Southwest KLGA gear collapse.
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Since this is a rumor network......
A friend of mine, retired from America West told me a story today.
He said that there was a female pilot at AW who was very good on academics, procedures, and systems knowledge, but had a lot of trouble with flying the plane and making decisions. She failed 2 upgrade attempts.
He further stated that she took a leave, and had a ground school and sim work with AA, but did not make it there, either.
She returned to AW, and eventually left to go to Morris Air......and he was told that the KLGA captain is the same person.
A friend of mine, retired from America West told me a story today.
He said that there was a female pilot at AW who was very good on academics, procedures, and systems knowledge, but had a lot of trouble with flying the plane and making decisions. She failed 2 upgrade attempts.
He further stated that she took a leave, and had a ground school and sim work with AA, but did not make it there, either.
She returned to AW, and eventually left to go to Morris Air......and he was told that the KLGA captain is the same person.
Oh oh...if true, I have to wonder how many diversity hire writeoffs and injuries there have been in the past. Fedex MD-11 written off, Fedex crew severely injured and almost a massive suicide attack on their Memphis cargo facilities, maybe Southwest 737.
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She returned to AW, and eventually left to go to Morris Air......and he was told that the KLGA captain is the same person.
The NTSB report states the KLGA captain had been with Southwest 13 years.
Would your friend like to amend his story to account for the seven years between Southwest's acquisition of Morris and her date of hire at SWA?
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There you go mucking up a good story with ugly facts.
I presume the Southwest pilot group has a grievance process so the whole story should come to light through the upcoming arbitration.
I presume the Southwest pilot group has a grievance process so the whole story should come to light through the upcoming arbitration.
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Obviously taking over the controls and crashing a flyable aircraft is not in Southwest SOP's
So, since we have no extenuating circumstances to justify crashing an aircraft then Southwest has no other choice.
The lawyers who represent the 15 people who were injured would absolutely be having an orgasm, buying yachts, and vacation homes if Southwest had not taken action as it would indicate that crashing an aircraft is their policy since there appears no extenuating circumstances at this point.
So, since we have no extenuating circumstances to justify crashing an aircraft then Southwest has no other choice.
The lawyers who represent the 15 people who were injured would absolutely be having an orgasm, buying yachts, and vacation homes if Southwest had not taken action as it would indicate that crashing an aircraft is their policy since there appears no extenuating circumstances at this point.
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I presume the Southwest pilot group has a grievance process so the whole story should come to light through the upcoming arbitration.
Have standards for pilots been lowered to promote diversity? Should they be? Are they lowered for everyone or just diverse pilots? Questions like this are the elephant in the room when mishaps (e.g. the recent ones in LGA and BHM) reveal poor training performance and a troubling employment history.
Traditionally you had to have a pretty spotless track record to get a chance of an interview with a major U.S. carrier. If you got caught embellishing the truth, even years later, you could get fired (unless, of course, the V.P. of Flight Ops was your Naval Academy classmate in one case I remember
).It's a dirty little secret that most airline training departments have a small group of pilots who seem to always require a lot of extra training or can only seem to pass checkrides when given by certain people. There were two ways of looking at this. One was that you would never have to worry about training failures as long as so and so still had a job. The other view was they these folks were in a special category and unless you had some similar demographic preference in your background, you'd be long gone if you couldn't do the job.
The story of someone who was fired at an airline coming back with a merger years later is familiar to many of us.
Decades ago Sam C. got hired by Pan Am and had problems with the six month initial training course. He was let go before completing probation. You know where this is going. He got on with National Airlines a couple of years later, came back with a merger as a check airman senior to his original classmates due to the Gill Award seniority list integration. Sam C. had a brief phone conversation with then Vice President George Bush Sr. that did not help Sam's career in Pan Am management but that's another story.
I'm sure similar tales of intertwined fate abound now that the younger folks who crossed the picket line during the Continental strike are senior card carrying United ALPA pilots.
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I presume the Southwest pilot group has a grievance process so the whole story should come to light through the upcoming arbitration.
If she files a grievance, the first step is for the union to decide if it's justified. They can reject it or go forward with it if they think she has a case.
If the union proceeds with a grievance, the next step would be a System Board of Adjustment. It's a hearing where two people chosen by the company and two chosen by the union decide the case. In some cases the company and the union will agree on a fifth person. Only if a four member board deadlocks does it go to arbitration.
Company can make a settlement with the person at any time. Most settlements have nondisclosure clauses attached.
The NTSB report(s) will be all you hear.
Have standards for pilots been lowered to promote diversity? Should they be? Are they lowered for everyone or just diverse pilots? Questions like this are the elephant in the room when mishaps (e.g. the recent ones in LGA and BHM) reveal poor training performance and a troubling employment history.
What makes you think she had a troubled employment history? I haven't seen anything to verify that.
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I suspect that that comment is based on a previous poster who (perhaps mistakenly) reported that she'd had a history training difficulties at other airlines
Rumor follow up
@ Bonger. I'll ask my friend for more info, and inform him about the missing 7 years.
Maybe she sat out for 7 years, but maintained a Morris Air senority number, and popped into SW in 2000......a rumor started...
There have been quite a few posts here about her difficulties getting along with other pilots. Most of the posts indicate she was on a "do not pair" list (official or unofficial) with quite a few F/O's.
I think mine was the first about training background...and it is hearsay....
Maybe she sat out for 7 years, but maintained a Morris Air senority number, and popped into SW in 2000......a rumor started...
There have been quite a few posts here about her difficulties getting along with other pilots. Most of the posts indicate she was on a "do not pair" list (official or unofficial) with quite a few F/O's.
I think mine was the first about training background...and it is hearsay....
A Squared - Well, if the Captain takes over at 400 feet, there certainly does seem to be an implication that the approach was unstable or otherwise outside of parameters. But the Crew reported that the approach was stable, on speed, on track and on glide. Not sure what the missing bit of information is that makes those two facts fit together.
Flaps on SWA 737-700 were set from 30 to 40 degrees about 56 seconds prior to touchdown at LGA.
Perhaps this explains the alleged call for a go around ?
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SWA stabilized approach criteria requires that the aircraft be fully configured by 1000'. That includes the landing flap selection. At 56 seconds from touchdown, the aircraft would have been at approximately 650 feet.; Below the stabilized approach altitude and requiring a go around.
Perhaps this explains the alleged call for a go around ?
Perhaps this explains the alleged call for a go around ?
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Taking over an approach at 400 ft is quite simple so had nothing to do with landing on the nose wheel. She caused the accident, the FO didn't. She got fired because of previous problems obviously. We will probably never know what happenned.
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I know of one female captain at AWA who went to SWA, was fired for calling in sick too many times during probation at SWA, went to Morris and subsequently was back at SWA. She was a captain at AWA and was a good pilot. I flew with her a few times and she did a good job. I doubt this LGA captain was the same person. If I knew the LGA captains name I would know for sure.
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I think mine was the first about training background...and it is hearsay....
What DOES concern me, is the Employment regulations that make it viable for an employer to accept a possible risk to a multimillion £/$ aircraft and Pax, rather than sack a crew-member who is legal but nevertheless, substandard.
IMHO businesses should be free to hire and fire staff that do not fit the Company's needs. Apparently, France is an extreme example ,as any firm set on expansion is thwarted by the impossibility of cutting out "dead wood"
where else in life, are you forced to spend your money on something dictated by the government.
(taxes, social security etc. are a different case, as all are treated the same amd pay accordingly) (Theoretically
)
Last edited by cockney steve; 25th Oct 2013 at 10:15. Reason: quote didn't come out right and a mod has castigated me in the past for this transgerssion.
