Any "Latest & Greatest" about Delta?
01-26-2012, 01:48 PM
Gets Weekends Off
Joined APC: Jun 2009
Posts: 5,113
I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.
Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?
Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.
01-26-2012, 01:49 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
No, it was the CA doing everything. You can't input the AWABS without the CA stopping the jet and commanding the input. So, you can't input the numbers at the gate, you have to wait until you're taxiing...and then you have to stop and input the numbers. No more getting it done at the gate when you get the numbers early. CA commands the flaps, starts the taxi, stops the taxi, commands the numbers, corroborate the numbers and start taxiing again. It was adding about 45 seconds to a minute to our departure, which is what we were tasked to measure.
01-26-2012, 01:51 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,596
Just a caution to everyone on copying information from Delta company sites and posting it on a public forum. Don't become a management hostage that DALPA has to negotiate a release for. There have been several posts in the last few weeks of items the company posted on DBMS ect.. that were not intended for public reposting. Think before you hit the enter key.
01-26-2012, 01:52 PM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
Does it cruise, or just meander from around one assigned altitude to the vicinity of another altitude while moving the throttles in the opposite direction of what makes sense now (but was probably a good solution 20 seconds ago)?
01-26-2012, 01:54 PM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
First, we were told we can do performance on the pushback, as long as we're stop for performance data. Many bought into it. So much in fact that they volunteered to do it as we moved, which was then blessed from Above, by requiring only that we stop for CA analysis of the numbers.
I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.
Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?
Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.
I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.
Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?
Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.
01-26-2012, 02:06 PM
Gets Weekends Off
Joined APC: Dec 2007
Position: ATL717A
Posts: 890
Just a caution to everyone on copying information from Delta company sites and posting it on a public forum. Don't become a management hostage that DALPA has to negotiate a release for. There have been several posts in the last few weeks of items the company posted on DBMS ect.. that were not intended for public reposting. Think before you hit the enter key.
But if everybody thought before they hit the enter key, this place would be very dull.
Last edited by Jughead; 01-26-2012 at 02:25 PM.
01-26-2012, 02:11 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Maddog don't give a ___. Look out, here comes a maddog wandering around in cruise!
01-26-2012, 02:14 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
First, we were told we can do performance on the pushback, as long as we're stop for performance data. Many bought into it. So much in fact that they volunteered to do it as we moved, which was then blessed from Above, by requiring only that we stop for CA analysis of the numbers.
I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.
Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?
Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.
I guess it makes perfect sense: with the emphasis we've put on hiring A#1 tug drivers, ramp safety is at an-time high (give or take a couple of tails and winglets), so there isn't really anything to catch on the pushback that might be of concern to us, or a danger to our career. So, it's cool with me.
Just to make sure we've got our head down, whoever, we're now going to mandate that the performance checklist be accomplished away from the ramp?
Let's go back to the beginning: the procedure shifted the repsonsibility for ACS getting numbers on time, to our tickets, by having us do performance on the push. We accepted. That's where we went wrong. But let's not cry over spilt milk. We simply need to go back to push, set brakes, then tan our necks for a while, then take care care of the administrative stuff, then taxi.
01-26-2012, 02:17 PM
Back on TDY
Joined APC: Apr 2008
Position: 747-400 Captain
Posts: 12,487
01-26-2012, 02:31 PM
Banned
Joined APC: Jul 2010
Posts: 793
Yes. It's really nice to be able to see where you sit more than 2 days out. While on topic, how many raw points will a SC period be worth? Just my 2 cents but I think the first raw bucket should be 0-50. 0-80 is going to be a huge bucket as there are often months where many pilots never even make it to 80 RAW.
BTW, how can a pilot have a RAW of 88 showing up in the month of Feb already?
Thread
Thread Starter
Forum
Replies
Last Post
