Its still an extremely valuable option because it puts you ahead of all non revs, even S2's and S1's, and as long as a seat is available when you book it, it prevents you from being bumped by positive space as well. The number of legs and many other functions I believe stem from the logic that you are owed a trip back to base, but if you don't take it then they will give you the equivalent (with a few restrictions) basically anywhere else you want to go. Over all an epic good deal! Its not an open ticket blank check, but its pretty close (the DCI exclusions notwithstanding but w/e).

 

DL Replacing AF On ORD-CDG — Civil Aviation Forum | Airliners.net

DL Replacing AF On ORD-CDG to start Nov 6, 5X/week on 763.

DELTA replace AIRFRANCE on Chicago – Paris CDG in W11; Interruption to AF nearly 60-year service
As per 12JUN11 GDS timetable and inventory display, DELTA starting 29OCT11 will replace AIRFRANCE on Chicago – Paris CDG service, which also marks the interruption of AIRFRANCE’s own operation to/from Chicago for the first time in nearly 60 consecutive years. For the moment this is only in effect for Winter 2011/12 season only.

DELTA will operate Boeing 767 aircraft instead of AIRFRANCE A330-200 on this route, frequency remains unchanged for winter season. Currently AIRFRANCE operating flight (AF664/667) is still available for reservation but will be closed soon.

Schedule:

DL592 ORD1710 – 0835+1CDG 767 x13
DL593 CDG1035 – 1340ORD 767 x13

 

Passing training and having a few extra sims are two different things. DAL works with anyone with a good attitude, and will give extra sims if needed. The attitude needs to be there though.

 

Pesky JV

Wonder if the trip will have a surface transport from DTW?

 

Heard this from a ORD gate agent this past week. Just tucked it away and then forgot about it.

As for ground transport. from DTW in the winter, I know that was TIC. But I-94 on south side of the lake in the winter is UGLY.

 

I agree that most things are backwards wrt the fms logic on the two airplanes. I'm still having a helluva time getting the vnav and remembering to punch lnav after executing.

Overall though I think the issue is not with the 737 but with the fact that airbus just does things differently. Having flown several other fms airplanes, the 320 is the only one that stands out as being substantially different. Managed flight is a great thing on the bus once you get used to it, but it's challenging to break out of that mindset when transitioning back to a "normal" jet. Not difficult, just challenging.

I really can't see it being a big enough deal though to be the cause of a training issue. The two airplanes do roughly the same type of flying and operate very similar profiles-with just two very different ways of skinning the cat.

I haven't seen the differences memo, but it sounds like a great idea. Maybe I should go look it up.

 

PUT THE GEAR OUT!



I say that because I had NASA Langley folks tell me that. One of them simply built the models for Langleys tunnels and he said to me that "I don't know how to fly an airplane but if you ever get into a spin, extend the gear. It's just what've I seen over and over."

Which is what happened when a cockpit team at Continental Express put a EMB-120 into a spin during climb out with passengers on board. I believe they had left in vertical speed mode in the climb till it stalled and spun. The FO through out the landing gear and it came out. Then they crash landed.

http://dms.ntsb.gov/aviation/Acciden...2011120000.pdf <<< lots of stuff about spins and again, improper stall recovery techniques. I think we ought to go back to approach stall recovery demos having narrow ATP tolerances.

FWIW. Also, you do spin training for your CFI and you teach spins when you're teaching someone to get a CFI. I've spun lots of Skyhawks but the recovery techniques, while albeit for the most part were let go and it'll come out, I found on occasion that it was possible to spin it where that wasn't the case. But for the most part when properly loaded to do spins the airplane didn't want to do without absurd and prolonged control inputs. Put people in the back and it'll spin much easier. eek.

So whether military or civilian, most all of us have learned and taught spins in a Cessna.

 

They are absolutely correct. Also, the PS booking cannot be on an 'offline' flight. IOW, it has to be mainline.

 

What is the word on early outs? Had a linecheck the other day, guy said there were more than expected so far, and that was before the announcement about Natco closing, and MSP 330 displacement bid.

 

I expect them to phase out the pilots through AE's, it is much cheaper for the company than to pay us the higher rate we can hold.