C079 - Allows lower than standard takeoff minima if two crew. I've been told this is why the FAA buys off on it.

Before I answer, I want to see the documentation where the FAA states that KeyLime's SIC program is no good. Or at least give me a link to the document so I can peruse it myself.

To add another note: Being the largest Part 135 operator in the country, having a huge target on our backs, if the FO program was no good then the FAA would be coming down on us hard.

AMF SIC Program
 

You can put anything in your log book that you want to! It's your log book. Heck, mine is nothing more than an aviation diary.

The FAA only requires a log (or detailed record) to document aeronautical experience required for the issuance of a certificate or rating under FAR Part 61 and/or to demonstrate recency of experience.

Prospective employer's, on the other hand, may or may not accept SIC flight time recorded in an airplane that doesn't require an SIC. In the past they generally have but with so many guys 'n gals on the street these days the prospective employer can be much more pickey.

TransMach

"Before I answer, I want to see the documentation where the FAA states that KeyLime's SIC program is no good."

So would I. If you search KeyLime for yesterday, you'll find comments made by another user, but he was unable provide evidence. Some of his posts may have been removed... Just wondering if the Amflight crowd had heard anything new.

I would think even if OpSpecs require an SIC for certain operations, you would legally only be allowed to log the SIC time in those specific conditions, because those are the only conditions in which an SIC is required.

I suppose for the purposes of people looking to get up to 135IFR mins, if you're going to fly 135 PIC for the same operation that you're doing PFT with, you're probably OK. However, if you're trying to use PFT time at some place like KeyLime with the intention of getting up to 135 mins for a different co., like Amflight or something, you're probably going to have a hard time explaining the SIC time in a Chieftan in an interview...

I'm not at Amflight, but I would think they'll turn their nose up at many of the countless furloughed 121 guys who are probably applying--many furloughed RJ FOs are going to be jet program grads with low PIC and spoiled by the Magic in the RJs....I would think a CFI with 1200 hours stands a better chance than a RJ FO with 2000 hours, where 1500 of those hours were gear monkey on an RJ

interview
 

im still waiting to schedule it, but does anyone have any good info on the interview process in CVG? sim details, hr questions, systems questions...ect. thanks!

Pm
 

Find a way I sent you a PM.

Yep, almost all of them are working. It sometimes takes time to get parts for some of the older autpilots in the PA-31s, we occasionally have hard-to-troubleshoot problems with the S-Tec autopilots in the Metros, and sometimes autopilots do what autopilots sometimes do: Quit working. So, in a fleet of 170 airplanes, sometimes some are MEL'd. But -- if they're busted, they fix 'em.

Autopilots aren't in the airplanes because of legal requirements. They're there because the company's management wants autopilots in the airplanes. The last fleet to get them is the BE-99s, delayed only because there was no currently viable autopilot STC'd to use in that airplane --so the company had to pay for an STC. That was finally obtained and a Fleet Campaign Directive is currently in progress to equip all the 99s. They're getting GNS-430Ws at the same time.

P.S. -- re the MEL time limit, autopilots are a "C" item on the MEL -- 10 days. However, extensions are possible due to long-lead-time parts.

Re Ameriflight pilot jobs generally, it's a good idea to have a look at the website, Ameriflight.com. That's a good source of up-to-date info about the company, the hiring process, minimum qualifications, the equipment, domiciles, etc.

anyone know when the next class is scheduled?

Soon, our training schedule shows classes for Feb 8 and Mar 8. We just received internal bids for runs/outstations back east. Movement should be happening soon.

I'm wondering what's the usual lead time frame between a callback phone interview, in person interview, and class start date?

I sent in my resume and received a phone call 2 days later. Had CP interview a week later. I was told over the phone by SH they needed to fill an upcoming training class ASAP.

The "phone interview" wasnt much of an interview. It was basically a call to schedule the interview. Went over whether i would move to PDX or OAK, if i had ever violated any FAR's or been in an accident too. She wanted me in the next day to interview, but i couldnt make it that day so we set up for this friday. Excited for the opportunity!

They have ran a class every month since I got hired here, and I am sure they will continue to do so. Even though their website may not show they are hiring, they always are. Send in your resume, and call them.

Next Class is Feb 8th, March 8th ect...

Can someone PM some contact info. I interviewed back in July but was not offered a position and I would like to try again.

Ameriflight LLC

Flight department

Question:

I (finally) meet the mins to apply, however, I am wondering about the training at Ameriflight. I understand they have a great simulator at Burbank, however, once you finish training and get to your base is it " Welcome to Portland! here's the manifest, now off you go", or is there something equating to IOE before they cut you loose on your own?

There is IOE. My friend used to be a checkairman there.

Almost all of our training is done on the line now, so there is a much smaller learning curve when you're finally cut loose to go fly NDB approaches on your own!

Ok Good. I feel better about applying now... It's been a LOOOOOONNG time since I've flown single pilot night IFR, and to be honest, I'm a little nervous about it. Glad to see they don't toss you off a cliff.

NDB approaches? what! you mean they havent all been decommissioned yet? haha

If that's the case I wouldn't apply until you are comfortable. Spend some time with your favorite CFII or you aren't likely to make it through training, or even the interview sim. They expect you to be a competent IFR pilot, and only have to teach you how to fly their airplane.

Let me rephrase that. It's been a LOOOOONG time since I've flown single pilot night ACTUAL IFR. I'm in Texas so bad weather days are hard to come by. I do approaches and holds all the time. It's not a proficiency issue, its more of a confidence issue. I'm sure once I start doing it on IOE, I'll get more comfortable.

Well you should always be on your A game and never be too comfortable shooting approaches more importantly, awareness is key.
In IOE you have someone sitting next to you. You'll gain confidence once you land after an approach down to mins and there was no one in the right seat. Will it be a bare knuckle experience? Sure it will, it was for us all at one point or another. Just keep the cool hand luke ;)

Keepin' the cool hand, boss

It wasn't until I started flying for Ameriflight out of PDX when I actually shot an ILS down to absolute bare minimums; 1800 RVR, VV 100 and at night. That was fun. My legs were pretty weak after that landing.

Once you're able to do it once your confidence skyrockets. You should never relax, but you aren't as worried and able to concentrate on the approach more.

I did one of those last week except I had to hold for an hour to let the RVR come up and I did it in a 210.

I hope you guys don't mind me asking the following questions, but I'm wanting to get a better feel for the AMF culture. Is there any pressure from managment to fly during winter storms? We had some fairly severe winter weather roll in earlier in the week in NorCal. Did anyone at AMF in NorCal have to cancel flights because of wx? How severe does the weather have to get before you guys start cancelling trips? Does AMF have specific requirements in their Op Specs in terms of limiting wx criteria, ie. cross wind limits, peak wind gusts over a certain value? Max wind speeds aloft? Turbulence?

ps. If you feel that this info is too specific for the open forum, then please PM me with info. Thanks.

VV100 = 10000 ft. Sounds all good to me ;)

Management gives us the tools and the wording in our ops specs/ops manual to make the final decision on whether or not a flight goes or doesn't. We've had flights down in SoCal canceled for sure for the latest series of storms coming through the region. Plus, Part 91.3, final PIC authority rests with us pilots.
Whenever I personally have concerns with a flight I have listed all of the reasons why I am uncomfortable and concerned with safely completing a flight or flight segment. I offer alternatives and dispatch and I work to come to a resolution.
We have weather limits not only from the aircraft AFM, but also wind limits on taxiing, takeoffs and landings.
Our flight department has done a good job of backing up our decisions when it comes to a go/no-go decision.

AT the same time, its important to CYA. They give you the tools and will respect a reasonable decision, but if you screw up, don't expect them to pat you on the back and say "its okay, don't do it again".

Yes.. and no. Some runs in some bases you will be "crossed trained" on. But others, you get the manifest, ask your ACP where to park and take it from there. When you pass your check ride you should be able to navigate on your own. If you can't get safely to that airport and shoot an ILS down to mins, a little more training should have been in order. Know the regs, know the aircraft limitations and you should be good to go. Single pilot 135 freight is an EXCELLENT pilot skill building experience.

Thanks for that insight.

HIRED TODAY! anyone else gonna be in the February 8th class?

Congrats man! =)

Re company culture, they've been in the 135 cargo business 40+ years, consistently make a profit, have 170 airplanes, are VERY visible to the FAA due to their size and wide area of ops, and have a pretty conservative culture. This isn't the company where you're going to hear "If you won't get in that [broken] airplane and fly it, we'll find someone who will" or "We don't care what you think the weather's like, get going." If the trip cannot be completed legally and safely, they don't want you to go. If you CAN complete the trip legally and safely, they expect you use your head, use your training, use your experience, and do it.

That sounds like the kind of company I want to work for. Online application sent. That is the best way right?

SIUav8er, where did you interview and with whom. i have an interview next month and am looking for some good insight if you can help. thanks!