Originally Posted by konabear

I'm hoping it's user error, but suspect it's not. Is anyone else having difficulty completing either of the Policy and Procedure Review modules in the current quarterly CQ? The first slide begins,"Welcome to the new eLearning format..." When I click on the 'start course' button I get three flashing dots, and the learning stops there.

Originally Posted by 170Till5

try the modules on your iPad app. Had no issues on there

Originally Posted by konabear

I figured it out. I had downloaded all of the modules so I could complete them offline. The two policy and procedure modules don't work offline. I had to remove the download and then do the module online.

Originally Posted by Buck Rogers

Easy to keep a scorecard when it plays like a broken record (especially when m311 is so wrong about me re: younger pilots.)

Almost like you houndoggin me with subtle jabs.

So, what's your opinion on the impact of IM SAFE on sick calls and how that might affect the GFB calls and Dr note requests?

A pilot can call in sick for virtually anything. It will be unprovable that it might be "abuse". The individual pilot is pretty much the only arbiter of fitness. Management is over a barrel due to IM SAFE.

If pilots feel their integrity is being besmirsched by management by the notes/calls.... the time is now to push a grass roots effort to go to what other legacies have...an accrual system of sick leave. Notes and calls will go "poof", but so too will 250 hrs sick leave/year.

I don't really expect you to answer, the horse has been beaten already, but I wanted to come full circle in the discussion after appropriate airing of opinions(substantive, not emotional)

I felt a good discussion was warranted because in the past coupla years, 4000+ pilots have been hired at Delta....many of them military. Many/some of them might benefit from access to insights on the realistic pro's/con's of both sick leave systems.

Originally Posted by Iceberg

Hounddoggin? I think you’ve turned your sensitivity up too high, I haven’t responded to one of your posts in quite awhile. I respond to plenty of people when I have something to say. Maybe it ain’t me in this case?

As far as sick leave goes, if you aren’t up for working call in. If you know you won’t be up for working in a few months on a day you have no intention of bidding off, maybe that’s not a true sick call. At the same time, short of advertising your intent, I don’t know how an enterprising CP would catch on to that. How closely do the CPs watch when you call in from retirement?

Originally Posted by 2StgTurbine

I've been on a few fleets at Delta over the years, and it seems most stopped pulling the red circuit breakers, but I come across it a lot on the 737. When I first started, Vol 1 said to pull them if the airplane was going to sit for more than 2 hours. But then during OE, the check airman said we don't do that at a hub since MX comes out and doesn't want to power up every plane just to see the oil level. Then there was an update on the fleet that even removed the 2 hour rule and just said to pull them if the plane will be sitting for a long time.

A few years go by, a few more fleets, and now I'm on the 737 and I see it every trip. What's really strange is I see crews go through the entire shutdown checklist in the middle of the day in base AND pull the breakers. Why? Can anyone find an actual reference to where we need to be doing this? And what are other fleets doing?

Originally Posted by 2StgTurbine

I've been on a few fleets at Delta over the years, and it seems most stopped pulling the red circuit breakers, but I come across it a lot on the 737. When I first started, Vol 1 said to pull them if the airplane was going to sit for more than 2 hours. But then during OE, the check airman said we don't do that at a hub since MX comes out and doesn't want to power up every plane just to see the oil level. Then there was an update on the fleet that even removed the 2 hour rule and just said to pull them if the plane will be sitting for a long time.

A few years go by, a few more fleets, and now I'm on the 737 and I see it every trip. What's really strange is I see crews go through the entire shutdown checklist in the middle of the day in base AND pull the breakers. Why? Can anyone find an actual reference to where we need to be doing this? And what are other fleets doing?

Originally Posted by 2StgTurbine

I've been on a few fleets at Delta over the years, and it seems most stopped pulling the red circuit breakers, but I come across it a lot on the 737. When I first started, Vol 1 said to pull them if the airplane was going to sit for more than 2 hours. But then during OE, the check airman said we don't do that at a hub since MX comes out and doesn't want to power up every plane just to see the oil level. Then there was an update on the fleet that even removed the 2 hour rule and just said to pull them if the plane will be sitting for a long time.

A few years go by, a few more fleets, and now I'm on the 737 and I see it every trip. What's really strange is I see crews go through the entire shutdown checklist in the middle of the day in base AND pull the breakers. Why? Can anyone find an actual reference to where we need to be doing this? And what are other fleets doing?

Originally Posted by m3113n1a1

The way the book is written it says something like if the plane is going to sit for 2 hours or more then you should do a full securing checklist.