UPS Shuffle Continues

Maurus said:
I don't blame you I'm just basically reminding you that first impressions are huge, especially with an issue like this. Remember how you reacted with the Go-Jet stuff when people were somewhat militant toward you?

Just FYI this post and the last post came after a sim sessions on the graveyard shift. Readability may be affected.
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I'm betting you're taking a certain amount of ownage. If so, don't worry. Everyone does!
 
I was able to get my flows down pretty well before the sims. The stress leading up to the sims was worse than the actual sims have been so far. The people that didn't study their flows were a nervous wreck and that has unfortunately gotten the better of them.
 
Maurus said:
I was able to get my flows down pretty well before the sims. The stress leading up to the sims was worse than the actual sims have been so far. The people that didn't study their flows were a nervous wreck and that has unfortunately gotten the better of them.
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Many people go into training thinking that the chieftan will be a piece of cake. They couldn't be further from the truth!
 
KLB said:
Many people go into training thinking that the chieftan will be a piece of cake. They couldn't be further from the truth!
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It is definitely harder than one would expect. Just need to be open to how AMF does things and study study study. I hear that the BE-99 is actually easier to train for than the PA-31.
 
It is nuts how the 'Jo and the Chieftain are such night and day different.
Power, performance, layout.
 
Douglas said:
It is nuts how the 'Jo and the Chieftain are such night and day different.
Power, performance, layout.
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A friend of mine's been wrenching on a Chieftan and might be doing some on a 'Jo soon. I look forward to hearing all about the nonsensical things Piper did on the original 'Jos.
 
Douglas said:
It is nuts how the 'Jo and the Chieftain are such night and day different.
Power, performance, layout.
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I remember going out to the ramp, seeing a navajo, and knowing what type of day of going to have. "Drats!" Especially if I was TDY in OAK and flying a six legger. "Double Drats!"
 
Maurus said:
It is definitely harder than one would expect. Just need to be open to how AMF does things and study study study. I hear that the BE-99 is actually easier to train for than the PA-31.
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That truely is the key! Fly the plane the way they want, with the flows they want, and the callouts they want and training goes much much easier.

And yes, the 99 is hands down 1000% easier to fly! It actually gets boring compared to the ho and cheiftain, but once you can fly them most planes are fairly simple. And once you know and understand flows it is amazing how the planes seem to start and set themselves up. When you are climbing out on a 15 minute flight to the next airport with mins weather from departure to destination and turbulance it becomes extremely important to be able to do the flow second nature so that your brain power can be focused on keeping the oilier side (AMF planes don't have a oily side, they have an oily and an oilier side :D) down and get the next approach set up because you are already intercepting the transition.
 
flyboy6585 said:
That truely is the key! Fly the plane the way they want, with the flows they want, and the callouts they want and training goes much much easier.

And yes, the 99 is hands down 1000% easier to fly! It actually gets boring compared to the ho and cheiftain, but once you can fly them most planes are fairly simple. And once you know and understand flows it is amazing how the planes seem to start and set themselves up. When you are climbing out on a 15 minute flight to the next airport with mins weather from departure to destination and turbulance it becomes extremely important to be able to do the flow second nature so that your brain power can be focused on keeping the oilier side (AMF planes don't have a oily side, they have an oily and an oilier side :D) down and get the next approach set up because you are already intercepting the transition.
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This

This scenerio becomes childs play if you just stick to the "script". OAK-Hayward, BFI-PAE, or PAE-BFI IFR becomes routine after a couple of months of flying the line. My IFR skills were the sharpest when flying the chieftan. The more technology advanced the aircraft and larger have been getting the easier they have become to fly.
 
Roger said:
A friend of mine's been wrenching on a Chieftan and might be doing some on a 'Jo soon. I look forward to hearing all about the nonsensical things Piper did on the original 'Jos.
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$10 and a pint of Ak Amber says your friend will only be wrenching on a Chieftan. ;)
 
KLB said:
This

This scenerio becomes childs play if you just stick to the "script". OAK-Hayward, BFI-PAE, or PAE-BFI IFR becomes routine after a couple of months of flying the line. My IFR skills were the sharpest when flying the chieftan. The more technology advanced the aircraft and larger have been getting the easier they have become to fly.
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Agree completely! I never got a chance to do the OAK Hayward run IFR, but my skills were fine tuned to the max when I was flying out there.
 
Boris Badenov said:
I will say that I think it's a sad trend, and maybe just a little taste of the Regionals for freightdoggies.
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I've often thought the same thing as I've watched AMFs route map expand across the US. Seems they are slowly taking over as a UPS feeder.

However the 99 pay could use a ever large increase. 30k a year doesn't cut it. 40-45 would seem more reasonable for the 99 and a little more for the metro/1900.
 
Pay across the board is pretty bleak. The only redeeming factor at some places is how little you work. Martinaire pay (where I'm at) leaves something to be desired, but honestly, I'm only "on duty" (as in hotel to home, and home to hotel) about 35hrs per week. When I look at it like that, the pay isn't too bad. Calculated per flight hour the pay tends to be damn good. It does beat doing 14hr duty days 6 days a week and flying 120hrs per month...

Personally though, I'm of the firm opinion that $30,000 - $35,000 per year is about the minimum any full time flying job should pay. FedEx feeders kind of set what I think should be industry standard for feeder freight. Just my $1.05.
 
ppragman said:
Pay across the board is pretty bleak. The only redeeming factor at some places is how little you work. Martinaire pay (where I'm at) leaves something to be desired, but honestly, I'm only "on duty" (as in hotel to home, and home to hotel) about 35hrs per week. When I look at it like that, the pay isn't too bad. Calculated per flight hour the pay tends to be damn good. It does beat doing 14hr duty days 6 days a week and flying 120hrs per month...

Personally though, I'm of the firm opinion that $30,000 - $35,000 per year is about the minimum any full time flying job should pay. FedEx feeders kind of set what I think should be industry standard for feeder freight. Just my $1.05.
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Did your guys 1900 hondo pay end up being 33,000 a year or did they bump it? Not gonna lie, that's pretty horrendous.
 
scooter2525 said:
I've often thought the same thing as I've watched AMFs route map expand across the US. Seems they are slowly taking over as a UPS feeder.

However the 99 pay could use a ever large increase. 30k a year doesn't cut it. 40-45 would seem more reasonable for the 99 and a little more for the metro/1900.
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Take a look at IBC's pay when you get a chance!
 
jhugz said:
Did your guys 1900 hondo pay end up being 33,000 a year or did they bump it? Not gonna lie, that's pretty horrendous.
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Compared to our pathetic 208 pay, the raise for upgrading to the 1900 is nice.

Compared to the rest of the world......... :(


At least they didn't have to sign 24 month training contracts (only 12).
 
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