Any "Latest & Greatest" about Delta?
08-03-2009, 05:46 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
More cuts at CVG.
Cincinnati hub is shrinking| ajc.com
Can you cut CVG tremendously but still keep a pilot and FA base or at what point do they have to end that?
Cincinnati hub is shrinking| ajc.com
Can you cut CVG tremendously but still keep a pilot and FA base or at what point do they have to end that?
08-03-2009, 05:47 AM
Gets Weekends Off
Joined APC: Jan 2008
Posts: 496
Beating the dead horse re: flaps
How many items are on the FNWA taxi check? We have 2 items at DAL-S. Flaps, and flight controls. That's it. It's really pretty hard to miss them. At my previous airline, we called for the flaps to be set. FO set them then we checked during the taxi. Now we brief it, enter it in the FMS, look at it on the MCDU, and dual-check it twice. All without unnecessary verbiage. I think some of you guys are making a mountain of a molehill here.
Now who's got the inside scoop on the AE/Displacement Bid? How junior is EMB-190 CA in LGA going to go??
And most importantly, how many of you are taking VD's/ bidding out of LAX so I can stay home with my beautiful wife and two small children who desperately need me (to not commute).
Now who's got the inside scoop on the AE/Displacement Bid? How junior is EMB-190 CA in LGA going to go??
And most importantly, how many of you are taking VD's/ bidding out of LAX so I can stay home with my beautiful wife and two small children who desperately need me (to not commute).
08-03-2009, 05:54 AM
Gets Weekends Off
Joined APC: Jan 2008
Posts: 496
08-03-2009, 05:55 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
65, would you say than there is a 1000lb slop built into most of the narrow body aircraft? Also what is the tolerance for the wb aircraft? Is there typically extra fuel routinely put on for the pad? Last minute bags and pax...how do we know they have been accounted for as far as bag and pax match. Thx
What the tolerances is depends on what the actual load is, what the RATOW, and Climb limits are, as well as any other reason you can think of. On the smaller jets I have seen as little as add 300 LBS or 8 bags. Add or subtract three people.
Like I said it depends on how close you are to the limits. They will not for example, add 5000 lbs on a small jet. It is a simple process of just getting new paperwork.
As for how it is generated. The DGS lead enters the total numbers of bags, bulk weight etc in to the load portion of Cornerstone (The DAL rest/seat map/etc program), this system will only allow legal inputs so if they have added too much, it will generally tell them. Now if it is out of balance, Load Control will send an automated message to redistribute the weight.
When he/she enters the numbers, it gets added to the system for the AWABS Radio Close out. That is the paper you print in the flight deck.
The gate agent adds the passengers/kid count if needed, and the FSR numbers if the agent/fueler has not done so. All of these pieces need to be in the system to come up with a solution. When this is done Load Control will spit out the Radio Closeout to the flight deck of said Aircraft.
Like I said, we normally get it prior to the Gate Agent arriving to get the signed release.
As for you question on extra fuel. The dispatchers determine what the load is, and that is transmitted to the fueler. We do not tell any fueler what to put in the tanks. If you have a problem with the load, you call your dispatcher and he will amend the release, send you a new one etc. There is generally a little fudge fuel in each release. I have not seen one with out extra that is termed contingency fuel that is required for "Dispatch" or brake release. There is generally a little more added to the ramp column as well.
08-03-2009, 05:56 AM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
I know nothing about the DC9. There, I got that out of the way. But... on the 727, there was no checklist item for the pitot heat. It was turned on by the FO on his overhead flow. That item could kill you (albeit a little slower) just like having flaps up, yet it was deemed sufficient to have it in the overhead prep by the FO. Do you have pitot switches on the -9, and how are those handled? I guess what I am getting at in all this is that flying is still a risky venture in some respects. One could even conclude that by making our checklists so overly complicated we have induced an unnecessary level of complexity that has caused some of this mess. Food for thought: Take a look at the Boeing checklists on the yoke sometime. My comment about complexity stems from looking at a very simple checklist that Boeing uses to the tomes we not recite on a daily basis, yet still somehow seem to geek up. I'm just sayin'...
For the DC-9, the heated components are controlled by a rotary switch and monitored by an annunciator that illuminates if any element goes unpowered with the switch on or off. I get your point about the 727 though.
Things will work out. I'm sure if it becomes a problem or if they get enough complaints they will make the proper changes.
Is it true that you guys down south don't push back from the gate until you have your load data numbers?
New K Now
08-03-2009, 05:57 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
More cuts at CVG.
Cincinnati hub is shrinking| ajc.com
Can you cut CVG tremendously but still keep a pilot and FA base or at what point do they have to end that?
Cincinnati hub is shrinking| ajc.com
Can you cut CVG tremendously but still keep a pilot and FA base or at what point do they have to end that?
08-03-2009, 05:59 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
How many items are on the FNWA taxi check? We have 2 items at DAL-S. Flaps, and flight controls. That's it. It's really pretty hard to miss them. At my previous airline, we called for the flaps to be set. FO set them then we checked during the taxi. Now we brief it, enter it in the FMS, look at it on the MCDU, and dual-check it twice. All without unnecessary verbiage. I think some of you guys are making a mountain of a molehill here.
Now who's got the inside scoop on the AE/Displacement Bid? How junior is EMB-190 CA in LGA going to go?? And most importantly, how many of you are taking VD's/ bidding out of LAX so I can stay home with my beautiful wife and two small children who desperately need me (to not commute).
Now who's got the inside scoop on the AE/Displacement Bid? How junior is EMB-190 CA in LGA going to go??
And most importantly, how many of you are taking VD's/ bidding out of LAX so I can stay home with my beautiful wife and two small children who desperately need me (to not commute).I may have to go check out a new base this time around just for giggles.
08-03-2009, 06:00 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
ts,
For the DC-9, the heated components are controlled by a rotary switch and monitored by an annunciator that illuminates if any element goes unpowered with the switch on or off. I get your point about the 727 though.
Things will work out. I'm sure if it becomes a problem or if they get enough complaints they will make the proper changes.
Is it true that you guys down south don't push back from the gate until you have your load data numbers?
New K Now
For the DC-9, the heated components are controlled by a rotary switch and monitored by an annunciator that illuminates if any element goes unpowered with the switch on or off. I get your point about the 727 though.
Things will work out. I'm sure if it becomes a problem or if they get enough complaints they will make the proper changes.
Is it true that you guys down south don't push back from the gate until you have your load data numbers?
New K Now
Correct, we wait until the numbers are in hand. It saves the gate return for an improperly balanced load.
08-03-2009, 06:03 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
08-03-2009, 06:09 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
I've filled out a few of those critiques and honestly the format is so un-user friendly it makes me surprised to hear they are a big deal. You would think they would give you more than 3 lines and text wrapping if they wanted you to be able to write anything coherent or meaningful. Once you run out of space you can't edit without starting over or having to count how many spaces to delete so you can add what you want. I've had maybe 5 things I wanted to mention and barely space for 2. Very frustrating and and difficult to write like that. Made me think they really didn't want the input or they would give us adequate space.
Not to be smug here, but if you do not like the form, and really want something changed do a little leg work. In many of our DAL formal publications, e-mails and weekly updates, there is/are other forms of contract like a phone number, e-mail addresses etc. I did not like one said procedure, so I was going to write it up. I saw what you did, so I wrote a word doc, and attached it to a e-mail.
Also one of the former A team members is in the domestic CPO. Go in there and talk to him. I am sure that if there is a real issue and your points are valid, he will get on the phone that second. If not he wil give you a contact to make your concerns known.
Thread
Thread Starter
Forum
Replies
Last Post
