Swap with the Pot Guru's, I have a question:

I got a crap line for March, worth 67. I'm going to try to swap one trip on my line, for two trips in the pot. There are about 35 trips in open time, 80% of them are the same trip, just on different days. Every time I've used SWP, it's always been a one for one swap, easy to input.

Is there an easy way to input a one for two swap, without having to list every single possible combination of all those 35 trips, ie. listing every trip on every day, times two, multiplied by all the possible combinations?

Or am I going to spend four hours typing in every possible combination?

Also, I know with white slips, you can put in a 'generic' request for a day length, as in -*5- for any 5 day trip. Can we do that on the swap w pot too?

What I'd like to say is,

"Swap this one POS trip, for two of those, on -any- of days that it's legal." I'm not fussy about my days off in March, not much going on.

I just don't know how to tell it that, in SWP speak, without listing every single combination.

Thanks in advance.

 

That rotation is closed and it's still there. We were supposed to go in and out of ATL on our last day and finish in LGA. All 4 legs cancelled and they sent us to MSP for a short layover and DH back on Thursday. Weather was fine in MCO and LGA on Wednesday and all flights went as scheduled to LGA. No way they couldn't justify not giving me the pay. Best part about that reroute, is the DH was delayed 3 hours to LGA on Thursday and I couldn't get 30 hours for my 2 day on Friday. Got pay protected for that as well. My 4 day was un commutable also so it worked out!

 

It wasn't a disparagement of the Colgan pilot group at all. I've flown with a lot of ex-Colganites here at CP, all good sticks, most of whom flew the Q400, and naturally we've traded notes on flying the airplane, the respective training programs, & our conclusions on 3407. When I say it was infamously bad, I mean it was inadequate to the demands of rapidly spooling up a large fleet of quirky aircraft in exactly the ways that you delineated and the NTSB noted, and I mean that this was pretty widely known before the Colgan accident. It was discussed on this board by Colganites, for starters. The NTSB report certainly paints a picture of a group of pilots that weren't given adequate training in their airplane. When you interview a large number of pilots and the majority can't give you the correct answer about when to use the Ref Speeds switch vs icing additive airspeeds, you can be reasonably sure that the training program is to blame, not that it's a bad batch of pilots.

I'm no stranger to inadequate training programs. Early on at CP it was laughably brief, and few of our instructors knew much about the airplane at the time. We were fortunate to have a good group of check airmen that got us spooled up quickly on IOE - which was also fairly brief at 25 hrs & ~10 segments. Fortunately the E175 is relatively idiot-proof; the Q400 is not. Eventually the FAA shut us down and made us redesign the program, it's much better today although it still pretty much makes the assumption that you have prior 121. Now the early inadequacy of our training program doesn't reflect poorly on our pilot group, it reflects poorly on early management that tried to spool up a Part 121 airline from scratch on the cheap. The same is true of Colgan under Pinnacle, trying to expand too quickly on the cheap. But that cheapness is the main reason they were awarded that flying in the first place. Accidents like Colgan were almost inevitable under the lowest-bidder outsourcing system combined with a lax FAA.

 

Anyone notice the 100's of trips in open time in LAX/B? How are they going to cover THAT many trips? Oh yeah - everyone can pickup to max.

Speaking of that, If one pilot picks up can he give that trip to another pilot or is that 'Parking?'

Thanks - Baja.

 

I seem to remember Delta chasing JetBlue out of Atlanta with their tail between their legs in less than six months when they were foolish enough to attempt flying into Hartsfield.

 

Reroute pay is full pay, no credit.

 

There is no need for that remark. I expect better from an O-5 in the USAF.

I'm not discounting the tragedy at all; nor am I addressing it. This is a discussion about FAR117.

please answer this question:

Would we have FAR117 if the guy performed a traffic pattern stall recovery?

Yes or no.

 

Yes, and yes, and btw, there are no caps on swaps, so the guys who have one and two day trips will be swapping for 3 and 4 day trips, and their 1+2 day trips will be w/s by others. The company will have no trouble covering what's left.

On the 'parking' thing, no, that's not parking. Parking is when you put one of your exiting trips onto your buddies line via the pilot to pilot swap board. You bring your line down in value, so you can then white slip something from the pot. After you do that, you get your old trip back from you buddy.

That has been fixed, in that your 'parked' trip cannot come directly back to you from your buddy. He has to drop it into open time, and you have to white slip it, if you want it back.

 

It was DL and AT (by hiring/outsourcing Ryan's 320's until they could get their own 737's) that double tag teamed JB and whooped their tails. That was one of the very, very few examples of DL putting up a fight against the endless growth mode capacity dumpers back then.

So JB was faced with duking it out in ATL against not one but two airlines that planted their flags with the intent on fighting to the bitter end no matter what. JB pulled out, and reallocated those AC (and many, many, many others) to accepting DL's (as well as AA and US) gift of a free terminal and instant critical mass in BOS that allowed them go from nothing to the biggest airline in BOS history practically overnight. They are now using that base as a safe haven to launch offensives into any existing market they choose still thinking no one can or will do anything about it.

They will soon (later this year and 2015) be in for a rude awakening.

 

What was the learning objective mandate for that though?

Was it push down, lose altitude and recover, or was it the idiotic "hold altitude +/- 100 feet" fake PTS nonsense, toxic negative training group think that was prevalent at the time in the sims?