Any "Latest & Greatest" about Delta?
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Can't abide NAI
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Originally Posted by TANSTAAFL;1374395[B
]I think you guys don't understand the old NWA system - you could never bid over the high time threshold to get 1.5X. It was just a different way of allocating the premium flying that showed up in open time.[/B] The staffing formula was the staffing formula - there was never the ability to manipulate reserve levels to have more or less pilots in a category so that they could be picked up by high time swaps or pick ups.
True - but I don't think it matters now for a couple of reasons:
We are not under the old NW system and the system we are currently under - does let guys bid MAXIMUM CREDIT and put in blanket WSs.
The old DAL system Lines of time did not allow this either - but DALs system has evolved just as the NW system would have evolved without a merger if NW were still operating independently.
Looking back at the good things both DAL and NW had don't really affect us now, and extrapolating what we had in the past with our new work-rules does not paint an accurate picture - we have to work with what we have now- PBS, and thousands of Pilots wanting to fly 90 + hours on a monthly basis.
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Scoop - Just my 2 cents.
Last edited by johnso29; 03-18-2013 at 02:22 PM. Reason: Fixed quote
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To correct a practice that has been changed with the introduction of new triggers, and new aircraft. Which was my point: the company is changing the triggers. Let's not have a futile debate about techniques to be used if you happen to catch on. If the tow-in example is too complicated, let's look at the GPS example. Is that not a change in practices?
Bottom line is that we need to have a fair trigger, that accounts an airfract that being sent on it's way, gives Delta the out-time it deserves, and doesn't cause us to lose flight pay. For example, when at a place where we've done our job, we've done some token step (like brake release) or something else that is smart and safe, and signifies our complete readiness to move, we need to get paid. Past practices was to let us determine that through whatever triggers technology allowed, current practice is shifting to the machine deciding on-time.
With that said...
The company is WAY out to lunch trying to reorder the push sequence to shorten taxi time. Seems the most fair way to monitor the timeliness of your operation is for the brake being released simultaneous with the pushback call. Why is that so challenging for anyone? Don't have to pushback (EYW) then close the door, release, reset the parking brake, crank and go. Then when the brake is set and both engines are in the OFF mode, they can have their IN time. Everything else is outside the control of the PIC, so it certainly shouldn't impact our block time.
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Rutro, I live in College Park by the ATL airport and my yard is covered in hail, some pieces up to golf ball sized. I hope we didn't have too much aircraft damage.
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Yikes. Flying from SLC-ATL and just were notified we're diverting to MEM because of weather in ATL.
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More than 400 cancellations delay travel at D/FW Airport | wfaa.com Dallas - Fort Worth
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