You interfere with your neighor’s marriage too?

Considering we have no wide body rates or information, I’m not sure what you want the pilots to refuse? Can’t refuse a plane that’s not here or even an idea of when it’ll be here.

Our current 737 rates are being addressed. We’re all eager to see what comes down from the top this fall.

No but I protested with my feet.

You’re not a real pilot if you haven’t flown for Swift.

Working at a company that provides absolutely no support or help to get the job done safely, does not make you a better aviator. You sound like you’re trying to justify letting your crews battle out there to get the job done with no support from Flight Ops. Whoever said they think you’re the CP or DO, I think they were right.

Slinkydinkpilot... you are part of the problem, rather than part of the solution.

No operation’s SOC, be it CFR 135, 121, 125, should send then crews on a trip without preparation for any trip... domestic or otherwise. Signed confirmation by the airlines’ ground handling and OCC departments should be provided to crews. Accountability, yes accountability is required when a trip starts going TU. Document, photograph, and video.


I know... it’s a rhetorical questions, but I ask anyway... Who owns OCC??? C/P up the ladder to the D/O. Let them earn their paychecks and resolve issues amongst the office personnel who which are responsible for sending crews on trips with proper working tools in their trip envelopes to make it work.

On occasions, crews must have their bag of tricks to sort out unforeseen issues that arise. This comes from training... from experienced crews who are, of course, objective.

Most contracted flying there’s ground handling information in our avdocs for NHL, HAP, ICE and Casino flying. The exception is adhoc which is published by ground services via email. So 90% of the info is there.

If it’s adhoc sometimes they forget to email you the stuff. Usually a quick email solves that. The biggest challenge is ensuring corporate security has sent in APIS and manifests correctly. Most of the time I’ve had no issues with it. Once in a while you might be waiting on a stamped gendec, especially when leaving the US.

For a 121 airline and i tell new guys is we are a lot like a 135 on steroids, as PIC you carry a lot of the power to operate and ensure everything is taken care of. Once in a while I have something that needs to be addressed, usually the only places I have issues is MIA, everyone there just moves or does things at the speed of smell. Basically don’t leave till you have what you need. That’s all there is to it.

We have departmental issues because we’ve exploded in size and the infrastructure has not kept up with what goes on on the line. That goes for OCC, crew scheduling, training etc. You find yourself being creative and solving problems yourself. Definitely not like a regional and mainline where you show up and you just fly and everything is done for you. Definitely not there yet and probably will never be there. Change happens way too fast around here.

This speaks volumes of whoever is in the driver seat of that "airline", and pretend to buy wide-bodies on top of that? Ask yourself this question, do I want to work for an employer that treat the company as a cash cow, yet, does not pay me what I am worth, and does not provide the tools I need to do my job?
I'd digress with your statement about Part 121 operations. Attention to detail is what makes the difference, not only in the operation but in the product offered. Do you think the Swift air product is good? I can tell you why they get business.... because it's probably cheap. How is it cheap? It's controllable expenses are low(YOU).
"Creative in solving problems", should not be a characteristic of a professional airline pilot, we are highly trained, with procedures and safety oriented practices. Maybe if pilots didn't have to be so creative in doing other people jobs, they won't be stalling 737s on take off.
You're a good guy and a recruiter, but man, don't put your hands in the fire for an employer that won't think twice about putting you on the street, if budget gets tight....and you have no union.

By the sound of it things have drastically improved since my time there........not.

I’m very curious to know what the experience of a new FO is like here.

Where are new hires currently getting based? (FL and AZ are both appealing states to me)

Are the trips more AM or PM?

How many changes, positive or negative, have you seen the new management make?

What was the training pipeline like for you?

Washout rate in training?

What are the travel benefits and jumpseat agreements like?

My background:
About 3200TT
about 800 multi engine turbine SIC (135 and 121)
One failed CQ at my current regional (only failed checkride ever)
Cessna 180 crash in Alaska, 2015
No degree
No DUI or criminal record


I’ve been following this forum for about a year and read the good and bad and still find myself drawn to swift. I’m at a pretty good regional right now but the cost of living in the Pacific Northwest is too high and the Q400 is a rewarding airplane to fly but it’s very difficult to build time in when half our legs are only 35 minutes long. Upgrading on either of our aircraft means being on reserve for at least 1.5 years. Some new captains are flying about 5 to 20 hours a month! My background isn’t great and I have a difficult time believing I could make it to a LCC because of my record and having only 121 turboprop time.

On paper it seems as though going to swift is more win/win than a lateral move to another regional. Would I be wrong in thinking that?

Any feedback is appreciated!