Any "Latest & Greatest" about Delta?
10-25-2014, 03:55 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
10-25-2014, 04:02 PM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
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.
Now, I "split the thing up"
because the flight plan is normally way too long to begin with and it's easier to split that off from the rest of it when you track your fuel burn and times. I split the NOTAMS from the weather, for the same reason. JFK/LAX/SFO/SEA/ATL normally have way to many NOTAMS to keep with the weather. To me, it's easier to keep them apart. Go over the TP's again while you are enroute and not get bogged down by all the NOTAMS and go over the destinations NOTAMS when you get closer to landing again and not get bogged down by the weather.
The flight attendant briefing form goes to the lead flight attendant when I brief him/her. Like NERD, I add the weather, expected ride, MX, taxi times, notes, ect., to that.
So, really there are only three documents up there: the flight plan, NOTAMS, and weather.
I tried it your "non-splitting" way a few times. But, it was way to cumbersome to have the flight plan attached to the NOTAMS and WX while filling out the HOWGOZIT. It was too much paper to be rustling around.
10-25-2014, 04:02 PM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
10-25-2014, 04:04 PM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
10-25-2014, 04:05 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: 7er
Posts: 1,673
A GS on reserve day pays above guarantee for the 1st day of the trip. I had one last year and I'm pretty sure that is how it got paid out. Otherwise, why would one agree to a report < 12 if there is no benefit to the pilot? Perhaps I'm looking at it wrong. I can see the PB day being the advantage but I don't see how it changes the pay.
10-25-2014, 04:14 PM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
A GS on reserve day pays above guarantee for the 1st day of the trip. I had one last year and I'm pretty sure that is how it got paid out. Otherwise, why would one agree to a report < 12 if there is no benefit to the pilot? Perhaps I'm looking at it wrong. I can see the PB day being the advantage but I don't see how it changes the pay.
10-25-2014, 04:29 PM
Moderator
Joined APC: Dec 2007
Position: DAL 330
Posts: 6,991
Brocc,
What I think you are referring to is either a less than 12 hour call-out when on long call or an earlier than contractual report time on day 1.
I have had both of these pay as GS.
I believe that you are correct in the above scenarios and both of these situations would pay as a GS even though it was an "on-call" day. Other than those two situations, I am not sure that it would be a GS.
Not sure about schedulers letting you move an X day to an on call day but its worth a try.
Scoop
10-25-2014, 04:30 PM
At home on the maddog!
Joined APC: Mar 2009
Position: ATL MD-88A
Posts: 2,874
Yes. That code still works. I use it if the agent is busy. But, there was another one that allowed you to hi light the part of the paperwork you wanted to print, then print only that portion. That was a nice feature, because it saved a lot of trees.
Now, I "split the thing up" because the flight plan is normally way too long to begin with and it's easier to split that off from the rest of it when you track your fuel burn and times.
I split the NOTAMS from the weather, for the same reason. JFK/LAX/SFO/SEA/ATL normally have way to many NOTAMS to keep with the weather. To me, it's easier to keep them apart. Go over the TP's again while you are enroute and not get bogged down by all the NOTAMS and go over the destinations NOTAMS when you get closer to landing again and not get bogged down by the weather.
The flight attendant briefing form goes to the lead flight attendant when I brief him/her. Like NERD, I add the weather, expected ride, MX, taxi times, notes, ect., to that.
So, really there are only three documents up there: the flight plan, NOTAMS, and weather.
I tried it your "non-splitting" way a few times. But, it was way to cumbersome to have the flight plan attached to the NOTAMS and WX while filling out the HOWGOZIT. It was too much paper to be rustling around.
Now, I "split the thing up"
because the flight plan is normally way too long to begin with and it's easier to split that off from the rest of it when you track your fuel burn and times. I split the NOTAMS from the weather, for the same reason. JFK/LAX/SFO/SEA/ATL normally have way to many NOTAMS to keep with the weather. To me, it's easier to keep them apart. Go over the TP's again while you are enroute and not get bogged down by all the NOTAMS and go over the destinations NOTAMS when you get closer to landing again and not get bogged down by the weather.
The flight attendant briefing form goes to the lead flight attendant when I brief him/her. Like NERD, I add the weather, expected ride, MX, taxi times, notes, ect., to that.
So, really there are only three documents up there: the flight plan, NOTAMS, and weather.
I tried it your "non-splitting" way a few times. But, it was way to cumbersome to have the flight plan attached to the NOTAMS and WX while filling out the HOWGOZIT. It was too much paper to be rustling around.
10-25-2014, 04:32 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: 7er
Posts: 1,673
Then what are you talking about? The whole idea behind a GS while on reserve days is that is has to be less than 12 hours to report, LC assumed. If it's more than 12 hours out why would they give you a GS on reserve days? They would just assign you the trip as a reserve pilot. I'm not following your scenario.
10-25-2014, 04:46 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: 7er
Posts: 1,673
Thread
Thread Starter
Forum
Replies
Last Post
