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Swift Air - The truth

Old 06-14-2019, 01:51 PM
  #431  
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Originally Posted by randomroute View Post
We arent getting A330’s. To get 10 A330’s you need more than the total amount of pilots now to fly them! Longhaul aircraft are a 117 nightmare. Tell me how the CEO has plans for more aircraft and larger aircraft, yet has nothing to say about pay to attract more pilots to fly them. This is just more used car salesmanship. Why would the CEO defer to his COO? He wants to give you good news about the PROSPECT of growth and then leave the bigger part of the equation out of the picture. We dont have commonality in procedures or equipment in the 737’s, but yea, we are gonna get A330’s and fly international cargo and passengers! Who is selling A330 freighters? Follow the trail!


CEO said the operational stuff is COOs position, not his. So things that happens in flt ops are pushed down from there. Anytime there’s pay information it comes from COO. It’s how it’s always been.

They didn’t confirm a330s it was an acft type they were exploring for cargo and pax ops. 777 is better for cargo in the end, wider fuselage than an a330. Doesn’t have to be commonality it would involve a whole new type anyway. Whether it’s a 76 or a330 a new type is a whole different mess.

Cargo doesn’t have to be 117, the 737 cargo plane is under 121. If they go for a long haul type anyway they’ll be on their own schedules anyway, So that shouldn’t be an issue. Just not enough schedulers to deal with it, that’s the key.

Well we’re already short for the addition of 2 NGs anyway. We have a good interview session planned out with a lot of interest. Obviously for the long term pay and everything else will need to follow.
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Old 06-14-2019, 04:47 PM
  #432  
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Originally Posted by mexipilot84 View Post
They weren’t able to get the 2nd acft out of Europe in time for the contract so DHL walked out. That was outside of swift control, but it happened.

Seems like a lot of focus onto cargo now.
So it’s not because they bought the wrong plane? A -300 instead of a -400?
Less cargo capacity then DHL specfied?
Because that was a very persistent rumor back in the dark days.....

Last edited by TiredSoul; 06-14-2019 at 05:21 PM.
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Old 06-15-2019, 12:20 AM
  #433  
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Originally Posted by TiredSoul View Post
So it’s not because they bought the wrong plane? A -300 instead of a -400?

Less cargo capacity then DHL specfied?

Because that was a very persistent rumor back in the dark days.....


Seems they signed it with a 300 back then because they were both 300s. Number 2 never got released in time. So there it went.
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Old 06-15-2019, 06:00 PM
  #434  
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Originally Posted by mexipilot84 View Post
CEO said the operational stuff is COOs position, not his. So things that happens in flt ops are pushed down from there. Anytime there’s pay information it comes from COO. It’s how it’s always been.

They didn’t confirm a330s it was an acft type they were exploring for cargo and pax ops. 777 is better for cargo in the end, wider fuselage than an a330. Doesn’t have to be commonality it would involve a whole new type anyway. Whether it’s a 76 or a330 a new type is a whole different mess.

Cargo doesn’t have to be 117, the 737 cargo plane is under 121. If they go for a long haul type anyway they’ll be on their own schedules anyway, So that shouldn’t be an issue. Just not enough schedulers to deal with it, that’s the key.

Well we’re already short for the addition of 2 NGs anyway. We have a good interview session planned out with a lot of interest. Obviously for the long term pay and everything else will need to follow.
You’re either make KoolAid, or drank a lot. Btw, 330’s aren’t cargo aircraft for a plethora of reasons. One of which is the body angle. Airbus does make a 330 freighter, but it’s a dedicated airframe. Not a conversion. The CEO tells you to ask his minion for more $$$???? You must have burned a lot of bridges in your career or been sold a few in your lifetime. 117 are rules for 121 operators. They are not a type of operator. Jesus Christo Man...
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Old 06-16-2019, 08:26 AM
  #435  
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Originally Posted by 4runner View Post
You’re either make KoolAid, or drank a lot. Btw, 330’s aren’t cargo aircraft for a plethora of reasons. One of which is the body angle. Airbus does make a 330 freighter, but it’s a dedicated airframe. Not a conversion. The CEO tells you to ask his minion for more $$$???? You must have burned a lot of bridges in your career or been sold a few in your lifetime. 117 are rules for 121 operators. They are not a type of operator. Jesus Christo Man...


Sorry man you’re the master of everything and expert of everything, how do you find the time to post on here with your awesomeness?

-Again this is a 121 supplemental airline where 117 rules apply under pax operations.

-our cargo plane runs under 121 rest rules like all cargo operators, it is the only exception to the rule.

-they didn’t say anything about converting or buying new on a330s or even say the type is a go.

-as I said earlier the 330 is not an optimal choice for cargo. There is a lot of mods that go with it due to design. Emirates is a prime example with their a330 cargo.

-any type of operational improvements whether it’s compensation, QOL or operational changes come from the office of the COO. I said that earlier, CEO said to talk to him about it as that is his department, that is what he told us. He will be in PRG probably in a week and change having a meeting with the pilots.

like anything in this industry nothing is guaranteed until it’s in writing or literally at your doorstep. Even then it can all be gone tomorrow!

I wish they served kool-aid, but I like mine with a bit rum or some of that soju from Korea. I rather get deadhead pay first before some kool aid, just seems more financially sound that way. thank you for enlightening us with your 117 knowledge and how it applies to swift. But again for those observing we work under 117.
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Old 06-18-2019, 08:56 PM
  #436  
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How about them contract pilots not legal to fly as 121 CA?
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Old 06-19-2019, 08:13 AM
  #437  
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Originally Posted by Toby Flenderson View Post
How about them contract pilots not legal to fly as 121 CA?


Waiting to see what the FAA says about that. Only a couple of them have US 121 time. I think their contract if it doesn’t work is a 30 day notice.
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Old 06-19-2019, 08:26 AM
  #438  
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Originally Posted by Toby Flenderson View Post
How about them contract pilots not legal to fly as 121 CA?
Being taught by Check Airmen with little to no experience in EASA. Recipe for disaster. Feel bad for the FOs who have been there since the beginning of the operation and have to hand hold this captains once they are released on the line...
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Old 06-19-2019, 08:31 AM
  #439  
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Originally Posted by 4runner View Post
Btw, 330’s aren’t cargo aircraft for a plethora of reasons. One of which is the body angle. Airbus does make a 330 freighter, but it’s a dedicated airframe. Not a conversion.
Tangential to the actual purpose of the thread, but that's no longer true. A330 freighter conversions began in 2017, and the first handful are already in service. As many as Airbus sold to 787 customers as stopgap solutions for that program's delays, I would expect to see a great many of those unloved widebodies filling a cargo niche between the 767 and 777.
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Old 06-20-2019, 01:37 PM
  #440  
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Originally Posted by randomroute View Post
Who was responsible for confirming?
Did they [119x2] know?
Did they [COO][119x2] know and hope no one would find out?
Did examiner care to validate?
Did check airmen care to validate?

Did [COO][119x2] intentionally keep recruitment/training/AZ FSDO (FAA)(([POI])) out of loop?

Why?

Does [IAG] have enough pilots to maintain contracts?
Increased recent pilot attrition.
Is Swift what [IAG] thought it was?
[COO] on contract damage control?
[IAG] why are [CEO][COO] in Europe? Why no IWA/MIA/ENV/AEX visit?
Value of contracts? or Value of NG's?
Why send [CEO] ahead of [COO] visit?
Value of contracts? or Value of NG's?
Growth without enough pilots=no growth.


R


Check airmen it’s not our job to verify their eligibility per the FAA, that’s what management is for. We are sent pilots to be line trained who show up to have their ATP with 737 type, medical, fcc etc with instructions from scheduling and training to provide line training saying they’re good to go. Outside of that we just fly and fill out paperwork.

The selection process is not done by us but by management and the contract company. I have no idea how the feds view foreign airline PIC time. They requested info from the contract captains to verify their information I guess by the POI.

We have about 30 pilots in the training pipeline about half are in Europe awaiting OE or some stage of OE.

Increased attrition? We’re about the same rate. Losing guys to JetBlue, Spirit and other bigger opportunities. 171 pilots with 10 more who started on Monday.

August class being built if all candidates successful estimate about 15-20 for August to have us about 200 or close to by fall after Europe is over.


Ceo was in Europe signing deal with our partner in PRG for 3 more years. He took opportunity to talk to us. The only bases that are easy to visit are MIA since we actually have facilities. Everything else we don’t really have bases so to speak. We have always been a very remote based airline with online meetings and conference calls, nature of the beast.

What damage control? Every day is the same day fly fly fly fly. Adapt and overcome. They always find a way whether it’s the hard road or easy solution.
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