Sav…. and BNA too?
05-04-2023 | 12:52 PM
#41
Gets Weekends Off
Joined: Jun 2010
Posts: 7,573
Likes: 283
From: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
I am with you, but I will say there is NEVER a time to SET right now. We have had way too many close calls with taxi errors and near misses. We should have every gopher head looking out of the hole and not monitoring some stupid engine start. Safety is number one and if you miss a taxiway and cause a near miss the company will throw you under the bus even if you state you were SET.
Secondly I could care less about saving money. Mach .795 and the rides are always better down in the 20s. Could care less about money as I am in the safety business…
Secondly I could care less about saving money. Mach .795 and the rides are always better down in the 20s. Could care less about money as I am in the safety business…
05-04-2023 | 12:53 PM
#42
Gets Weekends Off
Joined: Feb 2018
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The whole Hawaiian rumor is absurd. Can you imagine this company not only taking on three additional fleet types, but also widebody (with premium cabin) but even more so, Asian flying?! Amazon freight flying? Talk about too big to chew. There's no way to fly an A330 like a 737-200 and they still need to figure out how to accept foreign currency. It's a long way from Lubbock.
05-04-2023 | 01:06 PM
#43
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Joined: Feb 2018
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To me, tower calling out a "Cancel takeoff clearance" simultaneously on guard and a congested ATC primary frequency is much higher stakes and the chances of me aborting based on that are much higher than someone in ops trying to somehow communicate to me that I need to abort due to a messed up weight and balance report and me understanding them while I'm on takeoff roll.
05-04-2023 | 01:41 PM
#44
Gets Weekends Off
Joined: Mar 2017
Posts: 4,163
Likes: 144
Careful agreeing with me. It’s not very becoming 😉
Here’s a great example……if you’re going to SET for takeoff, start the engine when the tug stops its pushback. The timing works out perfect on an NG to where you get rollback right around the time they’re showing you the pin.
Instead we have FOs that are spring-loaded to start the engine as soon as the airplane starts moving on pushback and then sometimes we’re sitting there p!ss!ing away fuel for a minute or two while they finish the push and disconnect.
Here’s a great example……if you’re going to SET for takeoff, start the engine when the tug stops its pushback. The timing works out perfect on an NG to where you get rollback right around the time they’re showing you the pin.
Instead we have FOs that are spring-loaded to start the engine as soon as the airplane starts moving on pushback and then sometimes we’re sitting there p!ss!ing away fuel for a minute or two while they finish the push and disconnect.
05-04-2023 | 01:43 PM
#45
Gets Weekends Off
Joined: Mar 2017
Posts: 4,163
Likes: 144
I don't SET but I tell the FOs start them whenever you want. I don't GAS! We can always shut one down if there is a line. I have never had a problem getting rolling. Every Jet, SET, every flight, every day for 175 years. Inbound, I only shut it down if I see all rampers ready to work. The risk vs reward isn't worth my career. Damage something and SWA will find any reason to pin it on the flight crew.
05-04-2023 | 02:43 PM
#46
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Joined: Nov 2012
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Or eliminate it altogether like many other places. We have a schedule and tracking software so we really don’t need to tell them what they already know.
05-04-2023 | 02:45 PM
#47
At your mom's house
Joined: Jun 2008
Posts: 3,675
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From: cpt 737
05-04-2023 | 02:47 PM
#48
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Joined: Nov 2012
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Or, how about switching to guard frequency as we approach the runway for departure instead of at 10,000 ft? Who is going to abort the takeoff for a call from someone in ops as we pass 80 knots? Who might abort the takeoff for a call from tower on guard as we pass 80 knots? Who might want to hear what ATC has to say below 10,000 ft if someone has a stuck mike on primary vs what ops (who can contact us via ACARS) might have to say? Is there something I'm missing about that policy?
To me, tower calling out a "Cancel takeoff clearance" simultaneously on guard and a congested ATC primary frequency is much higher stakes and the chances of me aborting based on that are much higher than someone in ops trying to somehow communicate to me that I need to abort due to a messed up weight and balance report and me understanding them while I'm on takeoff roll.
To me, tower calling out a "Cancel takeoff clearance" simultaneously on guard and a congested ATC primary frequency is much higher stakes and the chances of me aborting based on that are much higher than someone in ops trying to somehow communicate to me that I need to abort due to a messed up weight and balance report and me understanding them while I'm on takeoff roll.
Sometimes the captain (usually FAT, not that there’s anything wrong with that) change it back quietly.
05-04-2023 | 02:49 PM
#49
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Joined: Nov 2012
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SET at this airline is a complete and utter joke. As you probably know, I am FAR from a Kompany guy but there is a $h!tload of fuel savings to be had during our operations.
Seriously, I REALLY don’t want to bring up the past airline but the fuel conservation program and mentality amongst line pilots and management at SWA is pathetic.
Seriously, I REALLY don’t want to bring up the past airline but the fuel conservation program and mentality amongst line pilots and management at SWA is pathetic.
05-04-2023 | 03:21 PM
#50
Furloughed Again?!
Joined: Aug 2007
Posts: 4,948
Likes: 109
From: Boeing 737
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