Envoy was one example, PSA and Piedmont are offering the same and others aren’t far behind with the crunch hitting hard. And sure, if you want to build time at a part 135 turboprop place why not go to Alpine Air and make $15,000 more per year as a 99 pilot and $7k more as a 1900 pilot base salary. If you REALLY want a specific base then I guess flying the always broken poorly maintained poorly equipped never pressurizing metros for sub standard industry pay while single pilot might make sense.

 

Your experience at AMF will largely be predicated on how good the info you have going in vs what you expect....for some people it's a decent job, others, a bit of a frustrating experience. Guess it's important to match personality with corporate culture, and see if it aligns with your goals. Certainly it seems more and more people are leaving (if they wish) for the world of ACMI cargo to go fly widebody planes, some to UPS, so there is a path forward if that's what you are interested in. A highly formal airline it's not, but more so than many in 135 cargo operators.
Being an "in based" hub pilot, you will likely be away from home except from 9 pm till 5am on a daily basis, typically Monday afternoon through sat AM...."out based", while less common typical have a Monday pm show, then finish Saturday am, spending nights at the hub, home all day.
Other schedules are sometimes available based on bid/need...but unless you are in charter you will typically shuttle back and forth between a few locations that you know very well...this is likely the reason that the company has been slow to make GPS installs universal, since you will often know every hand off, heading and frequency by heart, and will almost have to force yourself to keep your iPad open and on the right page.
Destinations that need a GPS equipped plane, will typically have one assigned.
EACH base is a bit different... scheduling, flexibility, management and even the possibility of getting scheduled standby or charters
The charter dept positions are very different, and is more of the typical zig -zag you way around the country, think on your feet, and see the country stuff. Sure there is generally slightly better equipment, better pay, and typically a higher level of hotels, but you also work your butt off. Some love it, some hate it, to each their own...but that type of flying is highly cyclical matching seasonal and business cycles. Flights tend to be much closer to the limits of most everything, but can be pretty interesting.

Some people love one, hate the other, it's about finding what's right for you.
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ZippyNH .

Thank you for your most informative answer !

 

Today Ameriflight announced a new pay scale to take affect 1 Aug.

$25K per year increase for BE99 and E120/Saab 340 captains and $18K per year increase for BE1900/SA227 captains. Also a retention bonus of $40K if you stay for 24 months and another $60K if you stay an additional 24 months.

Starting pay for a BE99 Captain will now be $76,500, first year BE1900/SA227 captain $87K and first year E120/SAAB 340 captain $97K. FOs for all fleet types start at $40,900.

 

 

Very nice, glad to see they are paying well now.

 

New to this thread, it may have been talked about before but I am curious what training looks like for FOs. Anybody here have any fairly recent experience?

 

Unless things have changed it will be 1 week of INDOC, then 3-4 weeks for aircraft SIC type, then 2 weeks IOE. Nothing crazy, nor difficult as long as you put in the study time and effort.

 

For any recent FO hires, what are the common TT and ME times when offered?

 

The First SA340 on our certificate flew for the first time last Friday (9/23/2022). We are planning for the first operational flight next Monday.

FO minimums for the 340 are the same as for our E120s. Currently all 340s will be based out of DFW with our ESCS (Charter) department.