Ameriflight EMB 120 bases?

[EatSleepFly]

BTW, how's that new hangar on the North Ramp coming in SLC?

"Coming soon"




....just like colonies on Mars. :laugh:

 

[time builder]

Dang, the last time I was in SLC I saw a new building being built up there, I was hoping it was AMFs. What is it? DHL?

 

[EatSleepFly]

Yeah, it's DHL. They just moved in last week.

 

[Flyin Tony]

How are the runs in Texas? Im thinking about bidding LBB. But who knows whens its going to be open, if ever.

 

[frmrBUFFdrvr]

How are the runs in Texas? Im thinking about bidding LBB. But who knows whens its going to be open, if ever.

If you don't bid it, it won't matter WHEN it opens.

 

[RefugePilot]

In SLC they play this little game where they apparently expect you to guess the weight when the cans come out. Kind of like the, "guess how many pieces of candy are in the jar and win it" thing.
=:uzi:

My trick at PDX is to break out my own scale and a piece of paper, weigh each box, write down the weight and add up each bay. Its not that I am dragging my feet when doing it, but they still manage to find a scale by the second bay.

Not to change the subject but this thread, (I cant remember was this thread about why to bail to the regionals or how UPS has 4 letters in it) but Seattle is getting some BROs. I doubt they will be hiring off the street, as people up there have 2 years seniority and still fly PA31s. The F.O.s for them are around 2 year employees, from what I hear. The addition of BROs to BFI are making some room for movement down below though.

 

[embdrvr]

Not that regional pilots are idiots, but the job is so easy it doesn't help to build decision making.

DING DING DING.....Folks we have a winner for idiot FI poster of the year. He's obviously someone who has never been a captain at a regional.

 

[ksu_aviator]

I worked for a regional. I know exactly what the captains duties involve. I stand behind my statement and would put any 135 captain's decision making up against any 121 captains decision making any day.

 

[Secret Squirrel]

KSU aviatrix
I have done both and will have to agree that yours is one of the stupidest statements I have read in a while. And that is saying something.

It may be physically more demanding, and 135 has its challenges, but I would say I now have to make a lot more decisions that lead to a successful flight than I did in my years at Amflight.

 

[trybysky]

My trick at PDX is to break out my own scale and a piece of paper, weigh each box, write down the weight and add up each bay. Its not that I am dragging my feet when doing it, but they still manage to find a scale by the second bay.

Not to change the subject but this thread, (I cant remember was this thread about why to bail to the regionals or how UPS has 4 letters in it) but Seattle is getting some BROs. I doubt they will be hiring off the street, as people up there have 2 years seniority and still fly PA31s. The F.O.s for them are around 2 year employees, from what I hear. The addition of BROs to BFI are making some room for movement down below though.

This statement somewhat true. We are supposed to be getting at least one bro, but I'll believe it 100% when it lands here. Probably wont be until after peak.

 

[embdrvr]

I worked for a regional. I know exactly what the captains duties involve. I stand behind my statement and would put any 135 captain's decision making up against any 121 captains decision making any day.

And exactly how long were you a 121 captain?

I thought so. Lots of FO's think they know it all until they have to do the job themselves. Like the other poster who thought your statement was stupid I have quite a bit of left seat time in the 135 and 121 world.

In the 121 world much of the busy work is done for you. You don't call for wx or file flight plans. The FO can fill out a manifest if you're on the phone with MX trying to solve a problem. You still have a lot of decisions to make and they get far more complex in the 121 environment. For example you can divert pretty much anywhere with boxes. Not so easy with passengers. There's a lot to keep you busy. Trust me. If you ever make it to the left seat at a 121 carrier you'll be wishing you had never opened your piehole and said what you did.

What I saw in the 135 world was a lot of cowboys and guys doing stuff that would get them fired from any reputable airline. I was glad to get away from flying boxes.

 

[MMO 0.705]

I guess I'll chime in....Thats a really high horse for a throw away jet!! Try flying a Gulfstream or bigger across oceans international...now thats harder than 121

 

[TransMach]

Well now, all of you ... flying a G-String across oceans and internationally is not very tough at all. I do it all the time and I'm not the brightest crayon in the box. It does take a different set of skills than flying a Jungle Jet PHX-BUR-PHX-LAS-PHX-ABQ-PHX day-in and day-out.

For my money, the guyz/galz flying a PA32R-300 or PA31-350 single pilot IFR in the weather and at night has to demonstrate outstanding judment and superior skills as an airman simply to stay alive. AMF does a GREAT job of teaching these skills. They have for more than 35 years.

Flying a G550 acrosss the arctic on a High Polar Route is a snooze, until something goes wrong, then it gets dicey. In the PA32R or PA31 ... night IFR/single pilot ... things are going wrong and getting dicey ALL THE TIME!

Now what does all this have to do with AMF EMB-120 bases?

Cheers,

TransMach

 

[RefugePilot]

I guess I'll chime in....Thats a really high horse for a throw away jet!! Try flying a Gulfstream or bigger across oceans international...now thats harder than 121

I can't imagine being able to set up for an approach with only 6 hours to brief it. Good thing I will have an FO, autopilot, weather radar, and FA to help ease the work load.

 

[trybysky]

Amf

very well put Transmach....thanks for the support.