Originally Posted by Nosmo King (Post 906117)

I'll just give you my personal interactions. CS I have talked to quite a bit, whenever I felt something was WRONG in the MEL/CDL or needed a clarification or in any other of our other operating pubs, CS was usually the first call. JD got the ones that needed some horsepower in one way or another.

One example, Question I asked CS - Why can't we fix the QRH to read "When entering KZAK FIR with CPDLC/ADS include destination and aircraft registration on initial radio contact."

Another example - Old procedure with APU inop at the gate was to start BOTH engines prior to push and we had to start them in reverse order from normal ops. NRT tow-in gates allow one engine to be started at idle. E-mails to CS and JD...

Another example - ICN De-icing with APU inop. At the time ICN required APU power for de-icing at the gate and NW procedures required APU power with engines shutdown for remote de-icing. Catch 22 with no legal procedure in our books. Call to JD on sat phone...

I suppose at DAL first call would be to the duty pilot, who is likely not qualified on the aircraft who will then call CS or JD. Easier just to call them direct for aircraft specific stuff or email them directly for non time critical stuff.

Originally Posted by shiznit (Post 906128)

NO THEY DO NOT. Urban myth.
http://www.airlinepilotforums.com/ma...tml#post902232

Originally Posted by buzzpat (Post 906129)

A great point. But, also remember, DAL is now 12,000 pilots strong and not 4 to 5,000. Can you imagine the potential overload if all of us tried to have a direct line to the Fleet Captain as the sole overseer of all things Ops? That's why DAL has a much more expansive and horizontal chain of command. Go to the Intranet and look at the Flight Ops wiring diagram. That will, or should, answer a lot of the consternation and questions a lot of our fnwa bros have about the FC position. Again, I challenge anybody to take a look at the organization and then tell me why any one particular guy in the FC job is so vitally essential? Its not. Different, much larger, organization with so many more additional ops challenges.

Take off your stovepipe hat and look around Grasshopper. You will eventually achieve total consciousness.....or was that Carl? Big hitter, you know.

Originally Posted by Nosmo King (Post 906151)

You asked if we(I) really had that much interaction, I gave you several examples. In 2 of those examples a pilot with extensive knowledge of the aircraft was required and in one case a pilot with that knowledge and authority to deviate from standard procedures in a non-emergency situation.

In any case the 330 fleet is not 12000 pilots its much smaller, but the 7ER fleet is probably bordering on unmanageable by a single person.

Originally Posted by Superpilot92 (Post 906100)

;-) I'll work on that for you maybe tomorrow!

Originally Posted by scambo1 (Post 904558)

--------------

The key to success doing the iron man out of CDG is gate agent assistance in Paris. You have just enough time to go back to the terminal, re-clear, transport back to jet, change clothes and go to sleep before the pax start arriveing.

List before the trip.

Originally Posted by Ferd149 (Post 905942)

Nice, but I'd be remiss if I didn't post a 757

http://t3.gstatic.com/images?q=tbn:A...e_shO_acEAhnPA

Much bigger engines on the 757/ER :D

Originally Posted by buzzpat (Post 906158)

Good Lord. Really?

YouTube - R. Lee Ermey GEICO Commercial - Therapist Sarge

I wonder about some of you guys....