Is there any VFR Captain hiring going on? What are they flying per month? Same pay as IFR Capts? Do you stay on air frame/base at IFR mins or can you move to another?

found anything out on the waiver?
 

hey Sobo,

I was wondering if you heard anything about that waiver and what it gear toward i.e. VFR 135 for IFR 135 or is it a Captain slot?

Thanks for looking into that.

It's a captain thing after a couple hundred hours in the SIC program. Essentially bridges the gap between VFR and IFR mins, and has it's own restrictions.

I'd love to post the details, but I've only heard it by word of mouth, and we want to be 100% accurate when we post things on here. I'd like to see it in writing.

Thanks own nav, at least it kinda give some what an idea but I hope you will get some more details about it and like you said you rather put the right information then put something up that could be wrong.

Also, I was curious what the possible chance that a base would welcome a person that interested in wanting to check out the aircraft and talk to a few people to get an idea of the operations because I would like to check out the PDX base and been wondering about it since I work for UPS years ago as a ramp agent when I did the load and unload ofnthe aircraft and it was cool seeing the BE99 and PA31.

Sorry, I have yet to get a chance to ask the recruiting department.

Anyone in line for an EMB-120 FO slot, chances look good you will be called soon if you haven't already. We have one spare first officer fleet wide, and he is departing on the 15th. I know we lost two or three others in these past couple months as well.

Can anyone give insight in to see if Captains are being hired with Ameriflights preferred mins?

I think regular mins gets you an interview.

FCC Restricted Radiotelephone Operator Permit
 

Sorry if this has been discussed before; I'm not on very often. I had a FCC Restricted Radiotelephone Operator Permit many years ago. It costs $70 for a replacement. Is this truly a hiring requirement at Ameriflight? Thank you.

Not sure if still the case, but it used to be that if you change your address they issue a free replacement. So you could just slightly change something online and they'd mail you a replacement.

Assuming by preferred mins you mean 1200 hours and a few other requirements, that is essentially the legal minimum to be a captain under IFR requirements. If you have 800 hours or more, they will likely be interested in putting you in the right seat until you meet captain requirements.

Two good reasons to AVOID AMERIFLIGHT.
Antiquated equipment, single pilot in an aircraft designed for two pilots. Pilot funerals are depressing.
PRIA Do two pilot duties in old equipment with marginal training and you are setting yourself up for a failed check ride, which is exactly what Ameriflight wants. Ameriflight runs a washout program. Your PRIA record will haunt you when you interview with legitimate airlines.

Sad to hear that training department mentality hasn't changed. That really needs a complete revamp.

Smell test anyone?

I know what Jetlife is referring to. Old school AMF. I have friends who hesitate come to AMF based on their knowledge of the training culture of over 10 years ago.

Is it the same now? Make your case, they're listening (or reading as it were). They just bought a redbird sim for a week of remedial training prior to indoc. Do training captains need to be more friendly? Seems to be an individual thing to me as opposed to a "culture." I've had a spectrum of training captains in my career here. Some I grit my teeth and bear it (and appreciate the "tough love" that made me a better pilot) and others I totally admire for their professionalism and persistence which I try to emulate.

As for pilots who don't make it. There are plenty of us who cringe when someone with a great attitude doesn't make standards. It's a pity when we make generalizations without getting to know people, and it goes both ways (trainers and trainees).

I think a big hurdle that will be hard to overcome, is that the equipment, and the environment in which AMF operates is unique. Short of legitimately crewing all aircraft with paid, trained and qualified FOs and making a spectacular SOP, and changing the fleet to something more modern, I don't know if they can fix the issues.

The vast majority of new pilots are getting their certificates/ratings/hours in modern aircraft with modern equipment and flying in the modern environment. The disconnect between that and the way AMF flies, and the equipment they fly is large, and increasing. AMF isn't an easy flying job even if you are completely used to older equipment and avionics, I can't imagine learning on a G1000 with a good autopilot, then having to try and literally learn how to scan and fly all over again.

Whether or not is is a good move to start a career or not is a completely different discussion. The class pictures that are posted on IG and FB seem to indicate that more older pilots are coming to AMF. Whatever their backgrounds are I don't know...

Buying a Redbird means they are conscious of an issue, however if what was said above has any merit, it would indicate that they still aren't real concerned breaking that cultural stigma, and that would really really change things there I think.

That being said, if you are a crappy pilot, and you fail training, then it is your fault not AMF. I think lots of AMF alum know at least one person that was pushed through training (upper managements orders) that had no business flying single pilot IFR. Unfortunately the guy I am thinking buried himself into the Mazatal mountains in AZ. Failing training because you can't make the standard could be literally life saving. It isn't for everyone...

The training department was my biggest "system" pet peeve when I worked there. I had plenty of check airmen and training captains as friends, and I was a training captain. I would cringe at the way the company approached training, the mentality, the execution, and the disciplinary aura that came along with it. I know they have made changes so hopefully it continues to change.

Staunch post from a first time poster... Perhaps you can show us when the last fatal at AMF was.... Hint, it's been a few years...

And it wasn't in an airplane designed for two pilots...

And it was the only one in the last decade. I almost hate to discuss it because a feeling of invulnerability based on a good track record doesn't do much to prevent future accidents. This is single pilot ops in old airplanes, plain and simple. And we need well qualified/trained pilots, with the challenge of finding them in the shortage.

I've made the same observation, Jetlife, the make up of our classes is getting older. A lot of our new hire pilots wouldn't fit the typical career builder persona of the past, ie trade low pay for experience to get you to the next level. Now we are putting new hires directly into type rated equipment (including the E120). The result, more experienced pilots who wouldn't have considered AMF under the old pay scale will now consider it given the pay and immediate opportunities.

The next step is to get them to stay around for a while, by delivering on the promise of 4 day work weeks and such.

Ameriflight
 

Go there, have and accident, or fail a check ride, because you are one person , not two. Then see how successful you are at getting with a career carrier. If that's all your career is worth to you, you deserve Ameriflight.
I suppose a safety record with no crashes since June 30, 2015 is what one should strive for.
Look at the Phoenix crash, 2012. The pilot was supposed to maintain currency in two different types of aircraft, a practice Amrieflight continues until this day. There is a reason, written in blood why 121 carriers are not allowed to do this.
Look at wikipedia. This is not worth the risk. Ever wonder what your new bride will look like dressed in black?

Yeah....yeah.

Or don't have an accident or checkride failure and know how to fly out of a wet paper bag instead. Ameriflight flying is basic IFR flying that anyone with a instrument rating should be able to do. The pass rate just shows how many people really shouldn't have instrument ratings.

I rest my case. Ameriflight management doing their best to ruin your PRIA record.

Hilarious when people try to blame failed checkrides on anyone but themselves.

Having a washout on your PRIA isn't necessarily a career killer. The point is what you do afterward. If you can demonstrate that you learned from your experience and it made you better pilot, I'm sure there's many interviewers who will see a positive attitude and career progression as a definite plus. In some cases, not having a failure may show that you haven't been pushed to your true potential.

Keep blaming everyone else, well, it doesn't make a good first impression to say the least. We have just demonstrated that on the last page.

I, for one, am not laughing, best of luck expat1. Keep the chip on your shoulder, but use it to make you a better pilot. Show everyone they were wrong. When you do, come back and post it on here. Again, good luck.

Gotta love it when a troll creates a new profile just to jump in and slam a company, mostly with unsubstantiated allegations.

Every airplane we fly single pilot is certified by the FAA to be flown that way. The only airplane we have that was designed exclusively to be flown two pilot is the E120. And guess what? That is how we fly it. Always.

Why would we WANT someone to fail a check ride? We are short pilots. We have given pilots several weeks of line training in order to try to get them where they can pass a check ride and be safe, efficient pilots. Have we washed a few out even after that? Yes. And trust me, they were never going to be safe in the aircraft.

As for currency in multiple aircraft, I have been current in two aircraft for about half of my flying career, even a few years while in the Air Force. All were aircraft that either require a type rating or WOULD require one if they were civilian planes.


That is such an ignorant statement.

Yeah, we make it our mission to ruin people's PRIA record. That way they will have to stay with us. <smh>

frmrbuffdrvr, Thank you sir.

I'm a wet commercial pilot doing all the research I can on companies that I want to pursue and fly for. I get excited about Ameriflight as I research them and how they can help me become a better pilot because of the type of flying their pilots do.

It's a gut punch right in the emotions when I read some of the troll comments and it's encouraging to see an actual experienced Ameriflight pilot stepping in to defend.

As an older person who grew up in a different era, I don't relate to younger entitled brats that live this troll life and your post helps me put my final decision on who I want to fly for.

To all the younger entitled brats out there, **** you big pussies. Life is hard and it's not fair and it's the hard road of life that makes it so sweet in the end.

Recent AMF guy here who went into jets and bored out of my mind. Might even turn around and get back into the freight dog life again to get my blood pumping finally.

Not exactly sure what airplanes you're so scared of, but the rigorous training exists to make you the kind of pilot you SHOULD be for every job you have going forward in your career. If you can't fly a light or midsized twin on your own and deal with emergencies, you shouldn't be in the left seat hauling dozens of passengers in the back. The number of inexperienced right seat pilots I've seen at regionals and jet charter companies is nuts. Sure you can check the boxes and fly well enough two crew, but damn if those guys don't **** the bed once things actually get complicated and thinking outside the box is required.

Chieftain is a blast for the new guys, but the descending + stage cooling always bites them in the ass so it "seems" scary. Beech-99 can be flown with your arms tied behind your back, especially after dealing with the fun of the chieftain, just don't over-torque it. 1900 is just a big 99. Only real difference is you can't broom the snow off the tail at the outstation. Metro requires special earplugs when you're within 100 yards of it, sucks ass in wind, and you have to pretend you're climbing a ladder every time you shut down and spin the props. Brasilia is just boring because you have to split the fun with an extra crew member.

Go fly freight because you want to know you have what it takes to be the captain and the decision maker. Have fun, and live a little, and have some real stories to tell about scary **** that happened and about the fun times with your co-workers hiding under a wing during a downpour when the big jet was late to bring you boxes. Don't end up as one of those jaded captains in 30 years who goes on APC forums and talks **** to everyone in the crew lounge because they don't have any fun stories about the time they actually had to shoot an approach that wasn't a coupled ILS or LPV. God forbid you actually touch the yoke above 400'!

After you've had your fill then you can go cry about union contracts and seniority numbers and ****ty crew meals and how much you hate commuting all the time on your days off. You're going to be doing this for 30-40 years people, have some fun with it.

AMEN!!! This the best thing I've read on this forum. I hope you young pilots are paying attention here...

anyone have any info of ameriflight Miami operations ? schedules or runs ?

Miami base is closed.

This post has been awarded the Pulitzer Prize for Literary Excellence.

hey guys,how many hours are the brasilia F/O flying on average? I read a few pages ago about 20-30h/month (PDX). is it pretty much the same in other bases?

where are the brasilias based?

thanks!

Longer runs out of BQN, CVG, and PHX. Also, there's SLC and BFI, but those are shorter.

There is no longer an actual MIA base. We have one metro run (that is currently contracted out because we don't have the staffing to cover it) that goes from MIA to Can Cun to Merida and back 5 days a week. We also have a couple of runs out of BED (run from CVG) that come down the coast but then return to CVG or BED.

How are the Frontier and Omni flow through programs going for Ameriflight? I know this may open up a can of worms but I'm sincerely interested in learning more about from the Ameriflight pilots. Anyone in the program?

As I approach 500 hours I was wondering how hard it is to get a E120 FO slot? Also, what aircraft are based out of ABQ? The FO can only log total time in the E120 right?

They have upped their mins to 800TT. I have almost double the 500 hours, and I am still waiting for a class date.

They are trying to get their AFO's up to 1000/1200 to fill the Capt's slots.

Hi everybody!

I am planning to apply for a PA31 pilot position at AMF. I have read the various posts on AMF training, and it is clear that a trainee must have all of the flows down cold before the first day of training. I have also read that some of the flows are quite long.

Does anyone have the PA31 flows? Could someone post them? Or perhaps email them as attachments to an email account? It would be a huge help to me!

I will be working my present job for the next couple of months and then I can apply for AMF. I would like to spend the next couple of months looking over the flows.

FOs in single pilot certified planes can log the time due to an exemption in the Ops Specs. While it counts toward part 135 captain's mins, apparently it doesn't count toward your 1500 for the ATP certification.

ABQ is PA31s and BE99s. I don't know how hard it is to get an interview at 500 TT, but I recommend calling recruiting or going to an event, put a face to a name.

I'm not sure if anyone is actually in the program yet since these just started a couple of months ago. I'll see what I can find out about it.

One left for Omni last month, another interviewed, was hired, and is waiting for a class. Not sure about Frontier

Question about the payscale listed: The $44000,- yearly for the BE99 starts after the trainingwage? Or is it from day 1 incl. the trainingwage?

Is it true that healthcare is now fully covered by the company?

Thanks,