Planesense
11-04-2005, 06:07 PM
#11
Gets Weekends Off
Joined APC: Nov 2005
Position: Formerly Avantair
Posts: 189
Howdy Folks!
HI guys, first post here. So, naturally I will start an argument right away! 
I work for Alpha Flying and only have very good things to say about them. We are all treated with dignity and respect and, most importantly, have a great QOL.
I'll run down JetA's list from top down:
Well, hope I did not sound too arrogant with my reply. Feel free to flame away. *dons nomex fire suit*
I work for Alpha Flying and only have very good things to say about them. We are all treated with dignity and respect and, most importantly, have a great QOL.
I'll run down JetA's list from top down:
Originally Posted by FuelJetA
I know a bit about these guys as I was involved in a PC-12 frax that never made it. I flew with an ex-Alpha Flying (Plane Sense) pilot and learned a bit about them.
Here are a few insights:
They seem to treat their guys well enough and he didn't complain about working there. However, he was related to the chief pilot...
I think this must be from a long time ago; no clue as to what you are talking about. See my above statement.
He logged time that I KNOW FOR SURE could not be logged as anything. You can't sit in the right seat of a single engine turboprop requiring one pilot and expect that time to be worth diddly! He had 2000 total and had something like 1700 PIC turbine. Give me a fricking break! They made him a capt. at 300 hrs? I think not.
Before 91K, you are correct. It is a whole different ball game now. Our op specs require all program flights to have 2 pilots. Take a look at 91.1049(d). Now, what is the good of logging SIC SE tubine time, not much, IMHO. The only thing it really does is get the total time of our co-pilots up to the required 1500 for "captain" upgrade.
The time flying the aircraft is not really all that quality. It counts for total time and turbine, kind of, b/c it's not ME time. The pay, last I checked was in the 40K range to start, which is not quite enough to live in Manchester, NH.
Not quality time? I may not be a jet jockey, but I sure am having fun going in and out of 3000' grass strips one leg, then doing 180 to the marker at IAD the next leg!
I'm not giving away any state secrets by saying that FO pay is 25K 1st year. It's not great, but it beats flight instructing, and the food is a heck of a lot better on the road! Capt. pay is pretty good, also. We have some very senior guys here, about 8 years now, that are doing very well for themselves. Let us not forget we have 21 scheduled weeks off a year, not including vacation, sick time, etc.
The aircraft, however new they may be, are relatively neglected and always very dirty.
Neglected? I hate to sound like a jerk, but no, you don't know what you are talking about. This airplane is a big King Air nacelle. If I do 6 legs in one day, the airplane looks like it has not been washed in weeks. We are always getting wash jobs on the road, and get a great cleaning when we return to MHT.
The clients are definitely on the low end of the income scale, so don't expect to make a whole lot of networking connections that will actually go anywhere as far as leading to greener pastures.
If you only knew!
If you need a paycheck and have 2500 total with some turbine in there, it is a good way to get paid, but it is not necessarily a good career move.
Different strokes for.....blah blah blah. Alpha is a great move for some, but maybe not for others.
The company is solid and you could make a career out of it as I believe they are there to stay. If you could be happy flying a PC-12 for a long time, then go for it!
I'm very happy here, and think I will be for some time to come. BTW, we are always looking for good, IFR experienced folks to come on board.
Hope that helps!
Shanon
Here are a few insights:
They seem to treat their guys well enough and he didn't complain about working there. However, he was related to the chief pilot...
I think this must be from a long time ago; no clue as to what you are talking about. See my above statement.
He logged time that I KNOW FOR SURE could not be logged as anything. You can't sit in the right seat of a single engine turboprop requiring one pilot and expect that time to be worth diddly! He had 2000 total and had something like 1700 PIC turbine. Give me a fricking break! They made him a capt. at 300 hrs? I think not.
Before 91K, you are correct. It is a whole different ball game now. Our op specs require all program flights to have 2 pilots. Take a look at 91.1049(d). Now, what is the good of logging SIC SE tubine time, not much, IMHO. The only thing it really does is get the total time of our co-pilots up to the required 1500 for "captain" upgrade.
The time flying the aircraft is not really all that quality. It counts for total time and turbine, kind of, b/c it's not ME time. The pay, last I checked was in the 40K range to start, which is not quite enough to live in Manchester, NH.
Not quality time? I may not be a jet jockey, but I sure am having fun going in and out of 3000' grass strips one leg, then doing 180 to the marker at IAD the next leg!
I'm not giving away any state secrets by saying that FO pay is 25K 1st year. It's not great, but it beats flight instructing, and the food is a heck of a lot better on the road! Capt. pay is pretty good, also. We have some very senior guys here, about 8 years now, that are doing very well for themselves. Let us not forget we have 21 scheduled weeks off a year, not including vacation, sick time, etc.The aircraft, however new they may be, are relatively neglected and always very dirty.
Neglected? I hate to sound like a jerk, but no, you don't know what you are talking about. This airplane is a big King Air nacelle. If I do 6 legs in one day, the airplane looks like it has not been washed in weeks. We are always getting wash jobs on the road, and get a great cleaning when we return to MHT.
The clients are definitely on the low end of the income scale, so don't expect to make a whole lot of networking connections that will actually go anywhere as far as leading to greener pastures.
If you only knew!
If you need a paycheck and have 2500 total with some turbine in there, it is a good way to get paid, but it is not necessarily a good career move.
Different strokes for.....blah blah blah. Alpha is a great move for some, but maybe not for others.
The company is solid and you could make a career out of it as I believe they are there to stay. If you could be happy flying a PC-12 for a long time, then go for it!
I'm very happy here, and think I will be for some time to come. BTW, we are always looking for good, IFR experienced folks to come on board.
Hope that helps!
Shanon
11-04-2005, 07:23 PM
#12
Gets Weekends Off
Joined APC: Oct 2005
Posts: 117
No offense taken.
I stand corrected about the maintenance issues. I meant the aircraft 'looked' neglected and are always dirty other than that, I don't know. I used to fly a PC-12 too, so i know the deal with that. After 5 hours it looks like the back side of semi-truck that has NEVER been washed.
The person I am referring to never told me that it was a bad place to work and I don't think that I insinuated that it was, if I did, sorry for the misunderstanding. However, his uncle was or is the person in charge of pilots...whatever that is in 91K. He also flew well before 91K so his time stands as total BS. Furthermore, I believe I pointed this out elsewhere, I am not familiar with the ops specs of a 91K operator and don't claim to be. I am familiar with the old part 91 and the current 135 jet only regs. Thanks for the reference to the FARs.
As far as the clients, I know who buys these aircraft and I know that a few VERY wealthy people own them (and Alpha Shares, I actually know who some of those very wealthy are )...but I will stand behind my words. I sold PC-12s and know the clientelle. I know what they make on average and what demographic they fit into (I did bulk mailing and targeted marketing.) I also know that about 25% of the businesses that I have solicited have declined b/c their insurance requires the aircraft have 2 engines.
I think the aircraft is great. It is solid and fun to fly. I loved to fly it, it was great fun. It is a good airplane, no doubt, and as I stated, Alpha is a solid company and may make a great career for the right person. But, I will also say that I have a very close personal friend who flew, first the TBM 700, then the PC-12 and has approx. 7000 hours SE turb between the 2 with most in the PC-12. He has kept a resume on file at a few majors and has never been called to interview. He got me a job at a charter company flying jets and he is just above me for an upgrade (he has 13,000 hours and I have 3,000.)
Alpha is a good company and the PC-12 is a good airplane, but I will say again and make it more clear this time...it is NOT a good career move for someone who eventually wants to fly jets for other than the regionals if this is the only turbine PIC that they have. This I know first hand.
I stand corrected about the maintenance issues. I meant the aircraft 'looked' neglected and are always dirty other than that, I don't know. I used to fly a PC-12 too, so i know the deal with that. After 5 hours it looks like the back side of semi-truck that has NEVER been washed.
The person I am referring to never told me that it was a bad place to work and I don't think that I insinuated that it was, if I did, sorry for the misunderstanding. However, his uncle was or is the person in charge of pilots...whatever that is in 91K. He also flew well before 91K so his time stands as total BS. Furthermore, I believe I pointed this out elsewhere, I am not familiar with the ops specs of a 91K operator and don't claim to be. I am familiar with the old part 91 and the current 135 jet only regs. Thanks for the reference to the FARs.
As far as the clients, I know who buys these aircraft and I know that a few VERY wealthy people own them (and Alpha Shares, I actually know who some of those very wealthy are
)...but I will stand behind my words. I sold PC-12s and know the clientelle. I know what they make on average and what demographic they fit into (I did bulk mailing and targeted marketing.) I also know that about 25% of the businesses that I have solicited have declined b/c their insurance requires the aircraft have 2 engines.I think the aircraft is great. It is solid and fun to fly. I loved to fly it, it was great fun. It is a good airplane, no doubt, and as I stated, Alpha is a solid company and may make a great career for the right person. But, I will also say that I have a very close personal friend who flew, first the TBM 700, then the PC-12 and has approx. 7000 hours SE turb between the 2 with most in the PC-12. He has kept a resume on file at a few majors and has never been called to interview. He got me a job at a charter company flying jets and he is just above me for an upgrade (he has 13,000 hours and I have 3,000.)
Alpha is a good company and the PC-12 is a good airplane, but I will say again and make it more clear this time...it is NOT a good career move for someone who eventually wants to fly jets for other than the regionals if this is the only turbine PIC that they have. This I know first hand.
11-05-2005, 05:34 PM
#15
Gets Weekends Off
Joined APC: Oct 2005
Position: Any seat that pays
Posts: 219
Has anyone heard of those pc-12s having an FCU problem requiring an AD. I have hear of a bunch deadsticking it in over the last year or so. A few in the Abaco where I frequently fly. Fact or Fiction?
And if the opp specs say you can logg SIC in there- how does that look to future places your gonna work? What a grey industry.
And if the opp specs say you can logg SIC in there- how does that look to future places your gonna work? What a grey industry.
11-06-2005, 05:48 AM
#16
Gets Weekends Off
Joined APC: Oct 2005
Posts: 117
Originally Posted by loudgarrettdriver
And if the opp specs say you can logg SIC in there- how does that look to future places your gonna work? What a grey industry.
If you can log SIC in a PC-12...what's next? SIC Caravan time? SIC Saratoga, C-172, Cirrus? (all legal if the ops specs say I guess.) Honestly, a PC-12 is in the same category and class with no type rating required. Only difference is an easy to use PT-6. Most piston twins are harder to fly than the Pilatus!
I agree, it's a very grey industry.
11-06-2005, 06:20 AM
#17
Gets Weekends Off
Joined APC: Nov 2005
Position: Formerly Avantair
Posts: 189
[QUOTE=loudgarrettdriver]Has anyone heard of those pc-12s having an FCU problem requiring an AD. I have hear of a bunch deadsticking it in over the last year or so. A few in the Abaco where I frequently fly. Fact or Fiction?
QUOTE]
There were, in fact, some FCU issues in the past. A fix came out a while back, but I don't think it was an AD, but I could certainly be wrong on that. As far as I know, it was just a SB from the manufacturer and Pratt (?) and everyone in the fleet complied with it. Alpha was fortunate to be able to get all of the FCU's done right away, thankfully.
Now, the way it was explained to me was that the P3 air that was used to inflate the bellows in the FCU was (obviuosly) very hot and was degrading the sealants that kept the fuel out of the bellows. Once the sealant was comprimsied, fuel was allowed to leak into the bellows and "sink" it, causing the Ng to roll back to flight idle. I guess the the fix was to put some sort of defractor on the P3 inlet to keep the hot air from directly hitting the chamber. Our maintenance guys were tearing their hair our replacing all of these, but that did a fantastic job, as usual.
Now, having said what I said, I in no way in heck know what I am talking about here. This is just the way it was explained to us stupid pilots. I'm sure that it is much more complicated than I wrote.
So yes, there was a problem, and it has been dealt with. As for the "bunches" of deadstick landings, I don't know about that. We have never had one (55,000+) hours in our fleet alone, but I'm sure there are others. I know the one in South Bend sounds like it, but we are all eager for the final report to come out.
On the SIC front, I believe the time is not worth very much. The only thing it really does is help get our co-pilots to the 1500 hours for the ATP mins. Worth much, no, but sorta useful.
Bored in the cockpit with a co-pilot in the Pilatus? NEVER! How the heck else am I supposed to eat my crew meal and read the paper??!!
QUOTE]
There were, in fact, some FCU issues in the past. A fix came out a while back, but I don't think it was an AD, but I could certainly be wrong on that. As far as I know, it was just a SB from the manufacturer and Pratt (?) and everyone in the fleet complied with it. Alpha was fortunate to be able to get all of the FCU's done right away, thankfully.
Now, the way it was explained to me was that the P3 air that was used to inflate the bellows in the FCU was (obviuosly) very hot and was degrading the sealants that kept the fuel out of the bellows. Once the sealant was comprimsied, fuel was allowed to leak into the bellows and "sink" it, causing the Ng to roll back to flight idle. I guess the the fix was to put some sort of defractor on the P3 inlet to keep the hot air from directly hitting the chamber. Our maintenance guys were tearing their hair our replacing all of these, but that did a fantastic job, as usual.
Now, having said what I said, I in no way in heck know what I am talking about here. This is just the way it was explained to us stupid pilots. I'm sure that it is much more complicated than I wrote.So yes, there was a problem, and it has been dealt with. As for the "bunches" of deadstick landings, I don't know about that. We have never had one (55,000+) hours in our fleet alone, but I'm sure there are others. I know the one in South Bend sounds like it, but we are all eager for the final report to come out.
On the SIC front, I believe the time is not worth very much. The only thing it really does is help get our co-pilots to the 1500 hours for the ATP mins. Worth much, no, but sorta useful.
Bored in the cockpit with a co-pilot in the Pilatus? NEVER! How the heck else am I supposed to eat my crew meal and read the paper??!!
Last edited by Geronimo4497; 11-06-2005 at 06:25 AM.
11-06-2005, 06:22 AM
#18
Gets Weekends Off
Joined APC: Oct 2005
Position: Any seat that pays
Posts: 219
[QUOTE=FuelJetA]If you can log SIC in a PC-12...what's next? SIC Caravan time? SIC Saratoga, C-172, Cirrus? (all legal if the ops specs say I guess.)
Good One. Sometimes you just have to sit back a laugh through the pain.
That brings to mind this guy I put up for rating a couple years back. He went to San Juan and the last time I talked to him he's Flying a caravan SIC on a VFR ONLY charter(135.1/2) Remind me never to get on a plane in Puerto Rico.
Good One. Sometimes you just have to sit back a laugh through the pain.
That brings to mind this guy I put up for rating a couple years back. He went to San Juan and the last time I talked to him he's Flying a caravan SIC on a VFR ONLY charter(135.1/2) Remind me never to get on a plane in Puerto Rico.
11-06-2005, 06:31 AM
#19
Gets Weekends Off
Joined APC: Oct 2005
Posts: 117
Originally Posted by loudgarrettdriver
Good One. Sometimes you just have to sit back a laugh through the pain.
That brings to mind this guy I put up for rating a couple years back. He went to San Juan and the last time I talked to him he's Flying a caravan SIC on a VFR ONLY charter(135.1/2) Remind me never to get on a plane in Puerto Rico.
That brings to mind this guy I put up for rating a couple years back. He went to San Juan and the last time I talked to him he's Flying a caravan SIC on a VFR ONLY charter(135.1/2) Remind me never to get on a plane in Puerto Rico.
Makes you wonder...that's for sure!
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