They are real jobs at other times there are no listings at all. I believe the determination of base is the needs of the company. Best way to find out is call the recruiter number.

When I spoke with the recruiter he said currently they are looking to fill spots in the eastern US

Really? How about you finish your instructing, get your ATP and then get hired by one of the better regionals with a legacy flow-through and go fly a CR9/E175 instead of an aging E120? You have plenty of options out there....

Well that would be great but I am working second shift at my regular job so not giving much instruction. Since last June I have 50 hours given. Not too many students looking for instruction from 9 am to 1 PM window weekdays before I go to work at 2 PM.

I am a late career changer so I don't have many years left where I can fly for an airline. Basically wanting to retire early and fly for a living. I will be 58 next month and I make a good wage at my current employer of 24 years. I want to retire and draw my pension and fly but still need money for the house payment. Retiring and hoping I make enough money instructing is more than a little risky in Washington state with all our rain. That is why I am looking at Ameriflight for the hopefully consistent work and cash flow.

Got any suggestions based on my situation?

I haven't looked specifically but from what I know about our staffing in general they are likely no joke jobs. I believe we are currently staffed on E120 FOs (we have a class that is just finishing training) and we are getting better on PA31 and BE99 staffing. But we are still short on metro and BE1900 pilots. Those obviously require more experience to hire into. But as we can start to back fill the PA31 and BE99 positions, folks will be able to move up into the type rated planes.

I know where you are at. I will be 59 in two months so moving to 121 ops really isn't an option for me either. Keep updating with recruiting. Also send me a PM and we can talk more specific. My office is about 25 feet from the recruiting office.

Because not everyone wants to fly a beat to heck RJ for a passenger airline. And if he goes to Ameriflight, he will be a heck of a lot better pilot for it.

There is no way you will enjoy AMF as a 60 year old line pilot. It is a company built for young pilots making a young pilot wage. Especially as an FO... By all means give it a shot but I don't think you know what you're getting yourself into.

Well he will be an FO in the Bro, which is beat to heck worse than a -200. But his age is disqualifying at this point.

Can anyone give me some info on the lines out of PHX? I see them come and go on flight aware but am trying to figure out if they are outstation based or if I could continue to live in the Phx area. Thanks

its never too late, in SKW most recent CRJ class there is a 63 year old retired engineer, just wanted to fly for a couple years, have seen many mid 50 somethings changing careers later in life.

for which airplane? we're currently overstaffed except for brasilia fo's. we are constantly TDY to other bases bc we have so many pilots. the runs all get less than 2.5 hrs a day with one exception i think.

They need Metro pilots in MIA. I fly Metro here and if anyone wants info on the runs let me know.

3K lbs loaded by hand in the back of a 99 in the summer is no joke. Hard physical labor. Though I was BSing the other evening with the guy currently on my old run and they had UPS minions loading at the outstation. Dunno if it is just my old run or a system wide change.


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Ameriflight made me the pilot I am today
 

https://www.youtube.com/watch?v=FoPTPe33PQY

Because you guys are taking this way too seriously.

I spoke with SKW and Horizion last year at the NW aviation conference near Seattle. They both said it was still possible for us older pilots. Probably won't make left seat but could still be an FO till we age out. A positive effect of the pilot shortage for us older pilots creating an opportunity where we might not have been able to otherwise.

Depending on the regional, if you were classes up today, could easily hit the left seat.

We're working to get it system wide. AL asked the ACPs a couple weeks ago about where we had pilots being the primary loaders/unloaders because of a call from UPS. How much has been done so far because of that? I don't really know.

Problem is, that requires training, and it is pretty sketchy to have random people load an airplane up. There is no responsibility that will fall on the loader. If something happens, it is going to be the pilots butt on the line. I remember seeing that when issues would arise about incorrect weights. Sorry that UPS lied, you're still fired lol.

All true, but UPS loads the planes at the hubs too, and some of those folks... I called them "minimum wage rock stars" for a reason. In any case the pilot should closely supervise and then physically close and latch the doors themselves. And while I was there they retrained when someone gear upped a chieftain (according to what I heard), so I doubt a few pounds would get you fired.


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Hubs are one thing, the rest of the system is another... I always had good luck with the loaded at ONT, but they were certified and trained, as they would load us, then go a 757. But when you land at Imperial and the toothless van driver pulls up, he doesn't know about station weights, hell he doesn't even have a scale. At the end of the day if that guy loads the plane and puts a plane on the tail, the pilot will be in the unemployment line.

I personally don't LET UPS close or latch my door. Heck, they aren't even supposed to open it.

The "secret" to a loader not setting a plane on its tail is making sure they load it the way you tell them to. If they don't have weights, then they need to get them. If there is no way they will bring a scale or have the work divided into groups that can fit in individual bays or in a center load zone, tell the ops manager you need a scale in the plane.

When I first went TDY to BUF last year they weren't doing anything but bringing out a total weight and just throwing it in the plane. I was told the scale was broken and UPS refused to fix it. I said fine. If everything would fit in the center load zone, I would take it. But if it wouldn't, they needed to find a way to tell me how much of the total wasn't in that zone. If that meant they had to take the remainder in the can back to primary scale so be it. Even if it delayed the departure. Amazingly after a week of doing that the scale was fixed.

I was wondering if anyone could fill me in on the Beech 99 position in LAN. I am not real familiar with Ameriflight so any information would be greatly appreciated.

I am LAN based, there is no BE99 here anymore. Sorry the job posting on ameriflights page does a disservice to people, a lot of them are not accurate. They have pretty much listed every single position that once existed or currently existed as open. Even if there is no opening.

Anyone currently working the Seattle base? Trying to get an idea of openings there. Appreciate it.


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I have a question about the "Asian Autopilots" at Ameriflight.

Okay, so these guys from Korea are paying to sit in the right seat, but the airplane is single-pilot only.

Fair enough, I understand the FAA exemption thing.

But... what is the guy in the right seat doing?

Is there any real CRM and two crew stuff, like multi crew flows and checklists performed together and standard callouts and divisions of responsibility?

Or is the guy in the right seat basically just sitting there and staring out the window?

I'm trying to wrap my mind around how this all works...

I assume when you're being trained, you're being trained to fly "single pilot" and basically do everything yourself.

All flows and checklists are learned both single pilot and crew, which can be a bit awkward in a single pilot aircraft. It's your discretion as to what he does, but I always alternated legs and let them do take offs and landings, except for a few times with really bad weather. A couple were really good, most were average, only one was bad, and he improved with time. View it as a mentoring role. Remember these guys are at 250 hours when they start, and leave at 1000 TT.

Most were fantastic people, and I'm still friends with a couple. Some even came over to my house for BBQs and played Xbox with my kids. Good times!


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With the exception of maybe the Bro because it's certified for 2 crew, the Korean FO program is more of a nuisance than anything. First officers don't have any real responsibility. They cannot preflight, you are still responsible if something gets overlooked or something goes wrong. For instance if the FO is monitoring the loading process and a plane gets put on its tail, you as the captain are going to be shown the door.

Yes you are taught 2 crew flows but there is no significant amount of 2 crew training, and there was zero CRM training when I was there, hopefully that has changed. It is still a very much single pilot environment and culture. The language barrier can be really hard at times, and they are low time pilots so more times than not, you're babysitting.

But they load the plane and run the whiz wheel... Worth it in my opinion! Most of those guys were pretty sharp.


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And the $5/block hour bonus is enough to pay for beer. Win win.


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I had 1 guy who was on it, but 2 others that were terrible.

In recent years we have had more Koreans mentoring each other. They have friends who are ahead of them in the program, and can tell them what to expect. This has a huge impact.

I'm a firm believer in GIGO. If you treat them like a passenger, then that's what you will get for a year. If you take the time to mentor them, and run things like a real 2 crew environment, you might be surprised what you get.

Occasionally, I get an FO who is either very timid or unmotivated, in which case they may sit on their hands for the rest of the flight, but in most cases I find that they can at least be trained to do an ILS down to their minimum of a mile vis, and communicate with ATC in routine dialogue. In a few cases, I would recommend them to be an AMF captain, but I'd doubt they would take it over a Korean Air 737.

Good Evening everyone... I am a current Air Force reservist looking to beef up my flying portfolio (TPIC) over the next 2 years. I have had a couple people refer me towards Ameriflight. I am curious out of the bases of MIA, SJU, and DFW which would potentially help me build hours the fastest. I am just under 900 hours and will need to FO until I get my 1,200. I am blessed that I have established accommodations at all three of these hub cities. I am in conversations to move to the PRANG to fly the RC-26 so the metro would make the most sense for me but in all honesty I love flying anything turboprop and am not picky on either of the three hub cities. I am looking to potentially apply for a class after August when my current res/active duty orders expire. Thanks in advance for your time.

That's good advice. Try to mentor them as much as you can while they are flying with you. I always tried to teach them as much as they wanted to learn. Lots of guys would just have them warm the seat, I put them to work regularly.

I remember when SH was doing recruiting and running the Korean program. If she found out a captain was only letting them "warm the seat" and not actually flying and gaining real experience she got a TAD bit upset.

I'm with the rest of the guys. I haven't personally had any really bad ones (but I have heard of a couple) and I have had some VERY good ones. There are some who come in with the "yes, Captain. Yes, Captain" mentality. IMHO those are the toughest to train. They say yes to whatever you tell them, whether they understand it or not.

Any Amflight peeps that enjoy freight and would like to fly as PIC on the bro for a great company and make over $100,000 a year PM me.

Quick question about AMF. How easy is it to upgrade without having to move to a different base? I'm interested in the Miami base. Really hoping to spend time at home with the family without having to move for the upgrade. Also, does anyone know how they look at helo time? Have about 2,000 hours with only 100 fixed wing. I've dug around on the forums a bit and haven't found the answer. Thanks.

Having just reached IFR minimums, I've got an offer from AMF for the April 11th ground school. It'll be my first real flying job after a career change and I'm pretty excited about it. Naive, maybe, but don't burst my bubble.

I haven't officially accepted the spot yet because I have another temporary opportunity that I'd like to pursue, pushing back the start date at AMF. I'm just not sure that'd be kosher, or put my preferred base assignment at risk.

Anyway, just checking in, I'm on board now.

Any updates on E120 FO hiring? I just applied and have 940TT 550ME, currently Instructing at ATP Flight School. Wondering what my chances look like?

There are only 10 E120s in the fleet, and it seems that FO slots fill quickly.

On the other hand, with your hours you would likely be eligible for the captain upgrade program, where they make you an FO on a smaller plane for a couple months, put you on high time runs, and when you are about to hit 1200 hours, you go to captain training.

Thanks for the info! Waiting to hear back from them so we'll see what happens. Cheers!

That seems to be a good program for me since I'll more than likely have at least 1000 TT by the time I'm done with my current employment obligation and ready to move on to AMF. Do you know by any chance which bases are being used for this program? Also hoping they'll have some short-term housing arrangements there since pilots probably will not be staying there for more than a couple of months while they get up to CA minimum times, right?