AWESOME!!! What a great guy… Sounds like something C.E. Woolman would have done! Finally, we have a CEO with the true Delta Spirit.
Archive for the ‘deltanet news’ Category
LATEST DELTA CONTACTS:
MORRIS BEREND——–GOOD CONVERSATION ON THE PHONE.
RANCH LAND LOOKING GOOD WHERE DROUGHT HAS BEEN.
JIM PRESCOTT——ANOTHER LONG PHONE CHAT. GOING TO FLA. SOON BY CAR. AFTER THAT FLYING TRIP TO GERMANY.
JOHN WILSON—–SEEN HIM YESTERDAY. IN SPITE OF HEALTH PROBLEMS HE IS JOLLY EACH TIME I SEE HIM. GOT A HOUSE FULL OF SOME GOOD ANTIQUES. HE SAID HIM AND JEFF SCOTT GOT TO THE PIONEERS REUNION SOMETIME BACK.
LEOTIS RATCLIFF——A NAME I HAD NOT HEARD OF IN A VERY LONG TIME. HE RETIRED FROM DELTA AND WAS WORKING THE TOWER AT THAT TIME. NOW LIVES IN FRISCO, TEXAS. WANTS A CONTACT WITH RICHARD PRICE. I NOT HAVE IT.
THIS HOT WEATHER I HAVE MORE TIME TO MAKE CONTACTS WITH BY CAR, PHONE OR EMAIL.
LAST VISIT OF LAST WEEK WAS A STOP AT SAM BASS’S PLACE. IN SPITE OF MEDICAL CONDITIONS HE ALWAYS HAS A BIG SMILE. NO COMPUTER. OMAHA STEAKS HAD JUST BEEN THERE AND HE PUT IN GOOD WORD FOR THEM.
G.I. JOE WAS A WWII SONG AND DID NOT KNOW THEY HAD A SON WITH THE OAK RIDGE BOYS. THAT WAS A GOOD STORY I PUT IN MY LINK.
NEXT WEEK WE HAVE PORT ARTHUR, TEX. KIN PEOPLE COMING AFTER A 60TH H.S. REUNION IN MCALLISTER, OKLA.
YESTERDAY BOMB SCARE WITH SOUTHWEST LANDING IN PHOENIX. I CERTAINLY HOPE ALL THAT IS NOT GETTING STARTED AGAIN. AIRLINES HAVE ENOUGH PROBLEMS AS IT IS.
IF ANYONE HAS A CONTACT WITH RICHARD PRICE CONTACT LEOTIS RATCLIFF AT:
SINCE LIGHT TRAVELS FASTER THAN SOUND, SOME PEOPLE APPEAR BRIGHT UNTIL YOU HEAR THEM SPEAK.
WAR DOES NOT DETERMINE WHO IS RIGHT-ONLY WHO IS LEFT.
BUSES STOP IN BUS STATIONS. TRAINS STOP IN TRAIN STATIONS. ON MY DESK IS A WORK STATION.
NOT MUCH NEWS HAS COME IN SINCE THE LAST NEWSLETTER WRITTEN. GLAD TO REPORT MRS. CAPT. BOB BRYANT IS BACK HOME AT THE RANCH IN CROCKETT, TEXAS. LONG TERM MEDICAL TREATMENT PAST SEVERAL MONTHS FOR GRACIE.
WAYNE KUEHLER HAS MOVED FROM ARIZONA BACK TO COLORADO. I THINK MANY FIND OUT THE ARIZONA HEAT IS HARDER TO ADAPT TO THAN YOUNGER DAYS.
IN REPORTS OF CRUISES IT SEEMS THERE IS MORE REPEATS IN THE ONE THAT GOES TO ALASKA THAN ANY OTHERS.
JUNE IS A GREAT TIME TO GO BUT WHAT DO YOU DO WHEN YOU GET BACK TO TEXAS? I FOR ONE DEALING WITH HEAT IS SOMETHING ELSE.
AT THIS TIME MOWING WORK IS VERY LIMITED AND WILL BE THAT WAY FOR SOMETIME. FALL IS ALONG WAYS OFF.
DO I EVER GET LOST???? SURE DO. NOT ABLE TO FIND MIKE HAMMER SINCE THE NEW HIGHWAY GOES THROUGH GRAND PRAIRIE.
STILL SAYING SOMEBODY HAS TO KNOW WHERE BILL WALLACE IS.
FINDING SOMEONE HAS ALWAYS BEEN A HOBBY BUT KEEPING A CONTACT IS HARDER ALL THE TIME.
GOOD VISIT WITH RODNEY BURNS WHO HAS JUST GOTTEN BACK FROM NEW ORLEANS.
CHARLEY APPLE AND I HAVE BEEN WANTING TO TAKE A TRIP INTO THE COUNTRY. PROBABLY DOWN TO MELVIN DECROSS RANCH. DOWN TO THERE AND BACK WOULD BE 250 MILES.
MOST MOWING JOBS ARE STILL FORECLOSURES. NEVER SEEMS TO BE A END TO THIS SERIOUS MATTER.
STILL LIKE TO TAKE DRIVES TO SEE HOUSES AS BIG AS A COURT HOUSE. STILL THE OLD THINKING IF GIVEN TO ME I COULD ONLY AFFORD TO KEEP IT 24 HOURS. THINK ABOUT IT AS THERE ARE 3 FACTORS. TAXES,
INSURANCE AND UTILITES. THEY ARE A FAR CRY FROM ABE LINCOLNS CABIN.
SOON WILL HAVE A REPORT FROM DICK MUARRYS AFRICA SAFARIE.
THE ILL LIST STILL HAS JOE REYNOLDS AND GERALD SANDEN ON IT. PHONE NUMBER ON REQUEST FOR THOSE THAT WANT IT.
YOU HAVE REACHED MIDDLE AGE WHEN ALL YOU EXERCISE IS CAUTION.
LIFE IS LIKE A ONION:YOU PEEL IT OFF ONE LAYER AT A TIME, AND SOMETIMES YOU WEEP.
(FT. WORTH, TEXAS WHERE THE WEST BEGINS)
April 23, 2013
Dear Delta Retirement Plan Participants:
Recently, I’ve seen some exchanges among retirees in which the funded status of Delta’s pension plans has been discussed. These discussions stem from an article published a year ago (April 2012) in Pensions & Investments magazine in which the Delta pension plans are
noted as having the worst funded ratio of any corporate plan in America. Several retirees I know have asked me to comment on these exchanges.
For us, the alternative to being the worst funded plan in America is even worse. Why? Because the alternative is that we would have terminated the plans in bankruptcy. What we all achieved by working together in successfully lobbying Congress back in 2006 was the
ability to maintain our plans by stretching our funding out over a much longer time period than other companies are allowed and by using the plan’s historical rate of return to measure liabilities as permitted under prior law. If we had not gotten this relief from Congress, there is no doubt at all that we would have terminated the Delta Retirement Plan (just like we did with the Delta Pilots Retirement Plan). Northwest would have done the same with all its plans during its bankruptcy too, if not for that relief.
Having gotten that relief though, it now makes absolute sense that we show up as the worst funded plan out there. In very simplified terms, you can think of it this way. Back in 2007 when the Congressional funding relief went into effect, we were allowed 17 years to
contribute to the Plan what was due, while other companies were allowed seven years to do the same. So for every $100 in liability owed, other companies had to put in about $14.28 per year while we only had to put in $5.88 per year. We are not putting in as much per
dollar of liability as other companies are, so our funded level looks worse than theirs does. This is no secret and it was to be expected from the moment we got the relief we all sought.
This would have been the case whether we merged with Northwest or not and is primarily a function of how fast we are having to make up the shortfall. It is not an indication of lack of commitment to funding these plans. In fact, just recently, we completed funding all of 2013’s $650 million in required contributions well ahead of the designated schedule so that those assets can get into the plan more quickly.
Vice President – Compensation, Benefits & Services
Pinnacle Airlines becomes subsidiary of Delta Pinnacle Airlines emerged from bankruptcy on Wednesday as a subsidiary of Delta Air Lines. Pinnacle also plans to move its headquarters from Memphis, Tenn., to Minnesota this month. As part of the deal, Delta invested $52 million into Pinnacle. The Atlanta Journal-Constitution (5/1)
Delta unveils preview of high-tech airport lounge Delta Air Lines is offering a preview of its lounge under construction at John F. Kennedy International Airport in New York. The carrier has created a replica of the high-tech lounge in a building in Lower Manhattan. “Whatever a 21st century passenger needs, it’s there,” said Gail Grimmett, Delta’s senior vice president New York. Daily News (New York) (4/30)
The guy who wrote the following is retired from Boeing. Thought you might find it interesting…… sorta “insider stuff”……For one thing the problem may not be with the batteries themselves, but with the control system that keeps the charge on them at a given level. And the ‘battery problem” is just one problem in many. Last week I had my regular monthly lunch with 5 fellow Boeing engineers (all but one retired) and we talked at length about what we call the “nightmare liner”. We all agreed we will not book a flight on one. The one engineer still working (at age 74) says the news from inside is not good, and that there are no quick fixes for the multitude of problems that the 787 has.The disaster began with the merger with McDonnell-Douglas in the mid 90s. The M-D people completely took over the Board and installed their own people. They had no experience with commercial airplanes, having done only”cost-plus” military contracting; and there are worlds of difference between military and commercial airplane design.Alan Mulally, a life-long Boeing guy and President of Boeing Commercial Division was against outsourcing. But instead of making him CEO after he almost single-handedly saved the company in the early 90s, the Board brought in Harry Stonecipher from McDonnell-Douglas, who was big on outsourcing. Stonecipher was later fired for ethics violations. Then the Board brought in Jim McNerney, a glorified scotch tape salesman from 3M and big proponent of outsourcing, to develop the 787. (Alan Mulally left to become CEO of Ford and completely rejuvenated that company.)McNerney and his bean-counting MBAs thought that instead of developing the 787 in-house for about $11 billion, they could outsource the design and building of the airplane for about $6 billion. Right now they are at $23 billion and counting, three years behind in deliveries, with a grounded fleet. That’s typical for military contracting, so McNerney and the Board probably think they are doing just fine. But it will destroy Boeing’s commercial business in the same way McDonnell wrecked Douglas when they took over that company decades ago.Boeing had a wonderfully experienced team of designers and builders who had successfully created the 707, 727, 737, 747, 757, 767, and 777 in-house, always on-time, and mostly within budget, and with few problems at introduction. That team is gone, either retired or employed elsewhere. (I took early retirement after the McD takeover of Boeing because I knew the new upper management team was clueless.)The 787 was designed in Russia, India, Japan, and Italy. The majority of the airplane is built outside the US in parts and shipped to Seattle or Charleston for assembly.Gee, what could possibly go wrong? Answer: just about everything. Because the M-D people that now run Boeing don’t believe in R&D, the structure of the airplane will be tested “in service.”Commercial airplanes in their lifetime typically make ten times as many flights and fly ten times as many flight hours as military airplanes, so the argument that composite structure has been “tested” because of the experience of composite military airplanes is just so much BS. So structure is a big issue. The 787 is very overweight. The all-electric controls have the same lack-of-experience issue that the structure has.The good news for me is that the Boeing pension plan is currently fully funded, although it may not stay that way as the 787 catastrophe develops **************** Thx Larry***********
I arrived back home at 5:30 pm, went to bed and then woke at 4 am with a sore throat—and a cold coming on. As always, I hit the cold hard with zinc lozenges, anti-inflammatories, lots of rest immediately, Vicks on the bottom of my feet, chicken soup, etc. I’m glad to say that I am pretty much over it, fortunately.
But…I found it curious that the flight attendants (for their own health, if not the passengers) don’t announce something like this during cold and flu season:
“If you have a cough, as a courtesy to those around you over the duration of the flight: cover your mouth, cough into your elbow or your collar, not your hands.”
Maybe they could sell cough drops—or even give them away to ill-prepared passengers. Maybe pass out handkerchiefs for people to cough or sneeze into? The effort would be well worth the trouble and expense, and build goodwill for the airline. If I had cough drops, I would have given them out gladly.
For everyone’s ears and nerves, don’t you think this is a concern, especially now that the flu epidemic seems to be escalating? I’m curious to know if this has ever been addressed. Would love to have some flight attendants weigh in. OK, I’m done with my rant.
Is there any evidence to support this fear? It’s mostly theoretical. Any electrical device can generate interference as electricity flows through its wiring. Even those without wireless signals, like portable CD players, can emit potentially troublesome electromagnetic radiation. Devices that intentionally transmit radio waves, like cellphones, pose even greater problems. Some engineers think that such emissions could potentially drown out weak signals from radio navigation beacons on the ground or GPS satellites in space. Wireless industry spokesman Michael Altschul says such fears are baseless, since separate radio frequencies are assigned for aviation and commercial use. “Plus,” he said, “the wiring and instruments for aircraft are shielded to protect them from interference from commercial wireless devices.” In two decades of tests, government scientists and experts at Boeing and Airbus have bombarded planes with electromagnetic radiation, but have never succeeded in replicating the problems reported by pilots, or confirmed that electronic devices caused any equipment failure.
Do some fliers ignore the ban? A recent survey found that 40 percent of air passengers didn’t bother to turn their phones off during takeoff or landing; 7 percent left their devices’ Wi-Fi and cellular communications functions active, and 2 percent surreptitiously used their phones to talk or text onboard. University of Illinois psychologist Daniel Simons estimates the odds of all 78 passengers on an average-size U.S. domestic flight powering down their phones completely as “infinitesimal: less than one in 100 quadrillion.” If personal electronics were as dangerous as the FAA rules suggest, “navigation and communication would be disrupted every day on domestic flights,” he said. “But we don’t see that.” In addition, flight crews now freely use iPads in the cockpit instead of bulky paper operating manuals. And above 10,000 feet, many U.S. airlines happily allow passengers to use the Internet via onboard Wi-Fi systems for a fee, with no reports of dangerous interference with airplane avionics.
Will the FAA ever ease up its rules? It’s considering doing just that. As more and more people replace books and magazines with Kindles, iPads, and smartphones, pressure is growing to lift the ban. The FAA announced last year that it would conduct a thorough review of its electronic device policy — but didn’t say when that review would be completed. Sen. Claire McCaskill (D–Mo.) has warned the FAA that if it doesn’t soon relax its rules on e-readers and other portable electronics, she will introduce legislation forcing it to do so. “I’m big on getting rid of regulations that make no sense,” she said, “and I think this is one.”
When might the ban end? Conceivably, within a year, although bureaucracies can move very slowly. Current guidelines require each airline to test every make and model of each electronic device it wants the FAA to approve for each type of aircraft in its fleet. But the FAA is now seeking to bring together airlines, aircraft manufacturers, technology firms, and the Federal Communications Commission to streamline the certification process for tablets, e-readers, and other gadgets, so entire classes of devices could be approved at one time. The ban on using cellphones to make calls or send texts in the air, however, is likely to remain for the foreseeable future.
Why single out cellphones? The trouble there is possible interference with cellular networks, not with aircraft avionics. Cell networks operate on the principle that a cellphone is only within range of one or two cellular towers. A phone that’s moving at 500 mph at 30,000 feet, however, can shower signals on any number of masts, confusing the network’s software and potentially leading to dropped calls between land-based customers. Besides, surveys show that most passengers dread the thought of some jerk in the next seat being free to conduct annoying cellphone conversations from New York to Los Angeles. “An aircraft is one of the few places left on earth where you can actually escape from mobile phones,” said aviation and travel writer Benét Wilson. “I hope it stays that way.”
Sky-high punishments Many passengers ignore the electronics ban in flight, but those who get caught — and remain defiant — can pay a serious price. Actor Alec Baldwin was booted from an American Airlines flight in 2011 after he ignored a flight attendant’s repeated requests that he stop playing a game on his smartphone. Last November, half a dozen police cars raced onto the tarmac and surrounded a plane at New York’s La Guardia Airport as if there were a terrorist onboard. They were there to arrest a 30-year-old passenger who had refused to turn off his phone during taxiing. Scofflaws on foreign flights can risk more than ejection. In 1999, oil worker Neil Whitehouse refused to switch off and hand over his phone to a British Airways flight attendant, earning a year in jail. A Saudi Arabian passenger who flouted the cellphone ban two years later received an even harsher punishment: 70 lashes.
I fly about 150,000 miles a year, primarily on Delta Air Lines, and had a chance to visit with a number of senior crewmembers and pilots, and read the relevant sections about in-flight medical emergencies. I learned about what they do when a passenger becomes ill or suffer a heart attack or other life-threatening event while flying.
I wrote an article last year about an oxygen system failure aboard a Delta flight I was on, and briefly touched upon the role of flight attendants during an emergency. After reading the Delta procedures for crewmembers, there is no question that the primary job of a flight attendant is all about safety and helping passengers in a medical crisis. Their other tasks are secondary.
I shared some of the information I learned from Delta Air Lines with Dr. Tom Stys, Director of the Sanford Cardiovascular Institute in Sioux Falls. What I found was actually quite amazing and encouraging for all passengers that fly this airline. Delta’s procedures are similar to those in effect by all other U.S. carriers.
Delta Air Lines, as well as many other carriers, contract with the University of Pittsburgh Medical Center for their STAT-MD program for immediate medical consultation when they have a problem during a flight. UPMC offers the same kind of service to the airline industry as does another major player, MedAire.
These providers insure that medical events are properly analyzed while they are occurring so that passengers have the best chance of survival, should the emergency be life-threatening.
More passengers are flying, which means more medical emergencies onboard that can result in serious ramifications, including death. It is estimated the almost six million people travel onboard commercial aircraft every day throughout the world. Passengers are living longer, which equates to having a higher likelihood of recurring medical conditions which can manifest themselves during a journey. Longer flights, larger capacity aircraft and more passengers with underlying health issues all contribute to a growing problem for airline companies.
Unexpected, but planned-for medical emergencies include heart attacks, strokes, choking, diabetic reactions, seizures, and other maladies. Real incidents do happen, and more often than you would think, as reported in the New York Times in May, 2011.
Passengers And Medical Problems
Passengers can be classified in three groups in the context of medical events: those that have unknown conditions; predisposed conditions which are triggered as the result of travel; and known conditions which include those passengers that became ill at their destination and are trying to return home, are securing more appropriate or less expensive treatment, or are literally flying home to die.
There is a technical communications problem when Delta or other carriers communicate with the UPMC STAT-MD or other ground-based doctors during an emergency. There is no direct link between a flight attendant or physician onboard in the cabin and the hospital because evidently it is too complicated to tie the intercom system on the aircraft with the internal company radio system or satellite phone onboard so that instructions do not have to be relayed from the flight crew to the one that is treating the passenger. A spokesman for Delta confirmed this issue but said it has not posed any problems for them.
Security concerns in the U.S. prevent direct communications between a doctor onboard and the airline dispatch facility and medical staff because nobody can enter the flight deck to speak directly to the ground. There is also a new security directive that prevents the Captain from leaving the cockpit to assist a patient or flight attendants because of the potential to create a medical emergency as a diversion for hijackers.
The Doctors On The Ground That Can Help You
I interviewed Dr. Paulo Alves, Medical Director of MedAire, about what they do and his extensive experience in the specialty of aeronautical medicine. His company has been in business for twenty five years and is one of the leading providers of remote medical consultation and care for flights, whether the passengers or crew are on the ground or in the air. They provide an integrated system with airline crews to make sure that everyone is on the same page as to the latest technology, techniques, medical trends and regulations.
The company oversees training, and equipment provisioning to sixty airlines throughout the world. They have a Global Response and Dispatch center in Phoenix that handled 22,000 cases last year, and assisted with 12,000 medical fit-to-fly assessments of passengers at the boarding gate, and 5,000 cases of airline crew members that had medical issues during layovers.
The company works with airlines to help protect passengers and crew in case of two different scenarios: a medical event, or a potentially life-threatening emergency.
The University of Pittsburgh STAT-MD program is similar to MedAire, but was initially designed to serve Western Pennsylvania to support emergency medical services. UPMC has one of the finest emergency medicine curriculums in the country, so it is natural that airlines also utilize their expertise.
Telemedicine And The Airline Industry In The U.S.
According to MedAire the U.S. carriers do not have telemedicine capabilities as yet, while five different carriers in Europe do. Even though many aircraft now have WiFi they don’t use it for medical emergencies, but they all have voice links via satellite phones, company frequencies, or Airinc, which is a national aeronautical radio link for air transport.
Technology really has not caught up with the airline industry. While the FDA just approved a cardiac monitor for use with an iPhone last week, such technology is not available on aircraft even thought it could be.
In 2010, Atlanta-based Delta received more than 100,000 applications for about 1,000 flight flight attendant positions. The airline is about to start interviewing candidates for the positions. Its own flight attendants serve on panels to screen and select the new hires.