should push without the WDR and you will receive it within 5 minutes of the OUT time and plan taxi and ATC communications accordingly if expecting a quick taxi to takeoff. Airport specific procedures may be necessary to prevent creating congestion if WDR issue arises after push back- until SWA arrives in ATL at which point expect a memo on the 10 best ways to create ramp and taxiway congestion.

Originally Posted by NWA320pilot (Post 881830)

No joke..... She spoke directly with him. Then ALPA was called and they spoke with the CP as well. Whole thing just seemed weird.

Originally Posted by forgot to bid (Post 881831)

The hard part about those charts is figuring out what they're saying.

On the narrow bodies, where do you want to be? Bottom left, top right? I think you want to be in the negatives for a competitive advantage so it looks like A321s do great, our 753 is doing good, our A319/MD80/MD90 are not.

But more importantly, our 738s costs are higher than AMR and CALs.

Or I'm reading that chart wrong.

Originally Posted by acl65pilot (Post 881839)

Might have been some training issues but other than that, I cannot imagine nor have I heard of this happening before. Might be a misunderstanding. If DAL now does not need all of the 744 bodies due to a change in forecasting they would have to cancel the bid, or have a AE in Nov or so to cancel these out.

Overall it is just weird.

Originally Posted by georgetg (Post 881825)

FTB for Flt Ops Mgr!

Cheers
George