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Swift Air - The truth

Old 11-01-2019, 04:44 AM
  #781  
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Originally Posted by Jeff90 View Post
So you mean your flying along and an indicator takes a crap, that’s not normal? I mean because even in my car crap breaks. Your saying we are flying around with a half working gauge and it’s not written up which is false. Things break my truck had a oil pressure sensor go out and a blown tire all in one week and I keep up with my stuff very well. Things break it happens if you think things don’t break at south west American Alaska and they don’t carry MEL your gladly mistaken my man
I could only remind our Captains. If it breaks, write it up. DON'T blindside the next Crew.
Keep in mind that Swift management's decision to buy old airplanes may have helped to get the company going, but the decision to not buy PARTS, EQUIPMENT, and hire good Mechanics to keep them flying will cause the company to fail. Look at DMI's for instance. They will stay on the books until the last hour, then functional check normal. Next flight it's written up again, and it goes for the next time period.
I have been told by our MX, we don't have enough people, parts, or equipment to do our jobs. Can't continue this way and expect to remain in business for the long term.
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Old 11-01-2019, 05:42 AM
  #782  
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With the latest mishap, it looks like there are currently 5 aircraft out of service for the long term . Engines cooked, landing gear cracks, C check, 801 in the scrap heap, a big hole in the vertical stab on 441.
Mexi...what are they telling you. Haven't heard from you in a while. Or have you finally given up on this place.
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Old 11-01-2019, 09:06 AM
  #783  
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Originally Posted by MNPS 50N50W View Post
I could only remind our Captains. If it breaks, write it up. DON'T blindside the next Crew.
Keep in mind that Swift management's decision to buy old airplanes may have helped to get the company going, but the decision to not buy PARTS, EQUIPMENT, and hire good Mechanics to keep them flying will cause the company to fail. Look at DMI's for instance. They will stay on the books until the last hour, then functional check normal. Next flight it's written up again, and it goes for the next time period.
I have been told by our MX, we don't have enough people, parts, or equipment to do our jobs. Can't continue this way and expect to remain in business for the long term.
Totally with you, we need more than 1 spare, planes are going down with some major stuff
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Old 11-01-2019, 10:26 AM
  #784  
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Originally Posted by MNPS 50N50W View Post
With the latest mishap, it looks like there are currently 5 aircraft out of service for the long term . Engines cooked, landing gear cracks, C check, 801 in the scrap heap, a big hole in the vertical stab on 441.
Mexi...what are they telling you. Haven't heard from you in a while. Or have you finally given up on this place.
So as a company you decide to buy old worn out planes and the only people you can hire are generally low jet time with very little experience because you don’t want to pay the going rate.

Now add to that mix your new parent company makes you use one of the worst maintenance company’s in the country to keep those old worn out planes in the air.

Five planes out of service?

Shocker!
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Old 11-01-2019, 04:27 PM
  #785  
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Originally Posted by Jeff90 View Post
I didn’t mix two separate incidents a good call was to shut down and return to the field has the crew did, someone else made a bad decision which is what I tried to get at which was not an indicator it actually happened
Then you need to edit your post. Two incidents you squeeze into one thereby laying incorrect blame
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Old 11-01-2019, 04:31 PM
  #786  
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Originally Posted by Jeff90 View Post
So you mean your flying along and an indicator takes a crap, that’s not normal? I mean because even in my car crap breaks. Your saying we are flying around with a half working gauge and it’s not written up which is false. Things break my truck had a oil pressure sensor go out and a blown tire all in one week and I keep up with my stuff very well. Things break it happens if you think things don’t break at south west American Alaska and they don’t carry MEL your gladly mistaken my man

South West, Alaska, and American also only utilize about HALF of the MEL's the manufacturer allows them, whereas Swift uses them all, and will extend them. No other real operator will dispatch a bird with anti skid inop on a revenue leg. With out a complete management flush COO down) nothing will change
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Old 11-01-2019, 10:55 PM
  #787  
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Originally Posted by randomroute View Post
If Im flying along and an indicator goes off. I pull out the MEL. I cant verify the indicator is faulty without mechanical verification.

If the overspeed light goes off, I do the memory items. I dont assume the indicator is faulty.

Thats industry standard. You cant in good faith assume just because your flying a POS thats out of its useful prime that its the indicators that are faulty. If I'm flying a brand new 737 off the factory line MAYBE Id be inclined to believe an indication is at fault. But in a steam gauge aircraft with no supporting indication provided by an EICAS I dont have reasonable faith in an overworked-under maintained aircraft that was taken out of the desert, and brought up to bare minima specification.

Your truck isnt on a maintenance program and as you mentioned before with the supporting witness of other posters here, THESE ARE RECURRING EVENTS.

Keep going.
MELs are a dispatch function. Once you are off the gate you go by the QRH and the checklist. Do not use the MEL as guidance once you have pushed.

At every airline I have worked for, including some nonscheduled freight carriers, if an item has been written up for the same fault more than a couple of times it is determined that it has a “history” and the plane is grounded until the part has been replaced
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Old 11-02-2019, 01:57 AM
  #788  
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Originally Posted by cactusmike View Post
MELs are a dispatch function. Once you are off the gate you go by the QRH and the checklist. Do not use the MEL as guidance once you have pushed.

At every airline I have worked for, including some nonscheduled freight carriers, if an item has been written up for the same fault more than a couple of times it is determined that it has a “history” and the plane is grounded until the part has been replaced
I scribe “Repeat Item”, in the Tech Log, when the item is cleared but recurs again, and again, and again. Mx doesn’t like it, and Ops doesn’t like the notation. Tough... fix it right once and for all. Pencil whipping, to clear an option, is just not an option. Makes those Continuing Analysis and Surveillance System (CASS) meetings, with the PMI in attendance, that much more interesting.

Taking photos of write ups isn’t a bad idea either.

Last edited by captjns; 11-02-2019 at 02:11 AM.
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Old 11-02-2019, 06:41 AM
  #789  
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Originally Posted by randomroute View Post
If Im flying along and an indicator goes off. I pull out the MEL. I cant verify the indicator is faulty without mechanical verification.
MEL or QRH?
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Old 11-03-2019, 05:20 AM
  #790  
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Hey what’s the deal with 801?
Did my first OE flight on that plane.
Caught the #3 wire too.
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