SoFloFlyer

Thank you
filler

ZippyNH

AMF is primarily a single pilot operation except for the EMB-120's...with the copilot's assignments to other airplanes mostly to aid them in meeting 135 minimums to become PIC, usually when there was an acute shortage of qualified individuals.

frmrbuffdrvr

The FOs we hire are pretty much all through the flow program we have with UPS. Begining pilots start as interns at UPS while they are building their hours outside of work. Then they come to us once they reach roughly 500 TT. They fly right seat until they get the time to move to a 135 captain spot. A couple of years later, after reaching a couple thousand hours and type rating, they get priority to go back to UPS.

SoFloFlyer

Understood. I’m pretty close to BE99 CA quals and wanted to see where y’all stand. I’ll reach out anyways to throw my name in for a future date.

aapla

Anyone else get offered a February class?

SonicFlyer

At 1200 hours do you automatically get upgraded out of the 120?

frmrbuffdrvr

If you by "out of the 120" you mean into the BE99 and drop the 120 qual, maybe and maybe not. Depends on where you are based and if we still need FOs there. You will get upgraded to the BE99 captain position around 1200TT, provided you meet all part 135 mins (we had one FO recently that, while he had his 1200 TT, he was short of the 100 hours night.)

But we have had several FOs that have maintained their E120 qualification when they transition. It just depends on the overall staffing and if we are shorthanded in the FO positions at the time.

RogerUp

Hi everyone,

I'm a PPL student here aiming to be a cargo/airline pilot as a life goal. Have a couple questions in regard to Ameriflight's UPS FlightPath program and wonder if someone could help:
There are qualifications for the program. Is having a commercial pilot license with multi-engine and instrument rating the min. requirements to enroll it? Do I need to have any kind of recommendation from UPS management? I'm currently working for UPS in a different department.

I've graduated and got my master degree more than 2 years ago. Path II looks like requiring more flight time as a turboprop captain to start to program. Would it be a wise decision to enroll an undergraduate degree in community collage prior to starting the program at Ameriflight?
...

I have so many questions. Unfortunately, so far only the recruiting admin replied my email request. Hopefully someone familiar with this program could help me out. Many thanks!

QRH Bingo

I'm sorry I cannot help you with some of the specific hiring questions to start the process but I can at least give you an idea of what to expect while in the program.
You get hired on with UPS as an intern and work for them for at least 1 year (might be 2) and get paid $15/hr I think. During that time, you can build your flight hours so that you meet Ameriflight's FO minimum (500TT, 75 instrument, etc..). Then you work at Ameriflight as an FO (unless you meet PIC Mins) where they put you on the Brasilia, 1900 or Metro. When you meet PIC Mins you go into the Beech 99, then ideally you upgrade into a typed aircraft (1900 or Metro). I believe the minimum time required to be at Ameriflight is 3 years and then you get priority hiring back at UPS, it's not an automatic hire so keep your record clean.

A few things to consider; FO pay will be the same as your UPS intern pay (all the pay scales are on their website). Only the Brasilia is a 2 crew requirement so if you are put into the 1900 or Metro as an FO, that time will likely not count toward your ATP cert later on.

ZippyNH

just remember.... flying a 100+ hrs a month as a copilot in a metro if you get into the charter department will get you into a be-99 far faste,r, thus earning higher pay and building PIC time faster than 30-50 hrs a month in an emb-120 as a copilot ...but flying the emb-120 does check off a box for multi-crew aircraft if I recall correctly.
Like in all paths, sometimes you must look closely, and weight pro's and con's. Nothing is set in stone as the BEST route, and the needs of both the company and YOUR flexibility will play a role.
Keep an open mind, and understand that flying cargo is not like a typical airline job you can be commuter ....It works for some (willing to move a couple times, usually with each equipment change), but not others. (Family situations are most common, sometimes related to a spouse's job, etc).