Airline Pilot Central Forums - Checklists at Delta

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Quote:

Originally Posted by Timbo (Post 2013498)

I agree with all of the above, we get a lot of paper printing out on the taxi out and one of the two pilots (the F/O usually) has to go head's down to either enter or verify everything in the FMS, then he's got a rather long taxi and T/O checklist to run, and part of that check is the Captain has to verify everything in the FMS and on the paper print out, so he's got to go head's down too. A simple departure runway change is a mess, because now both have to do it all over again, while running the 'Runway Change Checklist'.

I was not at all in favor of doing all this data loading while taxiing, but as you said, some cubicle pilot/bean counter came up with it as a way to help our On Time Departure numbers go up.

Our FOQUA data has shown there have been guys trying to take off with the flaps up, or in the wrong position, and I believe it is mostly due to this new procedure of loading the data while taxiing.

As part of my departure brief at the gate (WARTS for the Delta guys) I always include the 'Threat' of being distracted by all the crap coming off the printer at the last minute, and going heads down to load it and verify it.

I say, "If we get a runway change, or new AWABS, we will pull over and set the parking brake while we sort it all out.".

We are getting paid by the minute, I'm in no hurry to try to take off and make the next Safety Bulletin headlines.

Timbo, the loading during taxi came from the N side, the big difference and it is big is that our data gave you the option of Max or Flex not numerous flex temp possibilities. So if your weight was within a certain amount and the temp and winds reasonable to the data you were good to go. Additionally we had flip cards with speed for the weights.

Quote:

Originally Posted by EMBFlyer (Post 2013754)

USAir has been pushing Flaps 3 for years on the Airbus. They say it lowers the risk of tail strikes. You can land at 3 or Full, but if you whack the tail and you landed Flaps Full, I can guarantee you'll making a trip to the big brown desk.

Having said that, the 321 lands better with Flaps 3.

Post merger, the company said our preferred Flap Setting for the 757/767 is 25. Boeing says the risk of a tail strike is higher at 25.

The entire time we flew the bus with flaps full we did not have any issues with tail strikes, their was 1 issue out in DEN that was due from too much back stick input and leaving the thrust on to long. It would make sense that the 321 is more sensitive to a tail strike.

Quote:

Originally Posted by 80ktsClamp (Post 2013861)

The paper WDR is going away... it'll all be uplink. That will reduce the workload!

Well I hope they improve the reliability of the uploads, right now it only works about 50% of the time, and if you get a runway change on taxi out, you'll be sitting, waiting, waiting... for awhile.

BUT, as I said before, we DO get paid by the minute!;)

Quote:

Originally Posted by 80ktsClamp (Post 2013861)

The paper WDR is going away... it'll all be uplink. That will reduce the workload!

That makes my day.

But I want to be the guy that answers the phone when people complain that's not how we used to do it. :cool:

Quote:

Originally Posted by Timbo (Post 2013966)

That's because you fly the big metal. The small metal is good for any runway. :D

Quote:

Originally Posted by 80ktsClamp (Post 2013861)

The paper WDR is going away... it'll all be uplink. That will reduce the workload!

I think they got a few other issues to fix before that becomes a reality on the MD88.

Quote:

Originally Posted by Timbo (Post 2013966)

It almost always dumps at engine start anyway. One of these days i'll be smart enough to accept the upload after engine start.

The other downside of the auto uplink is (for example) when you need nadp1 and it automatically uploads, it begins to remove that load process from your thought process.

I am actually a fan of thinking and knowing what goes on behind the curtain...it allows me to break a negative chain of events.

However, i dont understand why we get the wait at the gate for wdr on the D-7 sometimes. It seems like an irrelevant delay.

Quote:

Originally Posted by iceman49 (Post 2013880)

At least on the 320, flaps full pitch attitude = 1-2.5 degrees nose up, with flaps 3 coming in at 5-6 degrees. As a fairly new bus captain I'm genuinely curious how reducing your flare margin reduces the tailstrike risk. Seems counterintuitive at best.

Quote:

Originally Posted by badflaps (Post 2013795)

Take the runway with the flaps up a couple of times, that'll straighten things out. Always worked for me on the "9".

Ha! All you get is a squark from "Betty" and a call from ASAP about a month later!:eek:

Ask me how I know!:cool:

And an all expenses paid one day trip to the training center.