Any "Latest & Greatest" about Delta?
06-04-2010, 04:45 PM
At home on the maddog!
Joined APC: Mar 2009
Position: ATL MD-88A
Posts: 2,874
FtB;
I cannot in good conscience do that! (For the good of the APC community of course)
DAL88;
On the 767/757 we set the parking brake in the before start checklist, and then the ramp lead will get on and we will confirm the brake is set and they are cleared for chock removal. We release for a suck chock or to push.
I cannot in good conscience do that! (For the good of the APC community of course)
DAL88;
On the 767/757 we set the parking brake in the before start checklist, and then the ramp lead will get on and we will confirm the brake is set and they are cleared for chock removal. We release for a suck chock or to push.
06-04-2010, 04:49 PM
Gets Weekends Off
Joined APC: Jan 2009
Position: Nice while it lasted
Posts: 326
The three hour rule was driven by Passenger rights. Passengers do not give a crap about our beacon. They are officially "trapped" on the airplane as soon as the door closes. That's when their personal 3 hour rule begins, and I'm sure some lawyer will make a lot of money arguing that point somewhere down the road. Sitting at the gate with the beacon off doesn't sound like a very solid defense to me.
06-04-2010, 04:54 PM
At home on the maddog!
Joined APC: Mar 2009
Position: ATL MD-88A
Posts: 2,874
BTW, we broke a tow bar yesterday in ATL. (Yeah, I know... I was actually flying yesterday! 
)
The brakes were set per the checklist. The ground guy came on the interphone and mumbled something about chock removal. I told him twice, "Brakes Set, Pressure Normal" (told him twice because he was mumbling and I wanted to make sure he understood that the brakes were set in case he was asking me to release them). Next thing I know we hear a loud pop and the tow bar shear pins broke. Apparently, he needed the brakes released to remove a stuck chock and he was not paying attention to what I said.
Anyway, that's one of the reasons I don't like this new (to us south guys) procedure. I think it worked a lot better and presented less chances for problems when we just released the brakes after receiving the chocks signal and left them released through the pushback for the next flight. But I do it the way I'm supposed to because that's what it says in the book.
)The brakes were set per the checklist. The ground guy came on the interphone and mumbled something about chock removal. I told him twice, "Brakes Set, Pressure Normal" (told him twice because he was mumbling and I wanted to make sure he understood that the brakes were set in case he was asking me to release them). Next thing I know we hear a loud pop and the tow bar shear pins broke. Apparently, he needed the brakes released to remove a stuck chock and he was not paying attention to what I said.
Anyway, that's one of the reasons I don't like this new (to us south guys) procedure. I think it worked a lot better and presented less chances for problems when we just released the brakes after receiving the chocks signal and left them released through the pushback for the next flight. But I do it the way I'm supposed to because that's what it says in the book.
06-04-2010, 04:56 PM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
As I understand it, the policy is to make sure that we can guarantee in almost every instance that a jet will be at a gate or take off within three hrs. Gate returns with one runway closed in JFK has caused issues and is the reason that all airlines were flying a winter type schedule until the main phase of the runway project was completed.
I have not been there in the last week, but it was to be completed at the end of last month and then phase two to the E of KK was to go next and the last phase was to take place after the summer rush.
Because of this constraint we had to implement the procedures. Of course that is just my read of the guidance and I could be totally incorrect.
I have not been there in the last week, but it was to be completed at the end of last month and then phase two to the E of KK was to go next and the last phase was to take place after the summer rush.
Because of this constraint we had to implement the procedures. Of course that is just my read of the guidance and I could be totally incorrect.
06-04-2010, 05:01 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
88, if they ever change their mind about brakes released it'd be after we and the ramp start doing it right. 
06-04-2010, 05:06 PM
Gets Weekends Off
Joined APC: Jan 2009
Position: Nice while it lasted
Posts: 326
Anyway, that's one of the reasons I don't like this new (to us south guys) procedure. I think it worked a lot better and presented less chances for problems when we just released the brakes after receiving the chocks signal and left them released through the pushback for the next flight. But I do it the way I'm supposed to because that's what it says in the book.
06-04-2010, 05:17 PM
Gets Weekends Off
Joined APC: Apr 2010
Position: B737NG-B
Posts: 203
My first comment is that this is bad for the pilot group, especially fNW. GB is always very proactive in helping pilots in any situation. He ended up as the fNW pilot highest up the food chain post-merger.
I thought he would retire out of frustration, but this was about a year earlier than my guesstimate.
Some of his checkouts were done as part of being Chief Pilot in Honolulu.
I am proud to say that he maintained the finest HNL tradition of being a GREAT CP. It was almost like working for a different company based in HNL.
3 out of our 4 HNL CPs flew more line trips than the rest of the CPs combined during their respective tenures. I remember many times GB would jump on a flight from the west coast to HNL and tell the captain (who somehow almost always lived on the west coast) to go home, because he was flying this leg.
Great loss for the pilot group. Very sad to see him retire. Happy for his family.
I thought he would retire out of frustration, but this was about a year earlier than my guesstimate.
Some of his checkouts were done as part of being Chief Pilot in Honolulu.
I am proud to say that he maintained the finest HNL tradition of being a GREAT CP. It was almost like working for a different company based in HNL.
3 out of our 4 HNL CPs flew more line trips than the rest of the CPs combined during their respective tenures. I remember many times GB would jump on a flight from the west coast to HNL and tell the captain (who somehow almost always lived on the west coast) to go home, because he was flying this leg.
Great loss for the pilot group. Very sad to see him retire. Happy for his family.
06-04-2010, 05:28 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
06-04-2010, 05:35 PM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
FtB;
It is because you are watching Jersey Girls while posting?
It is because you are watching Jersey Girls while posting?
06-04-2010, 05:57 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Better yet, tonight it's He's Just Not That Into You... so much better than nj housewives, prostitutes and company.
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