Ha, watching reruns of the Office?

I'll just give you my personal interactions. CS I have talked to quite a bit, whenever I felt something was WRONG in the MEL/CDL or needed a clarification or in any other of our other operating pubs, CS was usually the first call. JD got the ones that needed some horsepower in one way or another.

One example, Question I asked CS - Why can't we fix the QRH to read "When entering KZAK FIR with CPDLC/ADS include destination and aircraft registration on initial radio contact."

Another example - Old procedure with APU inop at the gate was to start BOTH engines prior to push and we had to start them in reverse order from normal ops. NRT tow-in gates allow one engine to be started at idle. E-mails to CS and JD...

Another example - ICN De-icing with APU inop. At the time ICN required APU power for de-icing at the gate and NW procedures required APU power with engines shutdown for remote de-icing. Catch 22 with no legal procedure in our books. Call to JD on sat phone...

I suppose at DAL first call would be to the duty pilot, who is likely not qualified on the aircraft who will then call CS or JD. Easier just to call them direct for aircraft specific stuff or email them directly for non time critical stuff.

Delta: Flight attendant union alleges interference

ATLANTA (AP) -- Delta Air Lines Inc. says the Association of Flight Attendants is claiming the company interfered in a recent union election.

The union narrowly lost the election to represent 20,000 Delta flight attendants earlier this month. Union officials immediately claimed the company improperly influenced flight attendants to vote against the union.

Delta says the union is disregarding the will of the majority of flight attendants. The airline says the interference claim will keep it from matching pay and benefits between flight attendants who came from Northwest and those who have been at Delta all along. Delta bought Northwest in 2008.

The National Mediation Board will look into the claims. It can either dismiss them or order a re-vote.

satch, come on, last year heisman, undefeated season, bcs title... now just let Auburn have a heisman, undefeated season and national title.

Like it or not, back to back years of rival schools in the same state running the cycle is pretty crazy.

NO THEY DO NOT. Urban myth.
http://www.airlinepilotforums.com/ma...tml#post902232

A great point. But, also remember, DAL is now 12,000 pilots strong and not 4 to 5,000. Can you imagine the potential overload if all of us tried to have a direct line to the Fleet Captain as the sole overseer of all things Ops? That's why DAL has a much more expansive and horizontal chain of command. Go to the Intranet and look at the Flight Ops wiring diagram. That will, or should, answer a lot of the consternation and questions a lot of our fnwa bros have about the FC position. Again, I challenge anybody to take a look at the organization and then tell me why any one particular guy in the FC job is so vitally essential? Its not. Different, much larger, organization with so many more additional ops challenges.

Take off your stovepipe hat and look around Grasshopper. You will eventually achieve total consciousness.....or was that Carl? Big hitter, you know.

what I was told was the 88 upgrades would make a single category out of all 3, however, i could see (from what you posted a while ago) just the saudi birds being a single category with updated 89s.

You asked if we(I) really had that much interaction, I gave you several examples. In 2 of those examples a pilot with extensive knowledge of the aircraft was required and in one case a pilot with that knowledge and authority to deviate from standard procedures in a non-emergency situation.

In any case the 330 fleet is not 12000 pilots its much smaller, but the 7ER fleet is probably bordering on unmanageable by a single person.

Good Lord. Really?

YouTube - R. Lee Ermey GEICO Commercial - Therapist Sarge

I wonder about some of you guys....