The same amount of bacon, but cook it first?

Seems about right.

If you look at the bacon on the one girl it looks like the edges have aged a bit. Good on that guy for not using the fresh bacon. Fact I even noticed that means I'm not looking in the right places.

There is one plane but it's about to retire...end of an era, more ways than one.

To make a change in the i-crew flight time log....do you go to Flight change time req? When I do a warning comes up that says there is a problem with the application, also there is a question as to a North or South fleet. Any suggestions. thx

So much of our interaction with the ATC system revolves around per-defined phrases; cleared to land, line up and wait, reduce speed to, resume normal speed, climb and maintain, etc. All of these have specific meanings. So when a controller issues a clearance using the standard phraseology their intentions should be clear. Now, as pilots, we need to have an internal logic filter - ie. does this clearance make sense? In the case of SLC - if I'm climbing out on a SID that has a restriction to cross a fix at FL230, and prior to reaching that fix the controller clears me to "climb and maintain FL300," I know, by definition, he wants me to climb and maintain FL300. And, by definition, the restriction to cross the fix at FL230 no longer applies. And to me, this clearance passes the makes sense test.

True, the AIM is not "regulatory" but it does define much of what we do in our world. Without it, and other documents like the pilot controller glossary, we would have no common ground with which to communicate with ATC. While controllers are by no means perfect - IMHO their understanding of standard phraseology tends to be better than that of the general pilot population.

I'm not saying there isnt sometimes confusion on both side. But when you say to the controller, "hey, can we delete the speed restrictions?" and he responds "resume normal speed," he hasn't really answered your question, has he.

I always get confused at SLC. I know the rules. They clear you via a SID, the PDC usually says "maintain 230kts." You look at the chart and it says to cross the first fix at 230kts. It then tells you to cross another fix at 250kts. This is confusing to me. Am I suppose to just maintain 230kts until advised or fly the SID as published? These are not expect clearances on the SID. In reality, as soon as you take off, you get a "climb and maintain FL_00, delete speed restrictions." SLC is confusing. It should not be. It's just asking for someone to get violated from being confused.

Does anyone else think it's funny when you get unstacked on for your reserve schedule, then trade the days off as soon as the PCS runs start? I never understood what the point of unstacking is if you can just trade it away anyway.

Great points - I think the SLC departures were designed by someone who thought "all flights will depart in LNAV/VNAV so the controllers won't have to do anything except say 'radar contact'" and really had no understanding of the real world. They need to just put a blanket "maintain 230kts until advised by ATC" on the charts and get rid of those stupid published restrictions.

I read the "230 kts" note in the SLC PDC as an amendment to the SID. 230 goes in the climb page or MCP, and if they want something else, then they say "resume normal speed" or "delete speed restrictions" or whatever.

It's no different than if the tower or departure controller told you the same thing.

Nu

Not if you understand the process. Unstacking of a reserve is done to alleviate open time "stacks" with less than optimum reserves on certain days.

As soon as PCS begins to run, people snag that open time, thus alleviating the mass of open time and allowing you to snag those days off.