Ameriflight

Drivers wear uniforms because they deliver to the public, the same reason we wear monkey suits. We deal with the public.
 
Inverted said:
Drivers wear uniforms because they deliver to the public, the same reason we wear monkey suits. We deal with the public.
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I meant to say fedex and ups pilots.

Pilots are pure background in cargo. The public/end customer didn't see us nor did we deal with them while flying cargo.

The monkey suit does have a place in the pax world but does not matter at all in cargo.
 
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Yeah, I'm personally not a huge fan of wearing a monkey suit for flying cargo. The polo seems like a much better fit for the job. I just wanted to make sure I wasn't going to be the odd man out wearing the polo, but I talked with one of my classmates last night who has friends working for the company and according to him not many choose the monkey suit.
 
The company who had the runs I'll be flying out of ABQ before AMF took them over basically had no dress code, so jeans and a polo or t-shirt were considered acceptable.
 
A150K said:
The company who had the runs I'll be flying out of ABQ before AMF took them over basically had no dress code, so jeans and a polo or t-shirt were considered acceptable.
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Yep that's how we rolled! :)

However, I don't know how many of the SA crew is left.
 
A150K said:
Yeah, I'm personally not a huge fan of wearing a monkey suit for flying cargo. The polo seems like a much better fit for the job. I just wanted to make sure I wasn't going to be the odd man out wearing the polo, but I talked with one of my classmates last night who has friends working for the company and according to him not many choose the monkey suit.
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I would scratch my head at anyone who chooses to fly freight in a white pilot shirt, honestly. My guess is the Riddle rats would be the only ones. Wear the polo, you'll be happy you did.
 
A150K said:
Were you at SA at the end? Last I heard Barney is still at AMF.
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I was and enjoyed every minute of it! Great mx, great people, and awesome CP.

I think your right because I still hear him on the radio from time to time.

Enjoy being back in ABQ. The smoke/haze has been bad recently.
 
snOOp said:
I was and enjoyed every minute of it! Great mx, great people, and awesome CP.

I think your right because I still hear him on the radio from time to time.

Enjoy being back in ABQ. The smoke/haze has been bad recently.
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It's looking like I'll probably be back by Monday unless I get sent to another base for line training. I'm about halfway through the sims now.
 
GX said:
This experience will be forever chiseled into your mind. You should just go through the experience and report back after sim 6.
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All done with sim 6. Next step is line training. The sims are intense, but if you go into it with the flows and call outs down cold as well as IFR proficiency, it's not too bad. I highly suggest the US aviation pre course to anyone who decides to go into AMF training. It was nice to have the extra sim time to polish up on IFR stuff so that way all the time in AMF sims could be spent getting all the AMF procedures down. I watched some people really struggle because their IFR needs polishing...that being said, nobody has washed out (yet); however, in the class preceding this one apparently only one person made it through. If the instructors account was correct, it sounds like they all washed out due to lack of pretty basic IFR skills (like not being able to figure out how to enter a hold etc).
 
Fwiw, I felt like more of a whipped puppy after sim 5 than I did after 6: 5 engine failures, an alternator problem, gear trouble, 3 single engine approaches, 1 partial panel/single engine ILS and a few other things all in about 1.4. That was...fun.
 
A150K said:
Fwiw, I felt like more of a whipped puppy after sim 5 than I did after 6: 5 engine failures, an alternator problem, gear trouble, 3 single engine approaches, 1 partial panel/single engine ILS and a few other things all in about 1.4. That was...fun.
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Hi, A150K,

I’m scheduled to start AMF’s training for the Chieftain on September 8th with the U.S. Aviation Academy prep week in Denton. I’ve been working through the training materials and have some questions I hope you’ll answer.

1. Pages 34 and 35 (weather) of the Indoc Study Guide essentially copies the table of contents of Aviation Weather (AC 00-6A). Does AMF really expect newbies to know High Altitude Weather, Arctic Weather, and Tropical Weather? I’d like to spend my limited time studying other, more likely topics.

2. I read somewhere there is an admission/acceptance test the first day. Is this correct and, if so, is that test a checking item or simply to get a level set on where everyone in the class is book-learning wise?

3. The Chieftain performance and systems materials seem a little thin. For example, I couldn’t find Vx, Vy, Vno and Va (at lighter weights). I assume we’ll go through the AFM in more detail in class since that information isn’t in the training package.

4. Some fuel quantities are given in gallons and others in pounds. Should I learn gallons, pounds or both?

5. Is there a power/pitch/performance table for the Chieftain? For example, the SOP calls for 10 degrees pitch up at rotation and then to pitch down to 130 KTS at 1000’ AGL. What airspeed does takeoff power and 10 degrees pitch up give you?

6. The SOP isn’t clear about use of flaps on approach. The materials call for 120 KTS throughout the approach and then put down flaps as appropriate when the landing is assured while slowing to Vref of 90 KTS. This seems like the exact opposite of a stabilized approach if you don’t add flaps until breaking out 200 and 1/2 on an ILS, for example.

7. When do you pull the continuous duty fuel pump circuit breakers? I don’t see that item called out on the After Landing, Shut Down or Terminating flows or checklists.

8. I’ve been reading you posts about your AMF training with great interest. Today you mentioned a partial panel/single engine ILS. My paper tiger shows a full six-pack on the right side of the panel. Does partial panel mean that you have at least one working attitude indicator or does AMF expect you to fly an ILS to minimums with no pitch reference except VSI, airspeed, power and the GS needle? (This is one reason why a power/pitch/performance table would be nice to have.) I have recent (simulated) no-gyro partial panel ILS experience and, frankly, I struggled quite a bit to keep the GS needle in the ball park. Should I go back in the sim even before showing up in Denton?

I hope you don’t mind this deluge of questions and I really look forward to your answers.

Thanks and take care,

Bob
 
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