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Hot off the press: SWA to hire 450

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FR8dognit said:
30 People viewing this thread at 1952 Herb time...guessing a few of you are in the pool...how many of you are there still floating...anyone know?
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After the May 14th (which I believe has been filled) and the May 28th classes have been filled I think the pool has 250 remaining. It may be as low as 200. This is a very rough number that does not include anyone who has declined a spot or been flushed from the pool. I am in the pool and trying to keep track and I am sure someone has a more accurate number than this.
 
So do ya'll not use AT or VNAV at all currently?

We still don't do RNP officially...although it seems they spend half the manuevers sims teaching those dang things. Very cool procedures, though. It'll be nice when they get certification to implement them... as well as hopefully cut down the 4+ page briefing/set-up before doing them.
 
Bill Nelson said:
150 for training requirements (Auto throttle VNAV training will pull crews off line)


Interviews to start up again in July/Aug.
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Why would SWA management hire 150 pilots for an "interim" situation? I do not buy this reasoning. We were told in recurrent just last month that all this training would require at most two sim periods. This hardly justifies 150 pilots.
 
Yeah. Two sim periods and three runway excursions! Oh and a 5 minute CD which contains 4 minutes of Bob telling us "you're gonna love it."

We just now figured how to turn on that little 4 position switch on the forward panel that is labeled off/min/med/max. How *************************ing hard can they make it?!

You know what my VNav/Lnav/Autothrottle/Autobrake training was at Frontier? Something like this.

Capt: See that switch?
Me: Yep.
Capt: You can use that if you want.
Me: Cool. You gonna eat that cup of Ramen noodles?

Gup
 
RNP=Required Navigation Performnce...at max a 2-hr cbt with a questionnaire VNAV?? on the 75/76 it was a non-event part of the machine
 
OK, just sitting on the sidelines here reading this about what you guys don't do with the capabilities of your 73's, and the assumed need for more pilots after you have learned a very simple application of technology tells me something isn't right in SWA training or the fella' that has stated this need is grossly incorrect.
 
in the day SWA appears to have lowered the 73's capabilities to the fleet lowest common denominator...the -200??
 
macdu said:
...tells me something isn't right in SWA training or the fella' that has stated this need is grossly incorrect.
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NO both are right. SWA training has spent alot of time to dummy down the 737 as much as humanly possible... :)
 
Spooky 2 said:
Not so fast. VNAV, RNP, and Autothrottles can all be taught at one time since they are all part of the VNAV solution. As for autothrottles alone, they could be taught with a handout imo. RNP can be taught with 30' CD, assuming your not leaving the confines of the continental US. Hardly a reason to hire 150 pilots. I'm not current on the B737NG, although I do teach RNAV/VNAV procedures in Boeing aircraft, so tell me where I'm going wrong here?
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Your'e wrong only because of our culture of shunning automation here. You would not beleive the trouble we had here trying to use auto-brakes and we still don't utilize them correctly. They still teach manual braking for RTOs but require auto-brakes for landing on wet runways. Many of our guys can't even join an airway with the LNAV or even extend a centerline for an approach. It will be a mess of astronamical proportion beleive me.

Now if you want to see a group that can really hand fly an aircraft or do mental math for speed and decents this is the one but automation ain't their forte'
 
Golden Falcon said:
RNP=Required Navigation Performnce...at max a 2-hr cbt with a questionnaire VNAV?? on the 75/76 it was a non-event part of the machine
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VNAV is certainly a part of the machine, but VNAV approaches are a different animal and do take a couple of hours in the sim to master. Also, and this has nothing to do with the specific training per se, but your OpsSpecs need ammending and there are sveral different versions of that as well. Boeing teaches two types of approaches, ILS and non-ils approaches. Basically the non-ILS approaches all involve the application of VNAV procedures.

RNP/ANP is pretty much a no brainer in the continental US.
 
jhill said:
Your'e wrong only because of our culture of shunning automation here. You would not beleive the trouble we had here trying to use auto-brakes and we still don't utilize them correctly. They still teach manual braking for RTOs but require auto-brakes for landing on wet runways. Many of our guys can't even join an airway with the LNAV or even extend a centerline for an approach. It will be a mess of astronamical proportion beleive me.

Now if you want to see a group that can really hand fly an aircraft or do mental math for speed and decents this is the one but automation ain't their forte'
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Interesting. I had no idea thw SWA pilot group was so retarded. ...Just kidding!
 
VNAV and RNP approaches are NOT a "training by memo" event.

VNAV descents without accurate descent winds don't work worth a damn on the B737.

AT with VNAV will save fuel! Particularly on TA and climb outs. SWAPA should also push the Co. and dispatch to use the "cost index" wisely.

No need to reinvent the wheel but a modern tire rides and handles better than a wagon wheel.
 
HalinTexas said:
VNAV and RNP approaches are NOT a "training by memo" event.

VNAV descents without accurate descent winds don't work worth a damn on the B737.

AT with VNAV will save fuel! Particularly on TA and climb outs. SWAPA should also push the Co. and dispatch to use the "cost index" wisely.

No need to reinvent the wheel but a modern tire rides and handles better than a wagon wheel.
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They put a memo out about a month ago telling us to put the winds and ALT setting into the forcast portion of the descent page on the FMC using the winds at lower altitudes from our release. Just using the descent page and flying it just like it says I would say the aircraft shouldn't have any problems. Looks to me like it should work pretty well. We will see.
 
I heard the autothrottles will go into auto-reverse if the taxi speed exceeds 10 kts...

:laugh::cool::p:pimp:
 
I sorta doubt all this. Checked SWAPA web site and there is zero news about the union winning a JA/manning issue. Also I can't believe we would hire 150 new guys to overlap for training. It would be nice and I certainly wouldn't mind seeing those guys/girls in the pool come aboard. In reference to autothrottles. When I was in training in Feb they told us there would be 2 phases. First phase was autothrottles in cruise about 10,000' and that would be just a online academic lesson online. Second phase would be full use of autothrottles that would involve 2 or 3 sims plus academics in DAL. The entire package for changing ops and the training required was at the FAA for approval.
 
jhill said:
Many of our guys can't even join an airway with the LNAV or even extend a centerline for an approach. It will be a mess of astronamical proportion beleive me.
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Most F/O's can do this just fine ;)

The old school guys who really believe their own press about being the best "hand fliers" as you say will be the challenge.
 
Tanker Clown said:
Please re-read your first sentance. You must be a Delta pilot. Please have an educated person proof you posts. A non-Delta type is by far the best choice....as they can read.
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now thats ironic sentance

Give it up simple man. You got turned down during the interview and you are just bitter. It now looks like you want to pursue Southwest but you with your personality you will not get too far. Good luck you will need it.
 
FR8dognit said:
They put a memo out about a month ago telling us to put the winds and ALT setting into the forcast portion of the descent page on the FMC using the winds at lower altitudes from our release. Just using the descent page and flying it just like it says I would say the aircraft shouldn't have any problems. Looks to me like it should work pretty well. We will see.
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Much to do about nothing......We invented the whole concept of the rnp approach and probably do more lnav/vnav than anyone else and use auto throttles and auto brakes for everything.......vnav works just fine 90% of the time. The altimeter setting is the only thing that you need on the descent/forecast page and maybe the isa when it is way high or way low. Huge tail winds can mess with you but this just common sense stuff....No need to train auto throttles just make sure that they are on...Same with auto brakes..rto for take off which is way faster than any human alive. 2 for the 700 into SNA or 3 for the 800 and max for short slippery runways...Ok now you have been trained...look at all the money that I just saved SWA....When are they going to call me. 6000hrs in the 200/400/700/800/900 and a real type rating. I know when I was first hired we hired a couple of their captains now can they please hire some of ours, me included...
 
poppi said:
now thats ironic sentance

Give it up simple man. You got turned down during the interview and you are just bitter. It now looks like you want to pursue Southwest but you with your personality you will not get too far. Good luck you will need it.
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How about "Now that's AN ironic sentance."?
 
Can't you just upload the winds using the data link?
Legs page, RTE DATA, the big W, Request, Load, EXEC.
 
Father Jack said:
Can't you just upload the winds using the data link?
Legs page, RTE DATA, the big W, Request, Load, EXEC.
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I doubt our FMC's are set up for that. We just started using ACARS about 2 yrs ago. We've been adding new features on the FMC a little at a time. There aren't many things we do here that aren't done manually. I do think it is to keep the more senior gals/guys heads from spinning off.
 
Anybody wanna make a guess how many airplanes will get the stick shaker when they set Vtarget at FL340 with the auto-throttles on? Or how many tugs we gonna damage when we hit TOGA right after engine start? These are some habits that need to stopped NOW.
 
This hiring is sadly in preparations for a build up in Denver. Frontier is in big trouble and the vultures are circling.
 

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