Totally agreed on the first part, buzz.

Combining the taxi and performance checklists makes sense to me-- if it's done right. Was it weird because you weren't used to it or because it was poorly designed?

ACL Straight ... he must be ... saw him going to the grocery store the other day and snapped a pic.

The maddog checklist has about 20 too many items on it... "cruise performance- checked" Really???

The checklist change doesn't make much of a difference on the A-320 fleet since everyone does the after start the FNW way and waits until the waveoff until calling for the checklist. The calling for the flaps was an FNW thing and they just do the checklist call the old way even though the book isn't written that way. It's funny hearing everyone say "wave off received, after start checklist." I'm having trouble finding where that's written... Anyhoo, the new callout works better when it's managed that way, even though it's a bit awkward doesn't flow as well.

No, it was the CA doing everything. You can't input the AWABS without the CA stopping the jet and commanding the input. So, you can't input the numbers at the gate, you have to wait until you're taxiing...and then you have to stop and input the numbers. No more getting it done at the gate when you get the numbers early. CA commands the flaps, starts the taxi, stops the taxi, commands the numbers, corroborate the numbers and start taxiing again. It was adding about 45 seconds to a minute to our departure, which is what we were tasked to measure.

I move at one speed all the time. The speed of safe.

I'll just say this ACL..... It's a lot of work to fly a five day trip and at the end, fly a turn with someone who is maintaining currency. I respect what some of these guys are doing for the pilot group and my contribution is to make sure we shake hands stepping off the aircraft at the jetway and no additional paperwork is required. :)

First, we were told we can do performance on the pushback, as long as we're stop for performance data. Many bought into it. So much in fact that they volunteered to do it as we moved, which was then blessed from Above, by requiring only that we stop for CA analysis of the numbers.

I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.

Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?

Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.

Interesting... only the "analysis" is supposed to be done stopped per the book- the inputting of the numbers is currently allowed to be done while rolling as well as doing the performance checklist.

Just a caution to everyone on copying information from Delta company sites and posting it on a public forum. Don't become a management hostage that DALPA has to negotiate a release for. There have been several posts in the last few weeks of items the company posted on DBMS ect.. that were not intended for public reposting. Think before you hit the enter key.

Does it cruise, or just meander from around one assigned altitude to the vicinity of another altitude while moving the throttles in the opposite direction of what makes sense now (but was probably a good solution 20 seconds ago)?