Alpha Flying/Planesense

indeed lots of runway. Rotate around 100 instead of 79. But it gets up there quick when you are light. Also, I have no problem with strong xwinds. 40 direct in alaska on a somewhat regular basis even. But it can be heavy on the hands so I take advantage of it when I can. I understand about not being the test pilot and all but I also subscribe to 'know thy airplane.' 12,000 feet of runway is plenty for a flap 0. I'd gladly help Pilatus with the charts. Short runway when heavy would certainly be stupid.
 
Vapor Lock said:
Does something really have to be a good idea for you to do it? How about a heavy Xwind. there you go, a good idea. Much lighter on the controls without the interconnect fighting your correction.
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Because its not approved. If the x-wind is too strong for you to fly in, and requires you to go outside the certification standards of the a/c, it's a good day to stay inside.
 
Jimmy_Norton said:
Because its not approved. If the x-wind is too strong for you to fly in, and requires you to go outside the certification standards of the a/c, it's a good day to stay inside.
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You seem pretty offended by this. I never said I couldn't handle the xwind it's just an example. No doubt it's not certified for it because at gross weight trying to stop with breaking only will probably take 8 miles and the breaks would be ablaze.
 
Vapor Lock said:
You seem pretty offended by this. I never said I couldn't handle the xwind it's just an example. No doubt it's not certified for it because at gross weight trying to stop with breaking only will probably take 8 miles and the breaks would be ablaze.
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Not offended in the least! I'm just always amused by people's justifications for doing things that an airplane isn't certified to do.
 
Jimmy_Norton said:
Not offended in the least! I'm just always amused by people's justifications for doing things that an airplane isn't certified to do.
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Maybe I'm off base on this because I know nothing about flying a PC-12? But I thought the max crosswind component was just the max demonstrated and in no way implied any type of certification.
 
That is correct. However, you have to ask yourself, if the aircraft certification process determined that they were not willing to demonstrate a higher crosswind component, why would you feel the need to demonstrate it for them. Don't get me wrong. I have exceeded the crosswind component in a few airplanes over the years, but it has been with great caution that I did so. One of the things that you will miss in the PC-12 very quickly is differential thrust. It makes taxiing on the ramp more difficult, and it takes away the ability to use differential thrust during a crosswind landing.

turbo gti said:
Maybe I'm off base on this because I know nothing about flying a PC-12? But I thought the max crosswind component was just the max demonstrated and in no way implied any type of certification.
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turbo gti said:
Maybe I'm off base on this because I know nothing about flying a PC-12? But I thought the max crosswind component was just the max demonstrated and in no way implied any type of certification.
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I'm not talking about exceeding x-wind limits, I'm talking about taking off with the flaps up, which isn't approved.
 
Just sent in my resume. Quick question. People were mentioning not going there with multi time. Is this cause you need it for upgrade (or some other reason, I've heard you need multi time for some operator's insurance) or just the fact that you're flying a single with no opportunity to get multi time. I'm not sure how you can get "stuck" so long as you don't care what kind of plane you make money in.
 
Jimmy_Norton said:
You'll be "stuck" if you want to advance your career beyond Alpha. Im not 100% convinced its a career job.
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+1. The PC-12 is a great airplane, but it may not be an airplane you want to spend your entire career flying. Without some multi-time, it will be hard to move onto something else when the time comes.
 
Gotcha. It's hard to get multi time anyway without it though. Right now I just need a job. Of course if I had multi time why would I go to Alpha in the first place if it's a dead end ;) All of that aside, I've always wanted to fly the PC-12 and have always said if I can have a good QOL if doesn't really matter what I fly. I also want to be an EMS pilot so I think this wouldn't be a dead end for that type of career path. Thanks for the clarification guys, appreciate it.
 
There should be a change to the pay structure coming soon. Can't say anything for sure, but it should be a move in a positive direction.
 
What is the minimum time that you are looking for the f/o applicants? Does a part 141 school education have any benefit to the application process?
 
Wow. This looks like the exact kind of flying that I want to do, but I am kind of worried about the lack of multi time. What types of jobs do people usually get after flying here for 5 years or so? I would eventually hope to move up to a national fractional jet operation or smaller corporate department.

Also, where do you see the company going in the next 5-10 years?

Thanks
 
We have had someone recently leave for XO Jet, and I know of someone else going through the interview process there too, there have been a handful going to Avantair recently as well and I know one guy that left to fly right seat Air Ambo in a Lear. Seems like lack of multi is not a huge issue, or at least I hope not.

I heard an interesting stat the other day, after the most recent class gets done 50% of the pilot group will have less than 1 year with the company.
 
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