Any "Latest & Greatest" about Delta?
03-26-2011, 04:21 PM
Gets Weekends Off
Joined APC: Nov 2008
Position: Knuckle-dragging line pilot
Posts: 943
Originally Posted by DAL 88 Driver
Got it, ACL. Thanks. But the distinction I'm trying to make is the NUMBER of passengers that routinely need to be left. 1 or 2 doesn't surprise me at all. 6 does. And especially when you consider that, from what I'm reading here, the capability of the aircraft does not require 6 to be left... then it comes down to the way the aircraft is being operated by different carriers. If some of our DCI carriers are leaving people behind unnecessarily (i.e. that particular company's ops are structured in a way that causes this to happen), then I think that is a problem for Delta Air Lines and I think it needs to be fixed. After all, these are OUR passengers. Quality of product and customer service count. Our management seems to parrot this a lot, but when I see things like this I start to question whether they really mean it.
As for DCI using different methods, what would you expect when you have so many different providers? I admire your commitment to your passengers, but good luck trying to get DCI on the same page. Consider the CRJ 100/200. Comair prefers flaps 20 on takeoff, everyone else likes flaps 8. Comair deices with flaps up, others use takeoff setting, and I think PCL or Mesaba does Type I with one flap setting, Type IV with another. I've been on an ASA jumpseat, and we're on different planets when it comes to how we fly the same airplane. Comair cruises at Mach .62, everyone else goes fast.
All those different training/flight standards departments have to fill up their days, so you get lots of different philosophies. None of which are necessarily better than the others, just different...
03-26-2011, 05:34 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
I can assure you that PCL does not use only hubs as alternates. I took a number of delays crunching numbers with the load controllers to ensure we got everyone on board that we could take. It was rare to not be able to take everyone, despite the gate agents pulling their hair out. Not once did I ever get called in... the block times were so padded you could pretty much always make it in A0. The ballast issue was a big debacle after I came over to big D, I'm assuming that's been resolved since I don't hear people screaming about it anymore.
Nothing makes me dig my heels into the ground more than a pushy gate agent trying to hit D0 at the expense of everyone around them.
Nothing makes me dig my heels into the ground more than a pushy gate agent trying to hit D0 at the expense of everyone around them.
03-26-2011, 05:34 PM
Gets Weekends Off
Joined APC: Jan 2008
Position: maddoggy dog
Posts: 1,026
"Comair cruises at Mach .62, everyone else goes fast."
So that's where the term 'cholesterol jet' comes from. Your clogging everything up!!!
So that's where the term 'cholesterol jet' comes from. Your clogging everything up!!!
03-26-2011, 05:49 PM
Gets Weekends Off
Joined APC: Apr 2007
Position: Flying the SEC
Posts: 2,350
I commuted home through DTW the other day and the connection was tight, 20 min. I got off the train and ran down the escalator but the agent said sorry door is closed. There was a diamond there to and he was not happy. We had to fly him back to NYC because he missed his meeting. Agent told me for us to make D0 they are held to D-3. I know we are low on the on time ratings, but at who's expense are we going to improve it?
03-26-2011, 06:09 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Gentlemen, it is Saturday night. Do you know where your Clamp is?
03-26-2011, 06:15 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
03-26-2011, 06:18 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
The early E145s that made up just a handful of the Coex fleet had some payload issues, basically EWR-RDU-distant alternate fully loaded was probably not going to happen. You'd plug the numbers into the ACARS and it'd tell you basically NO until you figured out what numbers would work then it'd SEND.
read that real slow.
Taxi fuel was subjective.
read that real slow.
Taxi fuel was subjective.
03-26-2011, 06:19 PM
Gets Weekends Off
Joined APC: Jun 2008
Posts: 3,716
Where were you going and where were you coming from?
03-26-2011, 06:23 PM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Originally Posted by Bucking Bar
The system has been revised.
IMHO, Boeing should have known better than to use a single valve to control the PCU on the most powerful flight control surface on the jet. They deflected litigation towards Parker Hannifin, but the source of the design was Boeing.
Anything and everything that is subjected to the stresses of flight eventually fails. Designs have to be fault tolerant. The original design wasn't.
IMHO, Boeing should have known better than to use a single valve to control the PCU on the most powerful flight control surface on the jet. They deflected litigation towards Parker Hannifin, but the source of the design was Boeing.
Anything and everything that is subjected to the stresses of flight eventually fails. Designs have to be fault tolerant. The original design wasn't.
Originally Posted by hockeypilot44
The government won't do that. In the mid 90's, the 737 should have and deserved to be grounded due to a faulty rudder. That would have grounded everyone's favorite low cost carrier (yes they were a lcc back then). It didn't happen.
03-26-2011, 06:31 PM
Gets Weekends Off
Joined APC: Apr 2007
Position: Flying the SEC
Posts: 2,350
80, you are absolved! Now I have to explain to my wife about underboob, sideboob, and topboob. Lucky for me she is a good sport.
Thread
Thread Starter
Forum
Replies
Last Post
