Amflight or Regional (eagle)

Cav said:
To a certain degree you're lucky to go to a major in any market. However to make it sound unattainable is simply not true (not saying you did mojo6911). It's easy to say "XYZ airline got 10,000 apps for 400 positions so it's impossible!" The simple truth is that I would say it's easy for an airline to throw out 75% of the applications in 15 minutes based on application spelling errors, flight time errors, omissions, etc. It isn't difficult to see who really wants the job and who is just filling out the application.

Bottom line, if flying for a major is your goal meeting the minimum requirements is only 10% of the process. The other 90% (the most important part IMO) consists of networking and doing something besides just flying the line. So that being said, whichever route you take, get involved in some other capacity outside of flying a schedule whether it be in training, safety, pilot mentoring, etc. If you do you'll put yourself in the shorter stack of apps once you apply to a major. Wherever you go, align yourself with positive forward thinking people and your networking opportunities will increase.

If you have offers congrats! Both are great options!
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Well Said!:D
:clap::clap::clap::clap::clap::clap:
encore! encore!
 
SpiraMirabilis said:
Amflight. If I could somehow skip the paying my dues part (ie flying a navajo for the same or less than I make now) I would defect and request political asylum. If I could get a run in New Mexico I wouldn't care and would be willing to fly a cri-cri, though.
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:pirate: Sometimes you need to take 2 steps back to get where you need to be.
 
JayAre said:
I think hes leaving. Several pilots have givin notice or have been fired. Movement looks good.

Study and study.

When plane upgrade comes study and study, 3 pilots have washed out in the 1900 in less than a year.
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How is that even possible? The 1900 is really just a pressurized 99!
 
My best guess is not taking the training seriously. From what I've heard, 1900 training is a breeze coming up from the 99. It's a little faster, but it's a 1900.:dunno:
 
Boris Badenov said:
Seriously. They bolted bigger engines and more aluminum to it and added some switches. I would think most of the upgrades would come out of the 99...what am I missing?
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KLB said:
My best guess is not taking the training seriously. From what I've heard, 1900 training is a breeze coming up from the 99. It's a little faster, but it's a 1900.:dunno:
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I don't have any 1900 time, but the hardest flying I've ever done was the flying in airplanes that required split-second reaction times if you pop an engine at the wrong time. Looooove me some turbine engines; keep flying and fix it when you get around to it. If it burns itself off the pylon, well hey, problem solved right? ;)

...not that 1900s have pylons. You know what I mean. Autofeather and junk and things.
 
dasleben said:
I don't have any 1900 time, but the hardest flying I've ever done was the flying in airplanes that required split-second reaction times if you pop an engine at the wrong time. Looooove me some turbine engines; keep flying and fix it when you get around to it. If it burns itself off the pylon, well hey, problem solved right? ;)

...not that 1900s have pylons. You know what I mean. Autofeather and junk and things.
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If I remember correctly, you need to demonstrate an engine failure at V1 with a simultaneous failure of the autofeather system in the 1900. In the Metro Amflight will throw a failure in where you lose your cockpit lighting, at night, at the moment the V1 cut happens, and you need to flip a gen tie behind your left arm while you're flying the V1 cut.

The Metro is a sack of crap.
 
jtrain609 said:
If I remember correctly, you need to demonstrate an engine failure at V1 with a simultaneous failure of the autofeather system in the 1900. In the Metro Amflight will throw a failure in where you lose your cockpit lighting, at night, at the moment the V1 cut happens, and you need to flip a gen tie behind your left arm while you're flying the V1 cut.

The Metro is a sack of crap.
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That sounds like some damn good times. Train like you're flying crappy airplanes, well, because you are. Hey, at least it's realistic. ;)
 
jtrain609 said:
If I remember correctly, you need to demonstrate an engine failure at V1 with a simultaneous failure of the autofeather system in the 1900. In the Metro Amflight will throw a failure in where you lose your cockpit lighting, at night, at the moment the V1 cut happens, and you need to flip a gen tie behind your left arm while you're flying the V1 cut.

The Metro is a sack of crap.
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In the 1900D that is the easiest V1 cut, because with the autofeather and rudder boost and excess power the 1900s have (especially in the light config usually used in the sim) you're in danger of not even noticing you've had an engine failure.... well I guess there are flashing lights.
 
dasleben said:
I don't have any 1900 time, but the hardest flying I've ever done was the flying in airplanes that required split-second reaction times if you pop an engine at the wrong time. Looooove me some turbine engines; keep flying and fix it when you get around to it. If it burns itself off the pylon, well hey, problem solved right? ;)

...not that 1900s have pylons. You know what I mean. Autofeather and junk and things.
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I'll add a little prospective to this. Being that it's a fairly easy tranisition for 99 pilots, 1900 training is usually about a week with maybe another week of IOE.

Metro training is usually 3 weeks with another 2 to 3 weeks of IOE.
 
KLB said:
I'll add a little prospective to this. Being that it's a fairly easy tranisition for 99 pilots, 1900 training is usually about a week with maybe another week of IOE.

Metro training is usually 3 weeks with another 2 to 3 weeks of IOE.
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Don't you guys do a few weeks in the sim, VCC check, then spend 2-3 weeks out on the line figuring things out, THEN take your ride?
 
This would be such a split second choice for me. Freight! I think it depends what challenge you're up for. Personally, I have never had the desire to fly passengers or deal with the negative gauntlet of corporate politics that might come with it. I have always felt that it would ruin the passion of flying for me. Plus dodging weather at O' dark thirty sounds like a blast to me.
 
Metro v1 cuts are actually pretty benign.
Washing out of any training at this level is more due to a lack of attention than anything else. Guys flying by themselves develop bad habits and going back into the classroom is sometimes difficult. The actually skill required is pretty low IMO.
 
1900 generally goes 1st week is ground, sims, and vcc. Than go off with a TC somewhere and week or however long it takes until the checkride is sched. We now have an in house DE for the 1900 so its quick now. I think I flew 3 weeks waiting for a DE that had a opening. Knocked it out up in Seattle with MB. The sims you use are the same sims you use in the 99 in BUR for the 1900. I just can't wait until we get the new 1900D's in FedEx feeder paint!
 
KLB said:
The number of sim sessions is the same that you did in the might chieftan.
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Then they do training online, right? It's been a while, I can't remember the details of what kind of voodoo goes on up there in Seattle :)
 
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