TransMach

Gawd .. I'm so glad we can kiss and make-up.

I'd have stuck to my guns, however ... both of ya's!

TransMach

maximilian2

Just curious for those AMF guys on here... How did you build your 1200TT to get to AMF? Instructing? Right seat on other 135 carriers? Combination of both? I am currently on the instructing path but I was thinking that sitting right seat for a year or to to build to 1200TT may be beneficial?

freightdog

I split flight time with a lot of pilots renting the same airplanes, flight instructed, flew a Part 91 Piper Arrow for a businessman, and flew Part 135 freight in a Lance before going to AMF.

TangoBar

I did it all flight instructing, mostly Cessnas, a little bit in a Duchess, all of it VFR. It doesn't really matter- as long as you meet the 135 mins (or are close enough to meet them by your checkride), and can pass a basic sim ride during your interview, you should be good to go. If you can build time faster by flying for another 135 operator, that's cool. Some solid IFR experience will definitely help, but it's not necessary- I had less than 10 hours of actual when I interviewed. I got more than that my first week flying the line.

utedrummer

well, i was a prop driver at a 121 for some time, didnt want to commute so i gave it up and stopped flying. that only lasted a year and i decided to go to AMF for the "home base". I turned down 3 CRJ offers to do it. well, after several months of the AMF lifestlye i can honestly say that I dont regret the experience but i cant wait to leave and NEVER EVER come back.

MX is terrible. I have been told to "just take it and we'll fix it when we get back" to "dont worry, that lights stays on all the time" to "we'll it does need to be fixed but it should hold up on this flight". We even had a cowl almost fall off the other day in flight because the guy secured ONE HING and walked away, then IT GOT SIGNED OFF and left for a flight. I have never had to stand my ground and fight with MX so much in my flying life to the point where i was concerned about losing my job because i was refusing so many flights due to MX problems. IMO you have too much betting against you in the single pilot IFR cargo world to not have MX on your side.

I am looking forward to getting back to my 121 world and I will take a commute anyday over another day of AMF. I appreciate the frieght dawg pilot better and I can honestly say I am a better pilot for doing it but i will never recommend it to a friend. If you can go 121 DO!!!! Turbine PIC isnt worth it.

1st2000

[quote=utedrummer;312307 MX is terrible. quote]

Not sure if I would use the word terrible, but it is certainly challenging. You really have to pay attention and stand your ground. Personally I have had it OK without much drama. Cross wired controls, bolts left off of engines, gages falling out of the panel during takeoff are all things I have heard from pilots. The best I have heard was an airplane signed off for service without a pilot seat installed.

wildcat1

[quote=1st2000;312683]I had very few problems with the Mx at AMF. If you write it up, they have to fix it. I've seen problem aircraft come from other bases and it is my belief that the pilots could have done a lot more to keep the airplanes healthy.

NO ONE HAS EVER BEEN FIRED FOR A LEGITIMATE WRITE-UP. And never will be. Can you imagine the legal nightmare Ameriflight will face if they did fire someone for sqwauking and legitimate problem?

scjfly

What items are legitimate enough to write-up?

socal swede

anything you want to sqwak as long as it is reasonable and needed,,like you don't write up a seat fabric tear or dumb things that are not safety or functionally required to work. but any mechanical or structural issues do get sqwaked.

scjfly

I was trying to illustrate that its not always that simple.