Any "Latest & Greatest" about Delta?
For pilots, preference is just wanting to do things the way you first did it.
At Northwest, if I remember correctly, (geeze, it's been that long?) they printed three releases, a flight plan, weather & NOTAMS, and a flight attendant briefing form. One release was left at the gate, and the captain and the FO would each have their own release. Having two releases on the DC-9 was almost necessary, because we would use it to write down VOR frequencies, radials, DME's, ect. The flight plan was kept in between us, somewhere in the cockpit.
At Delta, you guys share the same release, and write down what you need on scratch paper. I know I initially thought, "Why don't they just print out two releases?" I learned the code to print out an extra one to give to my FO, but it stopped working. So, now I print out trip sheets from easy bid and give it to him/her. IMO, not quite as good, but good enough.
Today, I separate the flight plan, the NOTAMS, the WX, and the flight attendant briefing form. I find it easier for the NOTAMS and WX to be separated, so guys/gals can go right to what they want when needed.
To each his own. Different strokes for different folks.
At Northwest, if I remember correctly, (geeze, it's been that long?) they printed three releases, a flight plan, weather & NOTAMS, and a flight attendant briefing form. One release was left at the gate, and the captain and the FO would each have their own release. Having two releases on the DC-9 was almost necessary, because we would use it to write down VOR frequencies, radials, DME's, ect. The flight plan was kept in between us, somewhere in the cockpit.
At Delta, you guys share the same release, and write down what you need on scratch paper. I know I initially thought, "Why don't they just print out two releases?" I learned the code to print out an extra one to give to my FO, but it stopped working. So, now I print out trip sheets from easy bid and give it to him/her. IMO, not quite as good, but good enough.
Today, I separate the flight plan, the NOTAMS, the WX, and the flight attendant briefing form. I find it easier for the NOTAMS and WX to be separated, so guys/gals can go right to what they want when needed.
To each his own. Different strokes for different folks.
I'm still curious why you like to split the thing up, turning one document into four. Do you have different places that you put each new document? Otherwise, you now have four documents instead of one and when you want to find something you have to first sort through the stack to find which document contains what you're looking for. It just seems to me that it's easier to have one document, be familiar with the format so that you know the order in which things appear, and then you (and your F/O) are picking up the right document (the only document) on the first try and you can flip right to what you're looking for.
Gets Weekends Off
Joined APC: Apr 2009
Posts: 1,576
Can't speak for newK, but for me its because there are certain things I want embedded in the paperwork. If these items were at the end, Id probably leave the rest intact. I like to tear off the very top of the weather brief which has the flt #, cty pair, rel #, disp #, rte, out and in times in both Z and local. I put this on the yoke clip and also use it to jot down SOB, Blk, T/O, min fuel, zfw, etc. Also, I tear off the flight attendant briefing form that has our names, flt time, and I add the destination wx and ride info(only if expecting greater than lt chop/turb) So to get those 2 items separated it requires tearing the entire package into about 3 pieces.
That code still works. On the blue screen, JCPXXXX (XXXX=flight number) and hit enter. Some agents might not appreciate it though because you're tying up their printer for several minutes to print out something that has already been printed.
I'm still curious why you like to split the thing up, turning one document into four. Do you have different places that you put each new document? Otherwise, you now have four documents instead of one and when you want to find something you have to first sort through the stack to find which document contains what you're looking for. It just seems to me that it's easier to have one document, be familiar with the format so that you know the order in which things appear, and then you (and your F/O) are picking up the right document (the only document) on the first try and you can flip right to what you're looking for.
I'm still curious why you like to split the thing up, turning one document into four. Do you have different places that you put each new document? Otherwise, you now have four documents instead of one and when you want to find something you have to first sort through the stack to find which document contains what you're looking for. It just seems to me that it's easier to have one document, be familiar with the format so that you know the order in which things appear, and then you (and your F/O) are picking up the right document (the only document) on the first try and you can flip right to what you're looking for.
Moderator
Joined APC: Dec 2007
Position: DAL 330
Posts: 6,992
Question for the GS gurus:
I have a line this month and am on reserve next month starting on the 1st. If I put in for a GS that spills one day into the next month is it a GS with or without conflict? It won't cause me to drop a trip but it will spill into a reserve day next month.
Many thanks,
Humboldt
I have a line this month and am on reserve next month starting on the 1st. If I put in for a GS that spills one day into the next month is it a GS with or without conflict? It won't cause me to drop a trip but it will spill into a reserve day next month.
Many thanks,
Humboldt
It is a regular Green-slip. How you get paid is a little tricky. I will do my best to explain it. Hopefully if I put out anything incorrect (not 100% sure on some of this) a contract Ninja will pipe up with a correction.
If you get a GS like you describe above I believe your pay will be as follows:
All hard time above the GS trigger flown in the regular line month will be paid at 200%.
If you are within 5 hours of the GS trigger you can withdraw 5 hours from the bank to ensure it is all paid at 200%.
All time flown in the reserve month will be paid at straight pay above the cap if they are XXX or *** days. This will not apply to you since it is a reserve day.
All time flown in the reserve month on reserve days will pay/credit the same as any reserve call-out.
Any trip credit will be paid on the last day of the trip - in the above scenario a reserve month. In your case, since your last day is an on-call day I think, but not positive that it will pay as any reserve call-out.
If you flew on XXX or *** days you be given payback days which crew scheduling will use to replace your next on call days. This will not apply in the case you describe above.
Scoop
Why make things more complicated than they have to be?
Last edited by 80ktsClamp; 10-25-2014 at 12:04 PM.
Straight QOL, homie
Joined APC: Feb 2012
Position: Record-Shattering Profit Facilitator
Posts: 4,202
There are many times I get to the gate and the paperwork isn't avaialble or hasn't been printed out. I guess we're now supposed to sit around and wait during the time we could have used to get ahead in the airplane. Brilliant. Well, I'm not rushing once I get to go down the jetway.
Thanks for the Scoop, Scoop! Makes sense.
The trip sheets? No one has ever handed them back. Guys normally use them like they would their hotel pad and jot down what they normally put on there. At the very least the use it for ATC frequencies.
It is a regular Green-slip. How you get paid is a little tricky. I will do my best to explain it. Hopefully if I put out anything incorrect (not 100% sure on some of this) a contract Ninja will pipe up with a correction.
If you get a GS like you describe above I believe your pay will be as follows:
All hard time above the GS trigger flown in the regular line month will be paid at 200%.
If you are within 5 hours of the GS trigger you can withdraw 5 hours from the bank to ensure it is all paid at 200%.
All time flown in the reserve month will be paid at straight pay above the cap if they are XXX or *** days. This will not apply to you since it is a reserve day.
All time flown in the reserve month on reserve days will pay/credit the same as any reserve call-out.
Any trip credit will be paid on the last day of the trip - in the above scenario a reserve month. In your case, since your last day is an on-call day I think, but not positive that it will pay as any reserve call-out.
If you flew on XXX or *** days you be given payback days which crew scheduling will use to replace your next on call days. This will not apply in the case you describe above.
Scoop
If you get a GS like you describe above I believe your pay will be as follows:
All hard time above the GS trigger flown in the regular line month will be paid at 200%.
If you are within 5 hours of the GS trigger you can withdraw 5 hours from the bank to ensure it is all paid at 200%.
All time flown in the reserve month will be paid at straight pay above the cap if they are XXX or *** days. This will not apply to you since it is a reserve day.
All time flown in the reserve month on reserve days will pay/credit the same as any reserve call-out.
Any trip credit will be paid on the last day of the trip - in the above scenario a reserve month. In your case, since your last day is an on-call day I think, but not positive that it will pay as any reserve call-out.
If you flew on XXX or *** days you be given payback days which crew scheduling will use to replace your next on call days. This will not apply in the case you describe above.
Scoop
Gets Weekends Off
Joined APC: Jul 2007
Position: Left seat of a little plane
Posts: 2,431
I'm a little confused with this part. If the trigger is 75 and you are @ 74:30 and then fly a 20 hour GS does any of the GS trip count towards the trigger if you don't pull from the bank? I thought a GS was pay only and no credit, hence no credit towards meeting the GS trigger.
If you are below the GS trigger, the first thing that happens with your GS is that any time that is required to bring you up to the trigger is first paid out at straight pay and credit. In your example the first 30 minutes of the GS would be straight pay and credit, and the rest is double pay and no credit.
Two VERY important points:
1. As stated, you can borrow up to five hours from your bank to "fill up" to the trigger. So in your example it would be far better to take 30 minutes out of your bank to bring yourself up to the trigger; that way the GS would pay double for all of it.
2. GS accounting is not done until the END of the month. So if you have a GS at the beginning of the month, and your are way short of the trigger, not to worry. In addition to the five hours from your bank available to you, you have until the end of the month to white slip, swap with the pot, or use the swapboard to get your total non-GS hours up to or above the trigger.
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