Ameriflight
08-04-2018 | 12:32 PM
#4631
Gets Weekends Off
Joined: Mar 2017
Posts: 181
Likes: 0
Thanks for your response. Can you please give an example of the typical day/night and weekly schedule. I know it varies, but how many legs a day/night, duty days, layovers and extended breaks during a single duty period? Also do Pilots have to load cargo?
Thank you!
Thank you!
It varries...and to the extremes.
There are routes for people want to build time...and routes for people looking for a easy, regular gig .. Largely it is customer driven...but schedules are pretty well set.
The brown box flights are out, with sometimes one stop, sit for 8-9 hours (in a hotel usually), then return, one or two stops (a stop is just 20 minutes, less if you can make it faster)then in a hotel overnight....do it all week. Depending on the coast, it might be early or later... So you typically are working or in a hotel/home...unless waiting for cargo from a late connection in the AM...then pilots stamd around and BS for an hour or so and talk...
Typically you don't actually "work" more than 4-6 hours a day if the jet bringing in your cargo is on time in the AM, but it is split into two half's... some can deal with that, some need to adjust.
I have flown as little as 1.3 RT day or more like 3+ RT
Other customers may require up to 8 hours with an optional 91 repo leg with 5+ legs....and a "round-robin" routing...
Some trips never leave a state...some x-country, or half x-country with the cargo getting relayed. Simply put, there are routes for time builders, and routes for a person looking for more if an easy regular schedule.
As to loading/unloading cargo...a huge shift has occurred in the past few months...MOST of the flights are "no touch", but that's not to say you will not need to possiblely shift cargo at a stop for CG reasons (if you plan well, it can often be avoided), or there might be a customer who requires you move the cargo to the door for the driver to unload....
Biggest thing at this level is to be flexible, get the job done and communicate...
08-05-2018 | 01:17 AM
#4633
Line Holder
Joined: Dec 2015
Posts: 928
Likes: 34
From: B777 CA
My thoughts...
It varries...and to the extremes.
There are routes for people want to build time...and routes for people looking for a easy, regular gig .. Largely it is customer driven...but schedules are pretty well set.
The brown box flights are out, with sometimes one stop, sit for 8-9 hours (in a hotel usually), then return, one or two stops (a stop is just 20 minutes, less if you can make it faster)then in a hotel overnight....do it all week. Depending on the coast, it might be early or later... So you typically are working or in a hotel/home...unless waiting for cargo from a late connection in the AM...then pilots stamd around and BS for an hour or so and talk...
Typically you don't actually "work" more than 4-6 hours a day if the jet bringing in your cargo is on time in the AM, but it is split into two half's... some can deal with that, some need to adjust.
I have flown as little as 1.3 RT day or more like 3+ RT
Other customers may require up to 8 hours with an optional 91 repo leg with 5+ legs....and a "round-robin" routing...
Some trips never leave a state...some x-country, or half x-country with the cargo getting relayed. Simply put, there are routes for time builders, and routes for a person looking for more if an easy regular schedule.
As to loading/unloading cargo...a huge shift has occurred in the past few months...MOST of the flights are "no touch", but that's not to say you will not need to possiblely shift cargo at a stop for CG reasons (if you plan well, it can often be avoided), or there might be a customer who requires you move the cargo to the door for the driver to unload....
Biggest thing at this level is to be flexible, get the job done and communicate...
It varries...and to the extremes.
There are routes for people want to build time...and routes for people looking for a easy, regular gig .. Largely it is customer driven...but schedules are pretty well set.
The brown box flights are out, with sometimes one stop, sit for 8-9 hours (in a hotel usually), then return, one or two stops (a stop is just 20 minutes, less if you can make it faster)then in a hotel overnight....do it all week. Depending on the coast, it might be early or later... So you typically are working or in a hotel/home...unless waiting for cargo from a late connection in the AM...then pilots stamd around and BS for an hour or so and talk...
Typically you don't actually "work" more than 4-6 hours a day if the jet bringing in your cargo is on time in the AM, but it is split into two half's... some can deal with that, some need to adjust.
I have flown as little as 1.3 RT day or more like 3+ RT
Other customers may require up to 8 hours with an optional 91 repo leg with 5+ legs....and a "round-robin" routing...
Some trips never leave a state...some x-country, or half x-country with the cargo getting relayed. Simply put, there are routes for time builders, and routes for a person looking for more if an easy regular schedule.
As to loading/unloading cargo...a huge shift has occurred in the past few months...MOST of the flights are "no touch", but that's not to say you will not need to possiblely shift cargo at a stop for CG reasons (if you plan well, it can often be avoided), or there might be a customer who requires you move the cargo to the door for the driver to unload....
Biggest thing at this level is to be flexible, get the job done and communicate...
Thanks again.
08-05-2018 | 07:14 AM
#4634
Gets Weekends Off
Joined: Mar 2017
Posts: 181
Likes: 0
Thank you, this info is very helpful. One additional question. If your essentially a single pilot operation, how can the quick upgrade new hires log time while doubling up with a single pilot captain. Do you have something in your op specs that allows for these pilots to log SIC on the legs they double up to build total time so they can upgrade?
Thanks again.
Thanks again.
If I recall right (depending on the program, there are a couple of different variations based on how many hours a person is hired with... prior pages have all the info several times)most get a VFR 135 checkout...then can fly alone in good weather, or trade legs as needed when less than ideal...
Heck...kinda remember getting cut loose in a caravan (different company, different era), at night, alone, and getting into ice and also dodging thunderstorms for the first time in a twin....you learned fast, and made more correct choices that wrong or you didn't survive. Getting to have a few hours with an more experienced captain and getting schooled in real world hard IFR IMO is a great option.... priceless actually.
Last edited by ZippyNH; 08-05-2018 at 07:25 AM.
08-05-2018 | 09:09 AM
#4635
In a land of unicorns
Joined: Apr 2014
Posts: 7,075
Likes: 106
From: Whale FO
08-05-2018 | 11:14 AM
#4636
Gets Weekends Off
Joined: Mar 2017
Posts: 181
Likes: 0
08-05-2018 | 08:01 PM
#4637
On Reserve
Joined: Aug 2018
Posts: 14
Likes: 0
What would be the chances of an ameriflight pilot getting into a legacy pax airline such as united, aa, or delta? I read that the chances would be very slim but just seeing what you guys think about it.
For those of you working at ameriflight, what are your future career goals and/or companies you hope to enter after ameriflight?
For those of you working at ameriflight, what are your future career goals and/or companies you hope to enter after ameriflight?
08-05-2018 | 09:56 PM
#4638
Line Holder
Joined: Dec 2015
Posts: 928
Likes: 34
From: B777 CA
The opps spec allows it......so no legal worries...it can be logged... It is 100% ok with the FAA, and they are well aware of it. Functionality they become a required crew member when assigned the trip, and can then Legally log it as per the ops spec's and the FAA. While others might be able to give you more specific info, I can say it is all "above board", nothing sketchy going on.
If I recall right (depending on the program, there are a couple of different variations based on how many hours a person is hired with... prior pages have all the info several times)most get a VFR 135 checkout...then can fly alone in good weather, or trade legs as needed when less than ideal...
Heck...kinda remember getting cut loose in a caravan (different company, different era), at night, alone, and getting into ice and also dodging thunderstorms for the first time in a twin....you learned fast, and made more correct choices that wrong or you didn't survive. Getting to have a few hours with an more experienced captain and getting schooled in real world hard IFR IMO is a great option.... priceless actually.
If I recall right (depending on the program, there are a couple of different variations based on how many hours a person is hired with... prior pages have all the info several times)most get a VFR 135 checkout...then can fly alone in good weather, or trade legs as needed when less than ideal...
Heck...kinda remember getting cut loose in a caravan (different company, different era), at night, alone, and getting into ice and also dodging thunderstorms for the first time in a twin....you learned fast, and made more correct choices that wrong or you didn't survive. Getting to have a few hours with an more experienced captain and getting schooled in real world hard IFR IMO is a great option.... priceless actually.
08-06-2018 | 09:17 AM
#4639
Gets Weekends Off
Joined: Jul 2017
Posts: 469
Likes: 0
Slim to anorexic. AMF pilots at Legacies got picked up from Regional, Charter, Fractional, or Corporate, but not directly from AMF.
08-06-2018 | 09:24 AM
#4640
Gets Weekends Off
Joined: Jul 2017
Posts: 469
Likes: 0
AMF advertisements claim they have flow-through agreements. This is incorrect.
A flow is a guaranteed path.
A gateway is a guaranteed interview.
Ameriflight does not have any flow-through programs. Until they offer AMF pilots, in seniority order, class dates at Omni, Allegiant, Frontier, or UPS, there is no flow; only a guaranteed interview. Having pathway programs is great, but calling it a “flow” is false advertising.
A flow is a guaranteed path.
A gateway is a guaranteed interview.
Ameriflight does not have any flow-through programs. Until they offer AMF pilots, in seniority order, class dates at Omni, Allegiant, Frontier, or UPS, there is no flow; only a guaranteed interview. Having pathway programs is great, but calling it a “flow” is false advertising.
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