Yet another thread about interview techniques.

Maximillian_Jenius said:
I thought Amflight guys were basically a shoe in for Southwest?
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I don't think anyone has ever been a shoe-in for anywhere... :)

What the @Derg and @SpiceWeasel and maybe some others is more true. I said earlier, my regional buddies that aren't doing anything other than fly the line and sending out apps haven't heard a peep either. Granted, I don't know the effort that @jhugz or @Inverted have put into networking, but until someone from the other side of the airport comes forward and says "I have 5 internal recs at SJI, and still no phone call", I'm going to remain skeptical. That being said, I don't know anyone that parks their airplanes on the GA/freight side of the airport with 5 internal recs anywhere, so they are probably partially right. haha
 
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Derg said:
There are a lot of guys with a lot of time that meet all sorts of competitive minimums that, well, aren't "hungry" but still demand to eat.

The taco truck ain't gonna stop near them.
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Although to be fair if one is hungry, it's going to be an expensive meal:

Appetizer - $49 (OBAP member fee)

Main Entree - $150 (Job fair fee, and that's assuming just career fair entrance and nothing extra)

Dessert - $250+ (Hotel + food + expenses)

At this point I won't even go over the Wine list.......


:D
 
Maximillian_Jenius said:
A few years ago, SWA was snapping up Amflight guys like crazy, or so I heard. Maybe @KLB, or @jtrain609 can explain it better.
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Yes. Only reason I mention this is reading through the NTSB docket for the LGA incident, the CA was ex-Amflight and was not used to a multi-crew operation before SWA and how it was a hard transition for her, and how then many FOs couldn't get along with her and she couldn't figure out why. This isn't to say anything negative about Amflight, but she was apparently a special story.
 
Cherokee_Cruiser said:
Yes. Only reason I mention this is reading through the NTSB docket for the LGA incident, the CA was ex-Amflight and was not used to a multi-crew operation before SWA and how it was a hard transition for her, and how then many FOs couldn't get along with her and she couldn't figure out why. This isn't to say anything negative about Amflight, but she was apparently a special story.
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I will admit that my limited time in the Bro (zero just sim training) it's been an adjustment. I look forward to the challenge of working with a crew, treating the FO as an equal (besides a couple times where you need to make that final call), and just working in more of an "airline" environment. I think it will be good for me.


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jhugz said:
I will admit that my limited time in the Bro (zero just sim training) it's been an adjustment. I look forward to the challenge of working with a crew, treating the FO as an equal (besides a couple times where you need to make that final call), and just working in more of an "airline" environment. I think it will be good for me.


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Metro is flown single pilot?
 
Maximillian_Jenius said:
Metro is flown single pilot?
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Yea. We flew them 2 captains sometimes but never as a crew. Always single pilot. We weren't trained as a crew so we didn't operate as one. The other captain just worked the radio and slept in the back on the leg they weren't flying.


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Multiple reccs really don't help THAT much.

And if your multiple reps are known for shotgunning those things out to every dude he's had on the jumpseat, well… meh.

Whole candidate. Experience, some sort of non-work attributes to know that you have a good comportment and somewhat altruistic and someone respectable that is willing to put in some effort for you by writing a letter he actually means, well, that's the recipe for success.

Resting on your laurels thinking every extra hour of TPIC is more important than networking or seeking leadership positions is pure "pilot math"
 
Maximillian_Jenius said:
A few years ago, SWA was snapping up Amflight guys like crazy, or so I heard. Maybe @KLB, or @jtrain609 can explain it better.
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Maximillian_Jenius said:
Metro is flown single pilot?
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Cherokee_Cruiser said:
Yes. Only reason I mention this is reading through the NTSB docket for the LGA incident, the CA was ex-Amflight and was not used to a multi-crew operation before SWA and how it was a hard transition for her, and how then many FOs couldn't get along with her and she couldn't figure out why. This isn't to say anything negative about Amflight, but she was apparently a special story.
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Ameriflight has brasilias and had lears back in the day. I've spent the last 3.5 years flying in a multi crew environment with my time as flying as a captain in the bro at AMF, flying as an FO at the last company, and flying as an FO and Captain at my current company.

Although AMF metros are flown single pilot, the training for the program is done two crew. The checkrides are done two crew also.

Regarding the SWA lady above,

Some women have it tough in the industry. Let's be frank about it. Even some people on here think that the only reason they've gotten they're jobs is because they were women. And then there are the side jokes about the things that they've done to achieve their positions.

Some women in the industry develop a huge chip on their shoulders and sort of get macho about things as the years go by. They go through huge lengths to command respect on the flight deck.

It's hard to put her CRM breakdown on AMF. I'm sure she spent many years at Southwest as an FO before upgrading to captain.

There are 1000's of former AMF pilots in all aspects of the industry that go on and do their jobs everyday without so much as a hickup. We shouldn't just point out one former AMF pilot's incident and say "you see! There's the problem!"
 
UAL747400 said:
Oh, I don't lean on or emphasize the flight time at all. It's hours in a green color paper book, that add up to the kind of crew member I am today.

I lean on the references listed on the resume and past and current additional work related duties only as selling points. If someone thinks any of the planes in my logbook are interesting, great, but I'm not sitting here thinking "Why are none of the big 5 calling me with all this Metro/EMB-120 time I've got???". My comrades/acquaintances at the regionals, who have only filled out the apps and that's it, aren't getting calls with all of their CRJ/ERJ/E-17X time either...

No, I'm not waiting for a UPS flow either. I'm not aware of anyone here or that I keep in contact on the mainland that's "resting" either. :)

I think you two are making this more complicated than it really is if I can be honest.
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I wasn't talking about you in particular. But there has always been an inflated sense of worth from AMF pilots because they are freight dawgs. I am sure that occurs at many other companies, but AMF is where I where I personally experienced it. No regional buddy or charter buddy has never said things like "in 6 months I will probably go to Spirit or JetBlue if Southwest doesn't call" yet I have heard that from AMF pilots more times that I can count on my fingers and toes. It is something I have always found funny. An AMF guy I have been talking to is leaving in a couple weeks, he was hoping for a G550 part 91 gig, just thinking that is realistic comes from a place of inflated self worth based on qualification.

If you wait on UPS flow, you will die before you see it, but those rumors of UPS flow are the same reason why people think AMF has a connection to SWA, which they don't. I will give management credit, I am sure it has kept people there on false hopes which is exactly what they wanted.
 
UAL747400 said:
I don't think anyone has ever been a shoe-in for anywhere... :)

What the @Derg and @SpiceWeasel and maybe some others is more true. I said earlier, my regional buddies that aren't doing anything other than fly the line and sending out apps haven't heard a peep either. Granted, I don't know the effort that @jhugz or @Inverted have put into networking, but until someone from the other side of the airport comes forward and says "I have 5 internal recs at SJI, and still no phone call", I'm going to remain skeptical. That being said, I don't know anyone that parks their airplanes on the GA/freight side of the airport with 5 internal recs anywhere, so they are probably partially right. haha
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That is the bare minimum, that is why they haven't gotten a call. Flying the line and updating airlineapps once a month is literally the bare minimum. I work daily on networking, I speak to everyone I possibly can during my daily routines because you never know. The foundation that I fly warbirds through has lots of airline guys that fly as well, and flying with them, talking to them though conversation and becoming friends has led to LORs organically. I often go out to dinner with friends that bring their friends and that always leads to networking.

That is why I say that you are at a huge disadvantage for networking being at AMF. Just during my work week I am in airline terminals and FBOs, and you never know who you are flying, who you are walking by, and who would be willing to help you out unless you ask. About 2 months ago I flew the CEO of a legacy airline because it turns out, he is a share owner.

But networking is just one part of it. Lots of other areas to hit and fill to become a total package.
 
Inverted said:
I wasn't talking about you in particular. But there has always been an inflated sense of worth from AMF pilots because they are freight dawgs. I am sure that occurs at many other companies, but AMF is where I where I personally experienced it. No regional buddy or charter buddy has never said things like "in 6 months I will probably go to Spirit or JetBlue if Southwest doesn't call" yet I have heard that from AMF pilots more times that I can count on my fingers and toes. It is something I have always found funny. An AMF guy I have been talking to is leaving in a couple weeks, he was hoping for a G550 part 91 gig, just thinking that is realistic comes from a place of inflated self worth based on qualification.

If you wait on UPS flow, you will die before you see it, but those rumors of UPS flow are the same reason why people think AMF has a connection to SWA, which they don't. I will give management credit, I am sure it has kept people there on false hopes which is exactly what they wanted.
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Dude you really have to get over your AMF hate. Haha

I haven't even heard half the things you have said that AMF pilots believe and have said in the seven years I was there. You can't say an entire pilot group thinks that way just because of a few. From reading on JC, I've learned that all pilot grpupshave a small group that believes things like this.
 
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Maximillian_Jenius said:
Metro is flown single pilot?
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All turbine equipment is certified for single pilot minus the Bro. The 99, 1900 and Metro are flown single pilot, with an FO sprinkled in sometimes. But at no time are those situations treated as, or regarded as a true two crew environment IMHO. 9 out of 10 times the FO in a 99, 1900, or Metro is a Korean FO on a pay to play program. They are given no responsibility, cannot preflight, and they are at a huge deficit experience wise to be a valuable crew member in most cases. I was lucky in that I flew in multi crew airplanes outside of AMF so the transition to a real CRM environment was not too difficult, but I have seen people really struggle with it. A buddy was almost fired from the charter company we left AMF for because of it. Some have a real hard time transitioning. I only personally know one guy at SWA and he has said for years that all the AMF pilots there were not well liked or respected. They had bad attitudes and inflated egos, to which he compared to lots of ex-military single pilot jet guys. I am sure that isn't every freight dawg, because I have flown with lots of great guys that were former AMF or other freight, but you gotta shake that mentality and type of flying off and put it in the past.
 
jtrain609 said:
Amflight was never snapping up Amflight pilots. One or two moved from Amflight to Southwest in the early 2000's and that rumor took off.

I personally only know one guy who went from Amflight to a ULCC.
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From what hear, recently there have been more. Back in 07 or so, there were some that went to Alaska out of the BFI base. As of late I'm hearing that Atlas has been in most AMF pilot's sights...sort of like Omni and Allegient was 3 or 4 years ago. There are a bunch of AMF pilots at Allegient right now. All the guys hired at Allegient that I know have upgraded to captains there. Quite honestly, if only a couple of pilots move on to ULCC, LCC, or major from AMF every year...percentage wise (with only a pilot group of about 150 these days) they'd be doing pretty well.
 
KLB said:
Dude you really have to get over your AMF hate. Haga

I haven't even heard half the things you have said that AMF pilots believe and have said in the seven years I was there. You can't say an entire pilot group thinks that way just because of a few. From reading on JC, I've learned that all pilot grpupshave a small group that believes things like this.
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It has nothing to do with AMF hate, I didn't say anything derogatory towards AMF in any statement. Just stating what I experienced when I was there from other pilots. If you never heard any pilots talking about making the jump to a legacy as soon as they start hiring when you were at AMF, then you had some more experienced pilots that better knew the industry than we did on the west coast.
 
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