dash8driver64
Well-known member
- Joined
- Nov 28, 2001
- Posts
- 63
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I believe that this will be a question that the lawyers will be sorting out over the next few weeks.
Not to throw stones here, but it would not be out of the realm of the believable to discover that this was yet another cost cutting move at the expense of the regional 'partners' gone bad. This could simply be a case of not enough resources being allocated to accomplish the task of the contracted engine maintenance. (Also, as we all know, the work is never truly done until it is signed off.) Other examples of this would be the recent decrease in number of rampers working DCI flights at KATL, thus negatively affecting D0 and A14 numbers, the raw schedules given to ASA's scheduling department lately, the removal of ASA personel from outstations; the list goes on.
The ultimate question that needs to be answered, which publicly can not in todays legal environment, is whether or not the work was actually done. If it was a matter of the work actually being done, but simply accounted for, that's one thing. If it turns out that the required work was simply not done, that's something else all together. This statement is regardless of whether Delta or ASA maintenance did the work.
True, but there will be legal responsibility either way.
As for the ramp. That is not just at the DCI gates. DAL is cutting staff at all of the gates. Go to E at 10 am in the morning. It is very understaffed. They are using ready reserves to fill in the spots. It is just business as usual for DAL.
Hey, I make heavy turns onto the runway! Bash away, I know it looks pretty stupid. But in my defense, I do it for a reason. The runway performance numbers I use assume that I actually start at the end of the runway, not 300 feet down it. For anyone who does flex t/o on those 8E- engines knows that you use a lot of runway. I use enough 6000 and 7000 ft runways at (relatively) heavy weights on hot days to know that a few hundred feet can make the difference if I lost an engine. I don't assume that every takeoff will be on two engines. Instead of just utilizing max runway on those particular days, I make it a habit to do it on all runways so that one day I don't accidentally short myself when I need it. I will never use all 9500 feet in PHL, but by making "heavy" turns a habit, I may save my bum in Key West or DCA one day.
There are a lot of ways to fly an airplane. My style reflects the safest reasonable approach I know of. I'm not going to risk hitting runway end lights with an engine just to get 10 more feet, but I will try to have the tail touch the runway end. It's ok if you don't like it, but understand that I don't do it to stroke my ego.
I wasn't poking at heavy turns onto the runway. It's the heavy turn to hold short of the runway when no. 1 for t/o that I always thought was fun to watch.