Just curious about the SOP at Delta.

Do you guys push without final weight manifests and load your perf data while taxiing?

And how long is your checklist while taxiiing- ie a taxi or before takeoff check?

At UAL we are loading up our F/O's with so much, they are often heads down for most of the taxi time to the runway.

 

Yes but on most fleets the perf autoloads so you are really verifying.

There is relatively short taxi checklist which goes over perf data and control checks.

There is Before Takeoff checklist that confirms what is going to happen right after takeoff, that you are TO from the right location, and that the cabin is ready.

 

It is not good to have one person heads down while taxing. Not good at all. In fact the other day saw someone cut off a 737 to follow an e190 when they had been told to follow the 737. What was the response, "I thought that (e190) was a 737?"

 

Yup, ask any MD88/90 FO, this is a problem waiting to happen. I have written a few ASRs about the task saturation to no avail.

 

we are already empowered to mitigate this threat. TEM requires we develop and employ strategies to create time when task saturation develops.

no one is going to be there to pat you on the back-pack for the 'effort' after you have a fender bender, or rwy incursion, or take off with only one engine running.....

 

Most of the time, the WDR shows up before push. The simple solution if it comes late is to just stop the taxi while head down to load and cross check the data.

 

If one becomes task saturated on taxi out, one needs to let that be known so the operation can be slowed or halted until one is caught up. How's that for political correctness?

Denny

 

I think DAL has task saturated its crews during the taxi out (hey it works in the sim though) and its not right to delay other airlines who possess more streamlined procedures just so we can get things done. If there is a place to pull over then fine, but we as a group need to push back on this to get it changed. I try my best to go heads up when the left side goes heads down but its getting harder to do all the time. Just a matter of time until we bend some metal.

 

I am a new FO on the 73 and have had mixed experiences. Usually we do our perf during or right after push before we tax but about 20% of the time the perf comes later and we have to do it during taxi. Usually if I'm heads down its because I'm looking at the taxi diagram trying to make heads or tails of the taxi instructions. I had one experience coming out of SLC where we got late perf, had to switch runways, requested new perf, and the new numbers created the need for a bleeds off takeoff. There were so many things we had to change or brief that I spoke up and asked the Captain if we could pull over and sort it out. That sort of broke the chain, we parked for 3 minutes on the deice pad with ground's permission and got straightened out.

Bottom line IMO, is if the FO is feeling the pinch, he has to speak up and let the other guy know. No awards for a 3 minute earlier takeoff but they'll come after you for the mistake.

 

I keep hearing we are trying to reduce taxi times, well sorry, it ain't happening. Years ago programming was done at the gate so you were ready to go when the tug was clear. Now we are told one engine and be ready to move the aircraft at disconnect to lower ramp congestion. Technique, I don't tune up tower until I'm ready. If the CA does then we usually do a 180 on to the parallel taxiway or cross the runway to finish.