Ameriflight
09-11-2017, 07:16 AM
#3941
Line Holder
Joined APC: Aug 2017
Posts: 44
I don’t think anyone would argue they single pilot freight is the most challenging type of flying you can do professionally. It made me a really good pilot, that is for sure. Don’t get UPS confised with flying flying freight in a Metro. Having your first jet be a heavy 76/77/74/A300 is a big jump and they have probably found it easier to hire those with considerable jet experience for that reason. If you’ve never done real international, never flown a jet, never trained and flown in a real multi crew environment, never flown ETOPS etc it can be totally overwhelming to have to put that all together by the time IOE comes around.
As always, when the well runs dry of their ideal candidate, they will have to readjust their thinking. That’s how the rest of the industry has adjusted and will continue to adjust.
As always, when the well runs dry of their ideal candidate, they will have to readjust their thinking. That’s how the rest of the industry has adjusted and will continue to adjust.
But, UPS used a copilot with them, not single pilot like AMF.
Heavy pilots that I've talked to have said that heavies are easier to fly than smaller jets as they are least bothered by winds and gusts and less sensative on the controls.
I've taken ETOPS and CRM classes at Riddle and i'm familiar with how it operates.
Don't put all us young pilots in the same category. Some of us have the proper background and degree to make us competent and professional heavy jet pilots.
09-11-2017, 07:58 AM
#3942
Banned
Joined APC: Jan 2013
Posts: 1,919
I've done research on this subject while at Riddle. UPS did endeed fly the Metro, witch they called the Expediter. In fact AMF flies them to this day. You can tell as they have UP as there reg. suffix.
But, UPS used a copilot with them, not single pilot like AMF.
Heavy pilots that I've talked to have said that heavies are easier to fly than smaller jets as they are least bothered by winds and gusts and less sensative on the controls.
I've taken ETOPS and CRM classes at Riddle and i'm familiar with how it operates.
Don't put all us young pilots in the same category. Some of us have the proper background and degree to make us competent and professional heavy jet pilots.
But, UPS used a copilot with them, not single pilot like AMF.
Heavy pilots that I've talked to have said that heavies are easier to fly than smaller jets as they are least bothered by winds and gusts and less sensative on the controls.
I've taken ETOPS and CRM classes at Riddle and i'm familiar with how it operates.
Don't put all us young pilots in the same category. Some of us have the proper background and degree to make us competent and professional heavy jet pilots.
09-11-2017, 08:19 AM
#3943
Line Holder
Joined APC: Aug 2017
Posts: 44
Settle down dude, glad Riddle taught you everything you think you need to know, but it lacks one big thing, EXPERIENCE. UPS wants experience, Delta wants experience. And they want closely relatable experience. I fly the Airbus and it’s light years easier than anything I flew at AMF as far as workload is concerned, but there are different considerations. Everything is different. Does it mean that you couldn’t fly one tomorrow? Absolutely not! But again just be realistic, hand flying an ILS in a /A clapped out Metro gets you locker room high fives and respect. It will get you lots of jobs too but why on earth would they choose somebody flying a B1900 over somebody flying a 767 for Atlas or somewhere else?
Apparently, experiance is not too important for the intern flow thrus to go directly to UPS.
Studies have shown that structured training (like Riddle) will make up for lack of experiance.
09-11-2017, 08:24 AM
#3944
Banned
Joined APC: Jan 2013
Posts: 1,919
Funny you mention UPS wanting experiance. The "flow thru" with AMF and UPS will take interns with just Comm/Inst/Multi and maybe a CFI and send them to AMF to fly for a predetermined period of hours in a "clapped out" Metro or other AMF plane and THEN flow directly to UPS.
Apparently, experiance is not too important for the intern flow thrus to go directly to UPS.
Studies have shown that structured training (like Riddle) will make up for lack of experiance.
Apparently, experiance is not too important for the intern flow thrus to go directly to UPS.
Studies have shown that structured training (like Riddle) will make up for lack of experiance.
You are the Riddle Rat that gives ERAU a bad name, and I have a degree from there. You don’t know everything because you went to Riddle, quit acting like it. Typing what you assume and hope companies like UPS will do on a forum isn’t gonna make it so, despite what your ERAU professors told you.
Oh and you say “studies show,” I would like you to link me one study that proves your statement.
09-11-2017, 08:41 AM
#3945
Gets Weekends Off
Joined APC: Oct 2007
Position: single pilot cargo, turboprop
Posts: 484
09-11-2017, 08:47 AM
#3946
Gets Weekends Off
Joined APC: Aug 2014
Posts: 312
Hahaha, best post ever. Never flown a jet, never flown glass, no CRM experience, no 121 experience. No problem, I know how to fly at night.
09-11-2017, 10:45 AM
#3948
Banned
Joined APC: Jan 2013
Posts: 1,919
09-11-2017, 11:09 AM
#3949
Gets Weekends Off
Joined APC: Aug 2011
Position: Any
Posts: 660
09-11-2017, 11:39 AM
#3950
Ameriflight
Joined APC: Sep 2014
Posts: 318
Here are the hours you'd get here before going there:
"A type-rated pilot for Ameriflight with an additional 1,500 hours Turbine PIC for AMF, with preferably at least 500 of those PIC hours in the EMB120 aircraft or other crew type certificated aircraft."
There are other requirements aside from the hour requirements like being in good standing with both companies, being ATP qualified, etc.
Hope that helps!
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