Swift Air - The truth
01-11-2019, 10:36 AM
#151
All is fine at .79
Joined APC: Sep 2016
Position: Paahlot
Posts: 4,083
Well let’s see
- unapproved parts (admitted by MX)
- need permission from MX control for a write up.
- MX work done by one where two are required.
- C/D checks done in Peru but planes went back to GSO to fix whatever wasn’t done.
- Going into Haiti without RNAV doing ‘visual’ approaches. Handbuilding RNAV arrivals with Lat/Long for ‘situational’ awareness.
- Same at an airport in PR. One day an ASAP report was filed despite great pressure on the individual not to do it and guess what....my flight there the next day was cancelled and we never flew there again. How come if that was ‘legal’ as was claimed?
- Massive fine from the FAA for not doing PRIA checks for a year.
- 3 chief pilots in a year
- current CP certainly does not stand behind his pilots. Inept cowboy who fell into this position by process of elimination.
- downgrade used to penalize not because you’re incompetent.
- abusive LCA’s that “prepare you for the weakest captains” yet they’re the ones that continue to rubber stamp the weakest captains. LB being one of them.
- same captain investigated by the FAA multiple times yet no action from the company.
- standardization is just a word
- fatigue is just a word
- mission completion regardless is encouraged behavior.
- complete and utter incompetence at scheduling.
- nepotism, daughter of the CEO used to work at scheduling and knowing nothing about 117/121 rules.
Later moved to HR I believe.
- people fired from other (NW36th) airlines being put in management positions.
- incompetent cabin crew left in Lead positions despite multiple complaints.
Then all the daily incompetence:
- waiting for fuel for an hour for a flight that goes every day at the same time for the last 4 years yet nobody ordered fuel.
- waiting for an hour for catering, same reasons.
Yet crew gets a hate email for delays.
- tail swapping a -300 for a -400
- not tail swapping for an APU out of service while knowing that the APU was bad since the night before.
- everything outsourced to the lowest bidder.
- hotels 45 min away so your 11 hr rest period turns into a 6 hr sleep opportunity. Capt says it’s ok, we do it all the time, take one for the team...again.
- constant fudging of W&B. How?
Reduce # of heavy bags or not count heavies period.
Any of this sound familiar?
Of course everything could have changed overnight with the same people remaining in the same positions.
That’s all I gotta say about that.
Swift is like a box of chocolates...
Best of luck with the new owner ..wink wink.
01-12-2019, 05:59 AM
#152
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,912
Originally Posted by TiredSoul
Well let’s see
- unapproved parts (admitted by MX)
- need permission from MX control for a write up.
- MX work done by one where two are required.
- Going into Haiti without RNAV doing ‘visual’ approaches. Handbuilding RNAV arrivals with Lat/Long for ‘situational’ awareness.
- Same at an airport in PR. One day an ASAP report was filed despite great pressure on the individual not to do it and guess what....my flight there the next day was cancelled and we never flew there again. How come if that was ‘legal’ as was claimed?.........
Best of luck with the new owner ..wink wink.
- unapproved parts (admitted by MX)
- need permission from MX control for a write up.
- MX work done by one where two are required.
- Going into Haiti without RNAV doing ‘visual’ approaches. Handbuilding RNAV arrivals with Lat/Long for ‘situational’ awareness.
- Same at an airport in PR. One day an ASAP report was filed despite great pressure on the individual not to do it and guess what....my flight there the next day was cancelled and we never flew there again. How come if that was ‘legal’ as was claimed?.........
Best of luck with the new owner ..wink wink.
01-13-2019, 10:36 AM
#153
Happy Boeing Driver
Joined APC: Jan 2018
Posts: 50
Whaa
Originally Posted by TiredSoul
Well let’s see
- unapproved parts (admitted by MX)
- need permission from MX control for a write up.
- MX work done by one where two are required.
- C/D checks done in Peru but planes went back to GSO to fix whatever wasn’t done.
- Going into Haiti without RNAV doing ‘visual’ approaches. Handbuilding RNAV arrivals with Lat/Long for ‘situational’ awareness.
- Same at an airport in PR. One day an ASAP report was filed despite great pressure on the individual not to do it and guess what....my flight there the next day was cancelled and we never flew there again. How come if that was ‘legal’ as was claimed?
- Massive fine from the FAA for not doing PRIA checks for a year.
- 3 chief pilots in a year
- current CP certainly does not stand behind his pilots. Inept cowboy who fell into this position by process of elimination.
- downgrade used to penalize not because you’re incompetent.
- abusive LCA’s that “prepare you for the weakest captains” yet they’re the ones that continue to rubber stamp the weakest captains. LB being one of them.
- same captain investigated by the FAA multiple times yet no action from the company.
- standardization is just a word
- fatigue is just a word
- mission completion regardless is encouraged behavior.
- complete and utter incompetence at scheduling.
- nepotism, daughter of the CEO used to work at scheduling and knowing nothing about 117/121 rules.
Later moved to HR I believe.
- people fired from other (NW36th) airlines being put in management positions.
- incompetent cabin crew left in Lead positions despite multiple complaints.
Then all the daily incompetence:
- waiting for fuel for an hour for a flight that goes every day at the same time for the last 4 years yet nobody ordered fuel.
- waiting for an hour for catering, same reasons.
Yet crew gets a hate email for delays.
- tail swapping a -300 for a -400
- not tail swapping for an APU out of service while knowing that the APU was bad since the night before.
- everything outsourced to the lowest bidder.
- hotels 45 min away so your 11 hr rest period turns into a 6 hr sleep opportunity. Capt says it’s ok, we do it all the time, take one for the team...again.
- constant fudging of W&B. How?
Reduce # of heavy bags or not count heavies period.
Any of this sound familiar?
Of course everything could have changed overnight with the same people remaining in the same positions.
That’s all I gotta say about that.
Swift is like a box of chocolates...
Best of luck with the new owner ..wink wink.
- unapproved parts (admitted by MX)
- need permission from MX control for a write up.
- MX work done by one where two are required.
- C/D checks done in Peru but planes went back to GSO to fix whatever wasn’t done.
- Going into Haiti without RNAV doing ‘visual’ approaches. Handbuilding RNAV arrivals with Lat/Long for ‘situational’ awareness.
- Same at an airport in PR. One day an ASAP report was filed despite great pressure on the individual not to do it and guess what....my flight there the next day was cancelled and we never flew there again. How come if that was ‘legal’ as was claimed?
- Massive fine from the FAA for not doing PRIA checks for a year.
- 3 chief pilots in a year
- current CP certainly does not stand behind his pilots. Inept cowboy who fell into this position by process of elimination.
- downgrade used to penalize not because you’re incompetent.
- abusive LCA’s that “prepare you for the weakest captains” yet they’re the ones that continue to rubber stamp the weakest captains. LB being one of them.
- same captain investigated by the FAA multiple times yet no action from the company.
- standardization is just a word
- fatigue is just a word
- mission completion regardless is encouraged behavior.
- complete and utter incompetence at scheduling.
- nepotism, daughter of the CEO used to work at scheduling and knowing nothing about 117/121 rules.
Later moved to HR I believe.
- people fired from other (NW36th) airlines being put in management positions.
- incompetent cabin crew left in Lead positions despite multiple complaints.
Then all the daily incompetence:
- waiting for fuel for an hour for a flight that goes every day at the same time for the last 4 years yet nobody ordered fuel.
- waiting for an hour for catering, same reasons.
Yet crew gets a hate email for delays.
- tail swapping a -300 for a -400
- not tail swapping for an APU out of service while knowing that the APU was bad since the night before.
- everything outsourced to the lowest bidder.
- hotels 45 min away so your 11 hr rest period turns into a 6 hr sleep opportunity. Capt says it’s ok, we do it all the time, take one for the team...again.
- constant fudging of W&B. How?
Reduce # of heavy bags or not count heavies period.
Any of this sound familiar?
Of course everything could have changed overnight with the same people remaining in the same positions.
That’s all I gotta say about that.
Swift is like a box of chocolates...
Best of luck with the new owner ..wink wink.
01-15-2019, 08:58 AM
#155
Gets Weekends Off
Joined APC: Mar 2012
Posts: 230
Home based schedule
I know that most bew hires will get MIA most likely. I am curious though as to what kind of schedules the home based guys are getting. It doesn’t seem like they do nearly as much flying. Is there a lot of sitting around hotels, or is it more airport standby?
01-15-2019, 09:25 AM
#156
Gets Weekends Off
Joined APC: Jul 2008
Position: Gear Handle supervisor
Posts: 1,035
Originally Posted by PICsf340
I know that most bew hires will get MIA most likely. I am curious though as to what kind of schedules the home based guys are getting. It doesn’t seem like they do nearly as much flying. Is there a lot of sitting around hotels, or is it more airport standby?
We don’t do airport stby unless they want us to rescue a plane and have us sitting to wait. There’s a lot of sitting around at hotels depending on the season. Just depends on aircraft rotation. Sometimes might spend 2-3 nights in a city especially if you’re doing team flying in the west coast. Expect night flying.
During the summer doing vacation flying for the most during the weekends it’s 13 hours overnights with maybe 2 days sitting at some city Monday thru Wednesday.
You’re lucky during hockey season to fly 40hrs. Summer is when you can make money on home basing or unless you go to Europe.
01-16-2019, 03:06 PM
#158
Gets Weekends Off
Joined APC: Jul 2008
Position: Gear Handle supervisor
Posts: 1,035
Originally Posted by TiredSoul
In my day Swift would do their upmost to avoid you exceeding min guarantee.
Man they sure didn’t like you.... Swift PTSD.
We have people timing out for their 1000hrs in 365 days. So not sure what happened to you.
01-21-2019, 07:44 PM
#159
Line holder
Joined APC: Nov 2013
Position: On the bus,seat 0A
Posts: 3,228
Originally Posted by Parma3980
Apparently you haven’t worked anywhere else. Most of this is standard stuff no matter who you fly for
01-23-2019, 09:02 PM
#160
Banned
Joined APC: Jun 2017
Posts: 31
doodoo stick
Homebased lines for February average 12 days off with working stretches of upto 9 DAYS (including travel days). Trips are tentatively planned and subject to change. Remember you’re only getting paid for block time here. If you sit in a hotel and dont fly you're collecting guarantee. There appears to be no one breaking guarantee on the home-based schedule.
I would recommend pilots to steer clear of Swift until an announcement of increased pay is made. If you can afford a major pay cut and can wait for a captain upgrade you may be able to make a living.
Guarantee is 60x$66= $3960/month
...$3960x12= $47,520.
Can you survive off of that amount? After taxes are taken out? After you factor in costs of living on the road? Is the 737 that spectacular?
I would recommend pilots to steer clear of Swift until an announcement of increased pay is made. If you can afford a major pay cut and can wait for a captain upgrade you may be able to make a living.
Guarantee is 60x$66= $3960/month
...$3960x12= $47,520.
Can you survive off of that amount? After taxes are taken out? After you factor in costs of living on the road? Is the 737 that spectacular?
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