Any "Latest & Greatest" about Delta?
08-02-2010, 10:10 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
ha... the big cheese... somebody is funny...
Last edited by forgot to bid; 08-03-2010 at 05:36 AM.
08-03-2010, 03:36 AM
Gets Weekends Off
Joined APC: Dec 2007
Position: ATL717A
Posts: 890
Really? Wow - thanks for the reminder, although it has nothing to do with my point. Let's get back on track with a 7 page diatribe on who should set the flaps.
08-03-2010, 05:40 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,590
If so, good! It should hurt the company to furlough. That way they don't make rash decisions. If the flow was not there they would have furloughed a year ago and screw a whole bunch of us only to go whoops we are short handed come on back. Meanwhile someones family just went through the ringer and their kids are eating Frooty Os from a bag instead of Fruit Loops from a box.
Take it from the Cap'n, eat cereal from a box!
Take it from the Cap'n, eat cereal from a box!
The drop in flight hours per pilot however led to much howling especially from the NW pilots about how they were not getting a raise. Everyone got hit hard with the cutback N or S. The companies ability to adjust flight hours via the contract and PBS however kept the furlough issue from even being considered. Under a more rigid contract and a line of time bidding system is likely we would have seen furloughs. The unions job however should be to attempt to protect all pilots jobs not protect some pilots paychecks. I did not like 68 hour lines but much preferred it to pilots on the street.
08-03-2010, 05:49 AM
Gets Weekends Off
Joined APC: Jan 2008
Position: A330
Posts: 216
MD88/90 questions
Now that all of the NYC guys are getting 90 qualified, I have some questions.
When completing the training CD and entering it in DBMS, do you get pay for the training? If so, when is it credited? The month you complete it? Also, how much credit is it worth (if any)?
Suppose you are on reserve in the category, how is the 70 hours for reserve calculated? Is it based on 88 rates or is it somehow pro-rated with the 90?
When completing the training CD and entering it in DBMS, do you get pay for the training? If so, when is it credited? The month you complete it? Also, how much credit is it worth (if any)?
Suppose you are on reserve in the category, how is the 70 hours for reserve calculated? Is it based on 88 rates or is it somehow pro-rated with the 90?
08-03-2010, 06:06 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
The flow was simply one layer in the economic choice to furlough. The company always calculates it out in months to payback for a furlough. The flow might have been worth 2 extra months in that calculation. For what its worth the company never looked at furloughs as a real option in the last two years even with the huge downturn. The current contract gives them tremendous flexibility in moving flight hours per pilot up and down. It takes away a lot of the furlough incentive the company might have. Combined with the many layers of economic penalty in the contract if a furlough happens such as the flow made furlough not even a issue for the 4th floor.
The drop in flight hours per pilot however led to much howling especially from the NW pilots about how they were not getting a raise. Everyone got hit hard with the cutback N or S. The companies ability to adjust flight hours via the contract and PBS however kept the furlough issue from even being considered. Under a more rigid contract and a line of time bidding system is likely we would have seen furloughs. The unions job however should be to attempt to protect all pilots jobs not protect some pilots paychecks. I did not like 68 hour lines but much preferred it to pilots on the street.
The drop in flight hours per pilot however led to much howling especially from the NW pilots about how they were not getting a raise. Everyone got hit hard with the cutback N or S. The companies ability to adjust flight hours via the contract and PBS however kept the furlough issue from even being considered. Under a more rigid contract and a line of time bidding system is likely we would have seen furloughs. The unions job however should be to attempt to protect all pilots jobs not protect some pilots paychecks. I did not like 68 hour lines but much preferred it to pilots on the street.
Thanks sailingfun.
08-03-2010, 06:26 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
The flow was simply one layer in the economic choice to furlough. The company always calculates it out in months to payback for a furlough. The flow might have been worth 2 extra months in that calculation. For what its worth the company never looked at furloughs as a real option in the last two years even with the huge downturn. The current contract gives them tremendous flexibility in moving flight hours per pilot up and down. It takes away a lot of the furlough incentive the company might have. Combined with the many layers of economic penalty in the contract if a furlough happens such as the flow made furlough not even a issue for the 4th floor.
The drop in flight hours per pilot however led to much howling especially from the NW pilots about how they were not getting a raise. Everyone got hit hard with the cutback N or S. The companies ability to adjust flight hours via the contract and PBS however kept the furlough issue from even being considered. Under a more rigid contract and a line of time bidding system is likely we would have seen furloughs. The unions job however should be to attempt to protect all pilots jobs not protect some pilots paychecks. I did not like 68 hour lines but much preferred it to pilots on the street.
The drop in flight hours per pilot however led to much howling especially from the NW pilots about how they were not getting a raise. Everyone got hit hard with the cutback N or S. The companies ability to adjust flight hours via the contract and PBS however kept the furlough issue from even being considered. Under a more rigid contract and a line of time bidding system is likely we would have seen furloughs. The unions job however should be to attempt to protect all pilots jobs not protect some pilots paychecks. I did not like 68 hour lines but much preferred it to pilots on the street.
Yep, ALV Flex be darned
08-03-2010, 06:32 AM
Gets Weekends Off
Joined APC: Feb 2009
Posts: 217
Droid X
Is anyone using the Droid X yet? If so, is it compatible with I-Crew? How about setup? What browser works best?
Thanks in advance,
Desp
Thanks in advance,
Desp
08-03-2010, 07:06 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
T,
Wow! You have more faith in management then I do. I have a hard time seeing the bean-counters, who seemingly are always 180 degrees out with fuel hedges, giving us a raise on this issue.
Eventually this will all work itself out. I have no problem if Airbus guys decide to taxi 2 engines. In the last 6 years I have been on the 88/90, 767/757, and the 737 - and in every fleet there are guys, for a plethora of reasons, who taxi with 2 engines. Yes, we should all try to operate efficiently, but lets continue to give our Captains the benefit of doubt as to how to accomplish this. Usually guys have a very good reason for what they are doing, anecdotal evidence on this forum notwithstanding.
Scoop
Wow! You have more faith in management then I do. I have a hard time seeing the bean-counters, who seemingly are always 180 degrees out with fuel hedges, giving us a raise on this issue.
Eventually this will all work itself out. I have no problem if Airbus guys decide to taxi 2 engines. In the last 6 years I have been on the 88/90, 767/757, and the 737 - and in every fleet there are guys, for a plethora of reasons, who taxi with 2 engines. Yes, we should all try to operate efficiently, but lets continue to give our Captains the benefit of doubt as to how to accomplish this. Usually guys have a very good reason for what they are doing, anecdotal evidence on this forum notwithstanding.
Scoop
First of all.. the bean counters do not give us any payraises. Those are negotiated.. but that's beside the point.
I DO have a problem with ANY pilots taxiing on 2 engines IF there is not a good reason for it. Taxiing on 2 just because you want to is not a good reason. If you need the extra cooling air.. fine. If there is a hill to climb.. fine. If you have a tight gate on arrival.. you get the picture. 99% of this is just flat out laziness and obstinance, and that just doesn't cut it. Show a little pride in your professionalism, or is that too much to ask?
08-03-2010, 07:16 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
T,
I appreciate your passion, honest. I try and save money and gas every chance I get, not because I'm a company man but because I'm into dead dinosaur conservation.........shoot, I even got rid of my big sports car awhile back and got a Mazda 3. Momma, on the other hand, won't discuss her SUV
I just go back to fuel flows on the taxi out (I always encourage single engine taxi in) but I bet if you look, the difference between one at a higher power setting vs 2 in a lower setting or maybe even idle is not that great or maybe even equal. So, you gain an FO who is watching taxi traffic and listening to the radio etc vs starting the engine. Which, I'll remind you, is the whole reason you gave us for the FO starting the engine after push.......so the capt could watch ramp congestion.
But, I guess what I'm trying to say is we hear your concerns about money and dead dinosaurs. Cross flow is the answer because "try it you'll like it" or "mom says so" will fall on deaf ears
Ferd
I appreciate your passion, honest. I try and save money and gas every chance I get, not because I'm a company man but because I'm into dead dinosaur conservation.........shoot, I even got rid of my big sports car awhile back and got a Mazda 3. Momma, on the other hand, won't discuss her SUV
I just go back to fuel flows on the taxi out (I always encourage single engine taxi in) but I bet if you look, the difference between one at a higher power setting vs 2 in a lower setting or maybe even idle is not that great or maybe even equal. So, you gain an FO who is watching taxi traffic and listening to the radio etc vs starting the engine. Which, I'll remind you, is the whole reason you gave us for the FO starting the engine after push.......so the capt could watch ramp congestion.
But, I guess what I'm trying to say is we hear your concerns about money and dead dinosaurs. Cross flow is the answer because "try it you'll like it" or "mom says so" will fall on deaf ears
Ferd
I hear what you are trying to say about the FO looking out and all that, and I would never advocate a policy that compromises safety, but I truly think that for the most part this is a non-issue. If there is a captain that truly believes this is an issue, stop the jet, set the brake and start the engine. I believe this is overkill, but in the interest of safety... whatever you think you need. The fuel savings will still overshadow current practice.
08-03-2010, 07:17 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
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