Any "Latest & Greatest" about Delta?
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Joined APC: Jul 2008
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Yep, international flights are filed with ICAO flight plans
FL and mach changes are o the HOWGOZIT at given waypoints
Flight plan and HOWGOZIT are on PF clipboard which is to be located on aft pedestal near the printer. Easy access for all three or four pilots. We all work off the same sheets of paper. It may be a little different, but there were instances where two pilots were looking at different information.
FL and mach changes are o the HOWGOZIT at given waypoints
Flight plan and HOWGOZIT are on PF clipboard which is to be located on aft pedestal near the printer. Easy access for all three or four pilots. We all work off the same sheets of paper. It may be a little different, but there were instances where two pilots were looking at different information.
I actually requested a copy of the ICAO strip from Dispatch, it was much easier to find all the info I wanted on a 5 line printout rather than dig thru a 3 page HOWGOZIT. I agree that MOST of the same info is there in AWABS, but at DAL-N we are used to finding most things on the release or FLight Plan.
Also noticed the coordinates for FIR boundaries were not listed on Westbound HNL-Asia. On the P-1 Chart that is a required manual CPDLC report. In reality, if you miss the report, Tokyo rarely notices, but its still required according to Jepp.
DAL-N flight plan at each waypoint there were spaces to record pertinent info for each waypoint crossing, you could either fill in or leave blank what you felt was necessary and you could read a HF position report from left to right verbatim. Haven't found that true of AWABS, no room to write Next Mandatory Reporting Point ETA, Following point, spot winds, OAT and turb code. Old flight plan also had TROP info on waypoint line, didnt have to dig it out of the Wind Data page printout. We did have a Wind Data Summary similar to AWABS, just seems like we had more info available on just the Flight Plan and Release without having to dig int other parts of the paper stack.
Also had one airport where an intersection takeoff is the norm, but WDR didn't have the data for that intersection.
Hoping for better luck on leg number 4.
An AirTran buddy of mine put this up on facebook, this is a comedian talking to Conan Obrien about life and flying on airliners, its funny and pro-airline:
YouTube - Everythings Amazing & Nobodys Happy
YouTube - Everythings Amazing & Nobodys Happy
I'm more... repulsed. I'm not an MEC-hater, but I don't want my compensation to come from funds they receive. I want it to come from equipment I fly. Any "compensation" we get in JV's need to come back to us in other forms, i.e. jobs elsewhere. If they want relief somewhere, they pay it elsewhere.
If all we ant are cash payouts from granting relief, we could simply have one multi-millionaire "Delta Pilot", and outsource everything else.
If all we ant are cash payouts from granting relief, we could simply have one multi-millionaire "Delta Pilot", and outsource everything else.
I beleive that given where we are and the scope of these JV's we need to see something in return. I much prefer to do the flying ourselves but we have agreed not to. 50-50 in the case of the AF JV.
If you tell me we can sit there are tell the company to shove off on a China Eastern JV or the like and do it ourselves I am all for that, but realistically I do not see that happening in the near term.
This is not about getting blood money for scope sales, this is about being compensated for the revenue generated by agreeing to such ventures. The preferable avenue is organic growth and if you can really see is thwarting a JV and do it ourselves go for it. I am sure France and China are going to let us fly all over their respective countries with no regard to their "hometown" airlines.
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Inventory survival kit ..
Joined APC: Jul 2008
Position: Seeking no jacket required rotations
Posts: 1,069
Nu,
I'm a pretty even keel guy and try to see both sides of an issue but, as far as the rig grievance goes, after reading the appropriate contract sections, do you really believe there is a chance of winning? I'm not a lawyer, even though my namesake is one , but the language seems pretty cut and dried. Is there something I'm missing? What is the argument to be used to win?
To all others..........sorry for prolonging this!!
Denny
I'm a pretty even keel guy and try to see both sides of an issue but, as far as the rig grievance goes, after reading the appropriate contract sections, do you really believe there is a chance of winning? I'm not a lawyer, even though my namesake is one , but the language seems pretty cut and dried. Is there something I'm missing? What is the argument to be used to win?
To all others..........sorry for prolonging this!!
Denny
If you had to pick ONE guy at DAL-N that was the most trusted guy doing ALPA work, it would more than likely be KW. The fact that he feels he is being ignored and resigns is akin to seeing a Space Shuttle launch amidst a sea of flare gun launches. This will turn out to be a huge loss for both DAL-S and DAL-N pilots.
IMO if you had to pick a Chief Pilot at DAL-N that pilots most respected it would likely have been GB. I think privately you would hear similar complaints about how his "input" is being ignored on larger issues.
Each and every DAL-N pilot is, rightly or wrongly, hearing how former DAL-N pilots in ALPA committee positions, training positions, MEC positions, management positions and even non-Flt Ops positions are having their input ignored.
I am not saying that ALL of the numerous reports/rumors are true, but KW has extremely high credibility with DAL-N pilots to the point that his complaints will be treated as having an extremely high degree of accuracy.
I hope GB is not continually frustrated to the point where he just takes an early retirement, but I am starting to wonder if some of the stories are, in fact, true. If GB retires over his frustrations, it will be a great loss to both DAL-N and DAL-S.
The fact that the problem/perception exists is a huge boon for DAL Management in any negotiations in which ALPA intends to unify the pilot group.
Gets Weekends Off
Joined APC: Feb 2006
Position: A320 CA
Posts: 973
As I described use the AF agreement as a template and take a percentage of the revenue generated on the DAL side of the house. It does not effect the deal and becomes a "cost" like everything else. this IS NOT a way to perform less flying, but to be "risk partners" or "revenue dependent partners" in the JV. Think of it as motivation for you to perform your job to bring the revenue in to the DAL side of the house for your 20K plus per year check.
Gets Weekends Off
Joined APC: Feb 2006
Posts: 1,242
Frankly, nothing.
AE within two weeks or so.
More 90's. From where is still not something that is public knowledge.
SEA ER base with 120-130 in each seat. CVG ER pulldown.
There is more, but that is the big stuff.
China Eastern has been quiet on their partner, and that was to be announced NLT March 31. LGA should be announced shortly..
RASM is way up.
Publicly the flight ops leaders are stating no hiring this year, but the actions, as well as a few other things indicate otherwise. Fleet utilization is going way up, and all of the 757's (5500 block to) in MZJ and VCV will be returning.
80 and a few others will have a good dump for public consumption NLT tomorrow night.
AE within two weeks or so.
More 90's. From where is still not something that is public knowledge.
SEA ER base with 120-130 in each seat. CVG ER pulldown.
There is more, but that is the big stuff.
China Eastern has been quiet on their partner, and that was to be announced NLT March 31. LGA should be announced shortly..
RASM is way up.
Publicly the flight ops leaders are stating no hiring this year, but the actions, as well as a few other things indicate otherwise. Fleet utilization is going way up, and all of the 757's (5500 block to) in MZJ and VCV will be returning.
80 and a few others will have a good dump for public consumption NLT tomorrow night.
Should make a profit this year.
Basically, 7ER's moving West. A330's moving East
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