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Delta Flashcards
Executive Vice President & Chief Operating Officer (COO)
Gil West
CEO
Richard H. Anderson
Executive Vice President & Chief Financial Officer (CFO)
Paul Jacobson
President
Edward Bastian
Customers served each year?
165 million
What do you know about Delta?
- 2014 Airline of the Year by Air Transport World Mag.
- 50 most admired companies by Fortune Mag.
- most admired airline 3 out of 4 years
- Oil refinery (lower cost of fuel, stabilizes market and sell to competitors)
- 88 717s
- Industry leading network (333 destinations, 64 countries, 6 continents)
of Employees
Nearly 80,000
of Aircraft
More than 700 (722)
Name global alliance?
Founding member of SkyTeam
- est. in 1981
- more than 91 million members
Trans-Atlantic joint venture with?
Air France-KLM-Alitalia-Virgin Atlantic
HQ
Atlanta, GA
Domiciles/Hubs?
ATL, CVG, DTW, MSP, LGA, JFK, SLC, SEA, Paris, Amsterdam, Tokyo-Narita,
Stock Ticker
DAL
Founded in and by?
1928 in Monroe, Lousiana
of Daily Flights
More than 5,400
Liquidity?
5.7 billion as of 12/31/13
2013 Annual Revenues
37.7 billion
Employees giving back
Force for global good & Delta Air Lines Foundation
- Habitat for Humanity: built more than 100 homes
- American Red Cross: 70 years and more than 6,000 pints of blood donated in 2013
- United Way: donate more than 1.8 million annually
- American Cancer Society & Breast Cancer Reasearch: raised more than 1 million in 2013
- KaBOOM: built playgrounds
of Pilots
11,723
Monthly Guarantee?
Line Holder: 65
Reserve: 72-80
Per Diem?
Dom: $2.10
Int: $2.60
First Year Pay?
$68 hr
Cousins connection to Delta?
Bill Fielding - CIO of Manhiam
Laura used to do buisness with him while at Manhiam and still does lunch with Bill once every couple of weeks. He gives her a hard time about being a loyal buisness traveler on Delta and say she wants to work for them!
Why should Delta hire me?
I am a very loyal, dedicated family man. I have been interested in aviation since being a young boy going to air shows with dad and have I have wanted to work for Delta since I was a UM on my first Delta flight. Then this was reinforced more while flying at CHQ and flying Delta Connection. I want be at a place where I can spend my remaining 30 years in aviation providing safe efficient air travel.
Or
- Good Pilot: no violations, no failures at 121 carriers
- Hard Working: worked since I was 15, worked to pay for college, highest flight hours while flight instructor month after month, CKA, Job Fair representative for RP
- Loyal: every place that I have worked for has been for long periods of time and the only I have moved on is college and to advance in my career
Am I willing to move?
I am willing to be based where delta will need me.
I am open to everything. my wife and family have already discussed that this is where I want to be and If my initial base is not where we would like to move then I will do what it takes to get the job done. Whether it means getting an apartment/crash pad. I have been in 8 bases for CHQ/Republic and have always got the job done including 2 legging to JFK.
Describe a situation where you had a problem with a crew member.
-Brian Palmer: not doing walk a rounds in BMI. I asked him if he was doing walks srounds and he told me no. That he did not feel he needed to do them due to our contract issues, then that we will be back in 8 hours, then fatigued. Everything he made an excuse for I explained why that was a valid excuse. It ended up with myself telling him to do walk arounds due to it being his job and that if he did not want to do them than I would call the company and get him removed from the trip. At the end if the trip I ended up calling Professional Standards.
-Capt. Morgan: captain did not feel that check lists were important and did not feel that he needed to do them. Since he has flown the aircraft for a long time. I told him I did not feel comfortable not doing required items and that if he did not want to do them than I would just do them for both of us. After doing a couple of checklist before push he decided that if I wanted to do them then he would do them with me.
!New FO and hard landing into BUF: I was flying from DTW to BUF with an FO who was one trip off IOE. During the flight to BUF we discussed him being new to the company and he told me he felt pretty comfortable in the aircraft. We received a straight in visual to RWY 5 and the descent and visual we’re looking very good. As we were getting close to round out and flare it became evident to me that he was not going to flare. I grabbed the yoke and pulled very hard to stop the descent rate and land the aircraft. So far that was the hardest landing I had in the EMB 145. After we taxied to the gate I discussed the landing with him and he said he did nog know what happened. I explained to him that I would help him with his landings over the next couple of days. But at that point if he did not have his landings down then I would have to call Professional Standards and he would probably have to do more IOE. I ended up figuring out that he was not transitioning his eyes down the runway and just staring over the nose. Which gave him on depth perception. After we learned to do that his landing got very good.
Tell me something you learned the hard way?
Never look down when flying an airplane. While working on my commercial certificate I did a solo flight out to the practice area. Just after rotation on TO a selector knob on the Comms panel fell out and landed on the floor of the aircraft. I proceeded to look down and look for the pin. When I looked up I was in a shallow descent. I ended up descending when I was on climb out and close to the ground.
Do you have any ASAP reports?
Letter of no action. As a new captain we were flying from CMH to MCO. While on the arrival MCO approach issued us a descent and a new arrival at the same time. As the NFP I confirmed the altitude being set and proceeded to program the new arrival in the FMS. Doing this in our older EMB 145 required me to be heads down looking at the after most part of our center pedestal. When my FO spun the VSI selector knob it skipped to a climb vs a descent. He did not notice it while looking at the new arrival chart and I did not notice it initially due to being heads down programming the FMS. When I looked up I noticed we were climbing. I turned the autopilot off and pushed the aircraft over. That is when we hot an RA from an overflying UsAirways Airbus. We complied with the RA and continued the flight to MCO.
Have you had any mechanical issues? And how did you deal with them?
- MCO high ITT on climb out: contacted MX Controll and decided to start APU and run environmentals on APU bleed vs engine to take load off engine which lowered the ITT.
- Dual hydraulic rudder failure on TO out of CMH: captain wanted to continue flight to FLL. I convinced him the he needed to level and slow down to trouble shoot the problem. After discussing I convinced him to return to CMH were we had MX and spare aircraft.
-Lost of Comm #1 over London, Canada: Our Radio Management Unit (RMU) went blank and after a minute and then turned back on with ground frequencies from MKE. I quickly tuned guard frequency on comm #2 and announced our position and we have had a comm failure and was looking for a frequency for Toronto Center. Toronto answered and gave us a frequency that we used on Comm #2. We then used Comm #2 for our primary radio the rest of the flight and used #1 as our secondary.
Chicago dep radio frozen and unable to switch freq
Have you ever broke a company policy?
80 knots and stowing of thrust reverser’s: our CHQ company policy is to stow our reverser’s at 80 knots to help with injecting FOD into the engines. While making a landing in a snow storm in LSE we encountered poor braking on RWY 18. During the role out I felt that the braking was bad enough that I needed to use the TR’s below 80 knots to aid with stopping.
Have you had any passenger medical issues?
!mid 30’s passenger having a stroke on last leg of CA IOE from YYZ to IAD: we split the aircraft up into a flying pilot with the radios and a emergency coordinator with company/flight attendant. I flew the aircraft and my check airman did the company coordination with AeroMed. I asked for direct and communicated that we might have a medical issue on board. We ended up declaring an emergency and landed in IAD.
- Lady have seizures into BMI: declared and landed in BMI, Lady didn’t take her meds
- Lady fell and hit her head on armrest while boarding in BMI: I immediately called ground and requested medical assistance to our gate. I then called ops to inform them of the situation and the medical assistance was on the way.
- lady
Weird Emergencies?
Bomb threat in NYC Tracon while on arrival to EWR. We were assigned holding at the last fix on the arrival at 7,000 ft. We did not have any extra gas and could not get through to company. We could not got to any airport controlled by NYC. So, we decided if after 5 minutes we ATC was not back we were going to declare an emergency and proceed to EWR VFR.
Problem with operations?
- Gate agent in ORD yelling at my flight attendant: I stepped off the aircraft and pulled the gate agent aside and told him to stop yelling at my flight attendant. I told him to never yell at a flight attendant, that if they had a problem to talk to me. He then started yelling at me. From there I told him that this problem needs to be addressed after the passengers are off the aircraft and out of sight. He then stormed up the jetway cursing. I called operations and had a supervisor come down to our aircraft so we could all discuss what had happened. In the end the gate agent was late due to a last minute assignment to our flight and was getting flack from AA operations. He ended up taking his anger out on my flight attendant.
- A
Hard decisions in career?
- going to Vegas to get my CFI accelerated vs. staying at WMU and finishing there
- take CFI job at WMU where I know the program or take CFI job at Plymouth Metatal where friend made a call to get me a job
-transfer to another aircraft to get out of Kennedy
Positives?
Loyal, Hard Working, Dedicated, Family/Friend Person
Negatives?
Perfectionist, Workaholic,
Have you failed a check ride?
- I have a clean record while employed at 121 carrier. Not in last 10 years.
- Private: inexperienced, unconfident and let DPE talk me out of my pilotage and dead reckoning on my X/C portion of the ride
- Commercial: went from unconfident on my Private to overconfident on my commercial. On my complex portion of the ride I was asked by ATC to pull a short approach and ended up rushing the landing and bounced the aircraft. The DPE thought that it was unsafe and in retrospect I should have told ATC unable.
- CFII: dumb mistake and broke MDA on NDB approach into BTL. I had just shot the VOR 23 which has minimums of 1380 and the shot the NDB to the same minimums instead of 1440
- emphasize good training record since then, especially 4 major training events at 121 carrier (EMB 145 FO, EMB 145 CA, EMB Check Airman, ERJ 170 CA)
Driving Citations/Speeding Tickets
Not in last 12 years
One speeding ticket back in 2002. I was trying to catch up with my friends who were a little ahead of me on I-69. We were going to MSU for the weekend and I did not know where I was going. So, I asked them to slow down and I would speed up to catch them so that I could follow them.
Break any Law?
No…they can’t see the history
Noise Violation for birthday party back in college. We pled guilty and paid a $75 dollar fine.
WWYD if you saw the captain in the bar less than 8 hour before a flight?
Go into the bar and make small talk and find out what he is doing. Is he just eating, waiting for his tab. If my captain is still drinking then remind them of what time it is and remind them of the eight hour rule.
Flight attendant throws a fit at the hotel?
I’d pull the flight attendant aside and remind them that they are in uniform and making a scene. Then ask what is going on and how can we remedy the situation. If needs be I would be a middle man for the flight attendant and the hotel staff. In the end if the flight attendant was wrong apologize to the hotel staff.
Captain wants to TO into a line of storms?
Vocalize my problem with taking off into the line of WX. Explain why I think that it is a unsafe idea.
WWYD if the captain didn’t have the aircraft stabilized by the FAF?
Ask what the stabilized approach criteria is at Delta. If it’s FAF I would vocalize the unstablized approach and call for a go around. If worst case senecio I would key up the mike and call for a go around on ATC.
WWYD if a passenger said a flight attendant was drinking?
Notify captain, if just me then I would listen to the passenger and re-assure the passenger that I will get to the bottom of it. Then I would pull the flight attendant away from the passengers and ask her if she has been drink and what conspired to cause the passenger of accusing her. I would also meet with the other flight attendants what they have observed and thought that the flight attendant was drinking.
WWYD if a passenger accused you of drinking?
I ask them if they are joking or serious. I would emphasize that we take these accusations very seriously and if it would make them feel better we can delay the flight and all get tested.
Mechanic says to fix the aircraft it will cause a 45 minute delay, what will you do and how will you handle the passengers?
I would get the aircraft fixed. I would talk to the mechanic about what our options are with keeping the passengers on the aircraft or deplane. If we have the option to keep them on the aircraft I would discuss this with, OPS, and the flight crew. Them I would explain the situation to the passengers and inform them what is going to take place. (Ex. Fire test on 170 in DSM). I would ask the gate agent/red coat about connections and possible rebooking. If the flight attendants can I would ask them about doing at a minimum a water service.
What would you do if the captain was asking about my personal life?
If I thought it wasn’t out of line and I felt comfortable about it I would talk about it. If I was uncomfortable or did nog want to talk about it I would change the subject or explain I did not want yo talk about it.
WWYD if the captain pulled the CVR breaker before engine start?
I would ask why they pulled the circuit breaker. If it was due to not wanting the company to hear what they are saying I would tell them I did not feel comfortable flying around with a circuit breaker pulled.
Introduction?
Brian Theisen
- from MI
- born and raised in Suburbs of Detroit where I lived until 1998
- attended in fall 1998 double major. I started flight instructed at WMU in 2002 where I meet my wife (best decision I ever made)
- hired at Chautauqua in April 2005 and moved back to DTW
- I spent 2.5 yrs as an FO and upgraded to CA on the EMB 145. After being a captain for 4 years decided I wanted to make a difference and applied to become a line check airman.
- 7 years ago moved to grr for my wife’s new job and this allowed us to start a family. My daughter was born February 18 last year and have another due December 27th.
- some highlights of my flying are extra 300, line check airman 145, 170 ca
- ID like to thank you for the opportunity your time and the opportunity to interview.
Why Delta?
- Domiciles: I was born and raised in DTW. Delta is large in MI and this allows me to commute until I can get to a base that my family can move to.
- Friends: I have multiple friends that work for the airline and love it. They could not be happier with where they are.
- Great Air line and place to work. It’s the only airline I can see myself working for the next 30 years of my career!,
Have you called off over the last year?
I have and am not proud of my occurrences for the year. I have called off 4 times this year and have the documentation to show it if you would like. I historically only called off once or twice a year. It just seems that this year is above average with having a young child in day care everything seems to come home with her. I will say that I have never been late or called off on a holiday!!
Aviation Background?
WMU
Split second decision?
Lost of Comm #1 over London, Canada: Our Radio Management Unit (RMU) went blank and after a minute and then turned back on with ground frequencies from MKE. I quickly tuned guard frequency on comm #2 and announced our position and we have had a comm failure and was looking for a frequency for Toronto Center. Toronto answered and gave us a frequency that we used on Comm #2. We then used Comm #2 for our primary radio the rest of the flight and used
