We talked after he got home from work and he is ready for a different type of flying and location to do that flying.

Thanks for responding.

Whom should he reach out to at Ameriflight?

We don't have any First Officer positions open on our careers website right now, so I would advise sending a resume with update flight times and availability (location and earliest month to start) to our pilot recruiters at [email protected].

So what is the difference between a restricted ca and one that is not? I realize that total hours is the main difference, 1,000 and 1,200. Does the ca have to use higher approach minimums?

Thanks for educating me.

I come from a military background, so this civilian career path is a different beast.

No problem!
Ameriflight has a waiver from the FAA. With it, we created the Accelerated Captain Program.
For that program, we hire pilots around 750-900 TT and put them in the right seat of a BE99, BE1900, or SA227. They fly SIC until they reach 1,000 TT and then they become a restricted Captain in the BE99. With being restricted, they will have a regular Ameriflight Captain as a mentor and will have slightly lower weather mins (not quite VFR, just lower than normal). Once the pilot reaches 1,200 TT, they become a regular full blown BE99 Captain.

How many hours are the ACP FOs flying a month?

As much as they can. They are usually an ACP FO for 4-6 months (depending on what they come in with) and we typically send them to bases and routes with high times. They usually gain 60-100 flight hours per month.

Relocation required?

During the ACP FO portion, the pilot doesn't relocate. They live wherever and we fly them to their assignment (one of our high timed routes).
When they become a full BE99 Captain at 1,200 TT, the pilot will pick an available base. If they don't live near it, they will have to relocate.
We have a relocation assistance program. It's a set amount, so probably wouldn't cover all expenses, but it helps.

I think FreightDogs meant to say slightly HIGHER weather mins. A restricted captain designation basically allows them to fly through IMC during cruise. Their approach minimums are almost approaching VFR numbers, so the departure and arrival airports pretty much need to be VFR. But they aren't restricted to VFR rules for the enroute portion. And then once they hit 1200 hours they automatically change to unrestricted because they have already been checked to full IFR minimums.

Yes - great catch! Higher.

thanks for the clarification. That is similar to what we do with new CAs at a 121 carrier. The CA is restricted to higher mins, which means add 50 to the DA or MDA and 1/2 mile to the vis mins. Once they get 100 hours that is automatically removed.

For your first officer positions, how many hours of the instrument time need to be in an actual airplane (as opposed to sim)?

Good question! Shoot for 40 in the aircraft. Actual and sim count toward the 75 hours, but we need at least half to be in the actual aircraft.

We have the same "High Mins" under 135.225.

The situation I described is actually under our exemption which allows us to have IFR captains at less than the 1200 hours normally required by 135.243 (c)(2). There are other requirements related to training and supervision as well as significantly higher airport mins that I mentioned.

EFB Program
 

There was a post a while back about testing on an EFB program starting.

Did the EFB program ever get implemented or are you guys still using paper Jepp charts?

Yes, pilots started using the new EFBs about a year ago now. We went with the iPad Mini 4s.

Here's a link to the article for anyone interested: https://w3.ameriflight.com/efbs-land...IoDhIMDcuniJos

Awesome, thanks for the reply

Right now we are only using it for the Jepp charts. Once we get approval for Ops Spec A025 we will be able to put all of our publications on it (GOM, SOP, etc.)

Thanks ! At least you aren't carrying around\updating Jepp chart folders anymore.

What about W&B. Do you have a way to do that on the iPad yet or is that still manual\Paper?

Amen to that.

It is still manual. Our metro program manager has a test app to do metro w&b but anything like that will need to be approved by the FAA before we can use it. And that will likely take a while.

Flight Instructor Position
 

I remember several pilots really wanting to be based at DFW. Pretty popular base for us!
Figured I'd give an update on that base. We currently have these Captain positions open: BE99, BE1900, and SA227 (one opening for each aircraft)
Also, a new thing for us, we have an Air Transport Flight Instructor position open. This would be great for current flight instructors!

Link to the position: Air Transport Flight Instructor - Careers At Ameriflight, LLC

Some details:
• Captain pay + extra $$ while instructing
• FAR 135 IFR Captain mins preferred, less will be considered
• You'd either be in the BE99 or BE1900 training program - whichever you most qualify for
• From there, you can become a Check Airman, advance within Flight Department Manager, or transition to the line

EMB-120 Takeoff Trim
 

I am a virtual airline pilot and just downloaded IMHO one of the best as well as an up to date sim of the Embraer EMB-120 Brasilia by Carenado. Can any of you real pilots of the 120 have a t/o chart for trim settings by weight or is there one universal setting? Thanks for taking the time for someone who likes to do it "by the book" I used to have the real manual from ESSCO that I paid $100 for back when I was not retired but had income to spend on my hobby. It got lost moving to a little retirement mod' home in NC from Chicago. Used to fly the E120's when they flew from SFO to FAT where my sister and her family still live.

Here's a digital AFM I found with a Google search.

https://www.google.com/url?q=https:/...CUBiYFlWR560SU

Sent from my Pixel 3 using Tapatalk

Nvm my bad. This link is to an APM (airport planning manual) not and AFM. Need to get my prescription checked apparently.

What kind of “FTD” are you using for the Indoc sim eval? Is it still a Frasca? Thought I saw somewhere you maybe had a Redbird now.

Is it set up like a light piston twin, a 99, or something else?

Just wondering what to expect.

Thx


Sent from my iPad using Tapatalk

We have a Redbird set up as a light twin and an old BE99 sim.

What aircraft are based out of BUF?

BE99s and Metros are operated out of our BUF base.

Sounds great, am I able to apply for the ACP right now, or do I have to wait for the position to be posted? I plan on instructing until January to finish up some students.

I'd say wait a little. Our January training class would start on the 6th, which might be a little too soon. Our February training class would start on the 3rd, possibly a better fit. If that's the case, wait until late December to apply.
Also, if you're close to Captain mins and flying quite a bit, I'd advise to just get those extra hours in order to avoid two training events.
BE99 Captain mins for reference: 1,200 TT, 50 ME, 500 XC (defined as point to point), 100 night, 500 PIC, 75 instrument

Hi FreightDogs!

As a CFI whose just gotten to that 500 hour mark could you elaborate what ACP stands for? I'd love to work for Ameriflight but was having a hard time with really considering it since I've got a family here in the PNW. But I did not know that FO's were flown to an assignment and then choose a base when there at Captain hours. You have now definitely reignited my interest a little bit haha!

ACP stands for Accelorated Captain Program. It is where we hire pilots at about 800 hours total time and make them FOs in either the BE1900 or SA227 to get to 1000 hours (and the remaining part 135 IFR minimums.) Its during this time that we will TDY you to where you are flying.

Once you hit 1000 hours, you will train as a BE99 captain. You will be a Restricted IFR captain, meaning you can fly IFR, but your departure and arrival minimums will be higher than normal (close to VFR.) From here until you hit 1200 hours TT and become an unrestricted IFR captain we will still TDY you (probably to PHX where the weather is good.) Once you hit 1200, you would relocate to your permanent base and continue your career from there.

I have a little over 400TT now, would it make sense to apply at 500 for an FO position (if there are openings around that time) or to wait it out and apply for the ACP. I'm currently doing aerial survey but have only been getting around 50 hours per month due to weather delays. However I don't have anywhere close to 500 xc for part 135 IFR captain minimums. Would you qualify at 800TT without this or would you need 800TT and 500XC? Thanks

Thanks for that info appreciate it!

You would need a minimum of 300 XC at 800 TT. The reason is the plan would be to make you a restricted IFR captain at 1000TT. And while our exemption allows the total time to be reduced, the remaining 135 captain requirements (XC, Inst, Night) still need to be met to be a captain. So anything you are short at 800 would have to be acquired in the next 200 hours. Almost all of your flights would be point to point XC but you may not be able to get the required night or Inst in that time. So we look for those numbers when you are initially hired.

Got it, currently I only have 180 xc, 40 night and about 65 instrument. (For the most part only getting day VFR at my current job) so I guess it would make sense to just come in as an FO if an opening comes up?

I have captain flight times but have been out of aviation for ten years. I am current with BFR and IPC and have been flying a lot of simulator approaches so I am pretty proficient. What would my best plan of action be for getting hired at Ameriflight?

Are you counting all airport to airport XC or just the "over 50 miles?" Over 50 miles applies to certificates. For 135 qualification it is any time you take off from one airport and land at another. So if you fly from one airport, land at another one 10 miles away and then return, that would all count as XC for 135 qualification.

Apply. :D;)

I was in the same position when I came on. I had 3200 hours from my military flying but hadn't flown regularly for 9 years and literally hadn't touched the yoke of a plane in 5 years when I got the call for an interview.

Do what you can to refresh your currency (basic flying AND instrument procedures.) You will be expected to be instrument proficient when you show up.

Yeah, that's my total point to point. I was an Air Tour Pilot as my first job, so I never landed at other airports. Now I'm doing Aerial Survey, so I again usually land at the same airport I take off from other then when I'm ferrying between projects (which is not much)