Any "Latest & Greatest" about Delta?
02-26-2014 | 12:13 AM
Gets Weekends Off
Joined: Feb 2008
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yall are smart. here is the rule from U.S. FAR 121.542/135.100, "Flight Crewmember Duties"
a) No certificate holder shall require, nor may any flight crewmember perform, any duties during a critical phase of flight except those duties required for the safe operation of the aircraft. Duties such as company required calls made for such nonsafety related purposes as ordering galley supplies and confirming passenger connections, announcements made to passengers promoting the air carrier or pointing out sights of interest, and filling out company payroll and related records are not required for the safe operation of the aircraft.
b) No flight crewmember may engage in, nor may any pilot in command permit, any activity during a critical phase of flight which could distract any flight crewmember from the performance of his or her duties or which could interfere in any way with the proper conduct of those duties. Activities such as eating meals, engaging in nonessential conversations within the cockpit and nonessential communications between the cabin and cockpit crews, and reading publications not related to the proper conduct of the flight are not required for the safe operation of the aircraft.
c) For the purposes of this section, critical phases of flight includes all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.
Note: Taxi is defined as "movement of an airplane under its own power on the surface of an airport".
a) No certificate holder shall require, nor may any flight crewmember perform, any duties during a critical phase of flight except those duties required for the safe operation of the aircraft. Duties such as company required calls made for such nonsafety related purposes as ordering galley supplies and confirming passenger connections, announcements made to passengers promoting the air carrier or pointing out sights of interest, and filling out company payroll and related records are not required for the safe operation of the aircraft.
b) No flight crewmember may engage in, nor may any pilot in command permit, any activity during a critical phase of flight which could distract any flight crewmember from the performance of his or her duties or which could interfere in any way with the proper conduct of those duties. Activities such as eating meals, engaging in nonessential conversations within the cockpit and nonessential communications between the cabin and cockpit crews, and reading publications not related to the proper conduct of the flight are not required for the safe operation of the aircraft.
c) For the purposes of this section, critical phases of flight includes all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.
Note: Taxi is defined as "movement of an airplane under its own power on the surface of an airport".
02-26-2014 | 12:23 AM
Gets Weekends Off
Joined: Feb 2008
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The problem I have with some of the changes brought over from NW is the box we fly in has become very small. So small in fact that pilots have to fly outside that box or the operation would come to a halt. What is strange is hearing a pirep now like "Delta XXX had a 15knot gain of airspeed at 400 feet". Under the new rules that is a mandatory go around. Under those rules we have one to two days a month in the winter where every flight into JFK should divert. There are several other examples of this. Changing wording from "should be considered " to mandatory simply puts most pilots in violation of company procedures in day to day ops. That should not be the case.
02-26-2014 | 03:24 AM
The Brown Dot +1
Joined: Jun 2009
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From: 777B
02-26-2014 | 04:08 AM
At home on the maddog!
Joined: Mar 2009
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From: Retired (mandatory age 65)
Quote:
Originally Posted by APCLurker
Gotta agree with this.
Don't know where this build-up of the bogey man known as sopa/smac is coming from. Some are talking as if you would be failed for not doing things (switches) in the exact order listed at all times.
Urban legend indeed, and it seems to be coming from people that never participated in nw training or checkrides....
I was the first "south" Captain after the merger to go fly the DC-9. What 80kts is saying is exactly what I experienced in training at MSP.
Originally Posted by APCLurker
Gotta agree with this.
Don't know where this build-up of the bogey man known as sopa/smac is coming from. Some are talking as if you would be failed for not doing things (switches) in the exact order listed at all times.
Urban legend indeed, and it seems to be coming from people that never participated in nw training or checkrides....
I was the first "south" Captain after the merger to go fly the DC-9. What 80kts is saying is exactly what I experienced in training at MSP.
02-26-2014 | 04:29 AM
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
02-26-2014 | 04:32 AM
veut gagner à la loterie
Joined: Apr 2008
Posts: 23,286
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From: Light Chop
02-26-2014 | 04:34 AM
veut gagner à la loterie
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From: Light Chop
02-26-2014 | 04:34 AM
No longer cares
Joined: Mar 2008
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From: 767er Captain
It's already here and has been for a long time.
SOPA = Vol 1 Section 20 Amplified Procedures. SMAC = Flight Crew Training Manual.
That's all SOPA/SMAC ever was at NWA. The idea of the rigidity of NWA procedures has created this urban legend in the eyes of South pilots as to what SOPA/SMAC was. I still have a copy of my fleet SOPA/SMAC from NWA. It is virtually identical to my DAL Vol 1 Section 20 and my FCTM, right down to the graphics.
Vol 1 has tables that specify CA/FO and PF/PM actions, callouts, responses, etc. THAT is precisely what SOPA was at NWA.
FCTM has amplified discussions of maneuvers including full page graphics of various procedures such as takeoff profiles, engine out profiles, etc. THAT is precisely what SMAC was at NWA.
SOPA = Vol 1 Section 20 Amplified Procedures. SMAC = Flight Crew Training Manual.
That's all SOPA/SMAC ever was at NWA. The idea of the rigidity of NWA procedures has created this urban legend in the eyes of South pilots as to what SOPA/SMAC was. I still have a copy of my fleet SOPA/SMAC from NWA. It is virtually identical to my DAL Vol 1 Section 20 and my FCTM, right down to the graphics.
Vol 1 has tables that specify CA/FO and PF/PM actions, callouts, responses, etc. THAT is precisely what SOPA was at NWA.
FCTM has amplified discussions of maneuvers including full page graphics of various procedures such as takeoff profiles, engine out profiles, etc. THAT is precisely what SMAC was at NWA.
Exterior/Interior preflight......... (insert response) C
02-26-2014 | 04:35 AM
Gets Weekends Off
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From: blueJet
02-26-2014 | 04:35 AM
No longer cares
Joined: Mar 2008
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From: 767er Captain
So, communicating with the FAs (and by extension, the pax) where we are in the departure process after the longest safety video in safety video history is violating sterile cockpit? I'll take my chances. Especially when I watch all the AA guys having to pull over waiting for their numbers. We're trying to be safe AND on time, right? Sheesh.
+1 ...............................
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