Ameriflight and RACCA on the pilot shortage

Autothrust Blue said:
I don't actually know, in the history of the EMB-120, if the worse thing that could happen, ever actually happened, prop-, engine- and performance-wise.

I always find it funny that we practice these things right at V1. When was the last time that happened? (Throw it to me during flap retraction or at 400', I find those more realistic scenarios.)
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I agree.
 
I love rum! Thanks for being good sports about my dramatic posts guys! :)

@Autothrust Blue
I stay up to speed on certain things with the Brasilia, particularly the 2 or three things that aren't in the QRH and I recite the V1 cut for both planes while taxiing out because the main focus on each plane is different. Getting the prop feathered in the Brasilia and getting the gear up in the Metro. Beyond that, the Brasilia is pretty easy IMO. It's got a QRH and an entire FO. :)

I'm not all that convinced being dual qualified with those two particular airplanes is the safest thing in the world. Whatever though I guess. Since I am, yes, I do focus more on the Metro over the Brasilia. The Brasilia is pretty straight forward and easy to trouble shoot IMO once you learn it. The Metro will cause a service failure or worse between recurrent traing, and if you're left on your own with little oversight, on the line pretty easily if you don't know what you're doing.

Yes, I do prefer flying the Brasilia at this point. Mostly for the logbook though. No love for single pilot time...
 
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KLB said:
I haven't seen it happen my time flying the metro, but there's not much protection from having a left essential bus failure. It's been a while but the left essential bus is connected to the electrical system by one sole current limiter. If it pops due to an over voltage, I believe it is advised not to push it back in.

What makes the metro such a difficult bird to fly is that it just wasn't designed to be flown single pilot. Heck good look hand flying and fixing anything happening on the right essential bus located on FO side. I'm 6'00" with an impressive wing span and even I had trouble reaching across to find and fix problems that happened over there.
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That current limiter is in the J-box behind you and can't be reset unless you have a screw driver and ninja hands. Oh, and somehow getting to the nose compartment where the spare is. Haha

If the generator control unit doesn't stop the reverse current when the engine spools down, that current limiter will blow. Given the number that blow from guys forgetting to turn the generators off on shut down, I'm thinking this could probably happen when losing an engine.
 
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ppragman said:
I mean, has this failure ever happened? I can think of some outlandish failure modes in the 1900 and the King Air that can precipitate similar failure modes, like a simultaneous engine failure and loss of the center bus, but has it ever happened where you lose the left engine and the left essential bus at the same time? Also, if there are switches you can throw that could prevent you from essentially going dark at night with an engine failure, why wouldn't you flip them prior to takeoff so that the important stuff would remain powered through an engine failure? I dunno. I always wanted to fly a metro for just this sort of stuff. King Air's are kind of vanilla.
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The switches just switch those 10 items to the right essential bus. If the right engine fails, you could have the same problem.
 
KSCessnaDriver said:
That was the best, especially the people who make crap up for the sake of stirring stuff up. Saying "X" regional is blacklisted is hillarious.
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I couldn't beliece that. Yet that is along the same line of bunk that SS and others had said about the majors loving AMF and how everyone will get snatched up. The guy saying SKW was blacklisted from the majors was a moron and a troll.
 
ppragman said:
Kind of what I was thinking, I mean, honestly, if I have an engine failure in the King Air or 1900 and a center bus short simultaneously I'm not going to be able to get the gear up... so there's that, but it's astronomically unlikely for that to happen.
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I was being sarcastic a bit. Sure that is a compounding failure and can be very dangerous but the likelihood is so small, I don't feel like it should to show how dangerous the Metro is.
 
UAL747400 said:
Worst case, it's night time, taking off into icing conditions.

The gear won't come up. Which will kill you if it doesn't come up. You lose your electric instruments(AI, HSI, and TC) and lighting. You lose your pitot heat on your side.

All requires reaching behind you and flipping 10 *lift-to-flip* switches. While trying to fly the thing. At V1 it requires full aileron deflection, which is heavy, and almost full rudder.

There's a reason us Metro guys are "jocks" in attitude. If you can handle this scenario, you can handle any airplane under the sun. -said every Metro pilot ever :)

A Brasilia prop not feathering or any other scenario you can think of with that plane? Yawn, wake me when I start to kind of sweat...
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The only thing that scared me in the Brasilla was if the prop were to overspeed. Other than that it wasn't to bad to fly.
 
UAL747400 said:
2 years from indoc to ACP. Training captain immediately. Triple the pay of any regional, and more pay than EVERY other cargo feeder the entire time I've been here. If you're not an opportunist, freight won't work out very well. I'm an opportunist. Most that come here/work here are not.
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You make $180K-$300K at AMF. Damn I need to work there.
 
Dude you weren't kidding about that. I hated that SWA rumor. At first I bought it, but gave that up after 6 months and moved on. Thankfully. My time there was fine, just what my career needed but it's not all roses.
Inverted said:
I couldn't beliece that. Yet that is along the same line of bunk that SS and others had said about the majors loving AMF and how everyone will get snatched up. The guy saying SKW was blacklisted from the majors was a moron and a troll.
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