Metro

[Flyin Tony]

Does any AMF pilots have a copy of the ops-spec on the net they can send to me?

Thanks for the help everyone.

 

[oops!]

Does any AMF pilots have a copy of the ops-spec on the net they can send to me?

Thanks for the help everyone.

Does anyone even have an AMF ops spec at all? thought that would break the company to give us each one...

 

[Pyle It]

I have an outline of the opspec manual somewhere on my laptop. I can dig it up. PM me your email address and ill forward it to you. not metro specific but helpful.

Pyle

 

[DirtyBeech]

Umm, I can't suggest you do this, but an easy way to get the AMF opspecs would be to take them from the airplane, copy them at the fbo, and then return them to the airplane. Also, I would strongly advise you know them if you're doing a check with marvelous. He's a good guy, but does expect you to know your stuff.

 

[jtrain609]

Does anyone even have an AMF ops spec at all? thought that would break the company to give us each one...

You don't have the study guide Bob gave you? I'll let him know...

 

[oops!]

You don't have the study guide Bob gave you? I'll let him know...

he actually talks to you? offline training capts. are so helpfull outside the cockpit

 

[Flyin Tony]

How about the SOP for the tube?

 

[EatSleepFly]

If you are indeed going to training, you need to talk to your ACP about getting the training materials. I doubt anybody is going to cough up their SOP. They may not give them to you if you don't have a firm class date yet, but it can't hurt to ask.

 

[Daq's]

Help

Anyone know the definiton of "heavy Turboprop"? My company is allowing 500hrs less total jet time, for upgrade to the left seat, if you have 500hrs of heavy turbo prop. I can't find it.

Congrats and enjoy it. The tube is a fun and rewarding airplane to fly. Don't let Buff razz you too much either. Someone recently decided to let him fly again and he was seen trying to taxi the tug out before someone reminded him what an airplane looked like.

Some nice numbers for the tube:

1. In the sim 4 degrees pitch up is your magic number. When in doubt and throughout your manuevers return the 4 degrees for level flight. Not so in the real thing. 1-2 degrees nose up in real life.

2. To set your airspeed subtract 100 kts from the desired airspeed and divide by 2. That will give you a target TQ setting. For example, if you desire 240kts then -100 = 140/2 = 70 TQ. Kinda cumbersome at first, but works well when you get used to it.

3. For constant airspeed descents subtract 10% TQ per side for every 500 fpm you wish to descend. So if you're doing 200 kts (50 TQ) and desire a 1000 fpm descent then 30 TQ per side will work nicely.

4. Between FL 180-210 is your cruise sweet spot at 610 EGT and 97 % rpm. You can take it higher, but are losing out if you aren't running speeds high.

5. For loading: 800 lbs or less put it all in bay 4 or 5(expediter). 800-2000 lbs put it in bays 2-3 or 3-4(expediter). Any heavier than that and you need to start in bay 1.

6. To set your pressurization divide your altitude by three and set that for your cabin altitude. You can work from there.

7. If your nosewheel steering is deferred try taxiing speeds high. It makes a huge difference.

There's a lot more to it, but that's all I can think of off the top of my head. Maybe some other deathpencil drivers can chime in with other good advice.

 

[DirtyBeech]

They probably mean turboprop over 20-25,000 lbs. I have no actual definition for you.