I posted this a couple weeks ago in a different topic...

 

Thing is..is that from a flight operations standpoint, SWA isn't as simple as it used to be. For example, SWA is now starting to introduce (or will be in the near future) de-rates, and reduced climbs, and also variable cost indexes. They used to only use assumed temperature reduced take-offs, and all flights used the same CI of 20. A couple years back, the brought online VNAV and A/T, both of which they hadn't used before that, and also changed the displays from EFIS/MAP to PFD/ND. They are also getting ACARS printers, which even though a small change, makes the airplane more complicated. (Can you imagine how much the paper alone is going to cost?!) On a broader note, SWA used to be good at serving the "underserved" airports (e.g., DAL instead of DFW, and MDW instead of ORD) For the past couple of years, they have opened stations at many airports, which some people never thought that they would serve (LGA, EWR, ATL, BOS, etc...) Also, we know that they recently received ETOPS certified aircraft, and are planning on serving international routes, which if you told me that even two years ago, I wouldn't have believed it in a million years. So we are seeing a very evolving SWA, and many people (a lot of employees) don't know where the company will be in 5-10 years, at the current rate of growth/changes.

 

Also, SWA pilots are certified all the variants they operate, 3/5/7/8 (they needed a short differences course with the -800). I'm sure the FL pilots being brought over are trained for all the aircraft as well.

You mean the times of letting the aircraft do all the flying and throw pilotage out of the equation? That's what makes SWA such a great airline.. Pilots get to fly the aircraft and skills remain sharp.. Are you getting training in the -300/-500 as well?

 

The 717 is more modern and automated than the 737; however, if we did not want to use the automation we turned it all off and flew it like a dc-9 which I did often, even down to minimums. Most airline pilots have that option if they so choose so it really has nothing to do with who you fly for.

Im all for flying the airplane manually, which I do more than most guys I fly with, but if you have equipment that makes your job easier you should be able to use it when you need it. Have you ever had to do a missed approach in bad weather on the 5th leg of a 13 hour day at midnight??? Thats when you appreciate being able to press a button and let the airplane do the entire go around for you while you pull the flaps and gear up and monitor everything.

 

All pilots get trained on and fly all 4 airplanes.

Boeing717, can you tell us some examples of how AirTran operated their 737s differently than SWA? I'm curious about it.

Boeing717, can you tell us some examples of how AirTran operated their 737s differently than SWA? I'm curious about it.

 

Well I dont know the specifics because I never flew the 73 at AT, but I do know that when they did an analysis of their AOM versus our AOM they found over 1500 differences in how the two companies operate the airplane. Not necessarily better or worse, just different.

Well I dont know the specifics because I never flew the 73 at AT, but I do know that when they did an analysis of their AOM versus our AOM they found over 1500 differences in how the two companies operate the airplane. Not necessarily better or worse, just different.

Wow! I had no idea you could even operate the 737 1500 different ways!

Wow! I had no idea you could even operate the 737 1500 different ways!

 

Well im sure that involved many other things such as pushback procedures, fueling procedures, weight and balance procedures etc etc, not all just flying the airplane.