No...can't be. Einstein says it's not possible.

Carl

 

Yep, still missing the boat. It is in no way the same stuff we used before the merger... My manuals were all sorts of different colors after the integration process was complete due to all the changes to them.

You are correct that it is mostly former DAL stuff with NWA stuff mixed in as well as some new stuff. The integration with the former NWA planes, pilots, gate agents (along with them learning the system) has been relatively smooth but still a wreck in the final product.

The old AWABS worked fantastic... still did right up until the change to push without WDR with the former DAL crews combined with former DAL gate agents. With the mixing of groups it became more and more a mess due to lack of training, lack of reception to change, and assumptions that non fDAL would make the same assumptions that we used to naturaly do due to long accepted techniques.

Having used MGL extensively prior to using the "pure" DAL AWABS, I vastly preferred AWABS.

 

I think that the old NWA way of blocking out where the main cabin door/parking brake generated the out time would solve the new AWAB issue. Plus DAL on time performance could easily be improved

 

+1

As has been stated NWA's former head of IT is in charge of that here at DAL. She is a phenom, and given what I have heard, we will see great things from her and her department in the next few years.

In this day and age, technology drives the product. Everyone knows that. If it makes us a better airline, I could care less where it came from.

 

Do you not read the weekly "Flying Operations" publications? They have stated many times that there were over 300 items that they were going to go back over after they achieved SOC. Many of those items were things they liked that NWA had. Like I have said before, give em a chance to put their heads up to make sure the boat is going in the correct direction before delving in to more of these tasks. Failing to do so could result in more issues being created rather than fixed.

 

And the MEC approved a resolution seeking the Negotiating Committee engage the company on this item. That means that your union agrees with you.

 

Actually Carl, there's a new preface that has all kinds of previously unavailable stuff on it. You can get it when the flt plan is available - I do not remember the code to get it.. Also, the Gates -at least DTW - prints out 2 of everything. For me, its too much ppwk. And, I think you'll get very little arguement from DALS folks that the int'l flt plan is oddly formatted.

I look forward to a new best of everything system. The bulletins and procedural changes are beginning to leave my pea brain in the dust. I know it isnt what you folks had to go thru- with training by memo- but my brain is smaller or there is just less room in it.

Just a complete side note here - commuted up to DTW the other day in the back row of a -9. No kidding, when we touched down, I didnt know it - until the reversers went out - its pretty loud back there. I just wonder if I had a NewK sighting.

 

DING DING DING DING

Reality gave us a choice: "on time and pay the crew a couple bucks" ~OR~ "late, waiting on ramp congestion." It selected "save a couple of bucks and on time."

All that was accomplished was to remove the effect of one department entering in "late completion of checklists" and another department having to answer "no we weren't." Now management meetings have been shortened by 3 minutes on average and the survey says the coffee tastes better.

I really don't care, if they pay me to read the checklist while balancing a Biscoff on my nose and clapping ... OK. They own the jet.

 

Command bug set to max speed before Captain gets angry, back it off a knot to keep the peace ... works on the 88 too.

The Boeing jets actually have effective wings and high lift devices removing the need for the Douglas work around to gain sufficient lift.

 

We weren't trying to fly French airplanes. We ended up with a couple once, but we sold them, kept the pilots and tried to forget the nightmare of AirBi product support.

TLAR works pretty well, based on experience. (no offense to any Air Force pilots, "yes Sir, we really do need to calculate crosswind component and brief it an hour before the landing, then debrief, write an opinion piece for the Chief Line Check Airman and study the appendix to Vol II, it really IS great you went to "the" Academy and some how work that into every briefing, twice")

Jeesh, I need to get off the web board before I get myself into trouble here.