Sounds like AMF worded it deliberately that way as bait to lure newbies thinking that they would "flow" to the partner airline after putting in the required time.

AMF had to do something to attract people. The recruiters even call it a flow through (as seen on here) but isn't even close to a flow.

We are not calling our UPS agreement a flow.
We have repeatedly on this thread referred to it as a Gateway Program only.
The other three we are calling a flow per each agreement signed by both parties.

It's amazing how all of these programs aren't plastered all over the website in detail. If you have to apply and interview, not a flow. Of any of those programs, is there any where an AMF pilot just magically gets put into an indoc class without having to do a bunch of stuff first? Don't you have to interview?

Sorry for the confusion!
Most of the routes have 3 legs each day.
But there are two routes that have 1 leg (like a reposition) on the first and last days of the route. And there is one route that has 7-8 legs each day M-F.

I bet! I've heard some horror stories about the CA traffic. So ONT it is!

Thank you so much for your kind words! :)

Great question!
While the pilot is an FO in the Accelerated Captain Program, their pay is the same as all of our FOs at $31,000/year. It will take you less than a year to get up to 1,000 TT and become a restricted Captain (right now some of our ACPs are upgrading after just 3 months in the right seat).
When the pilot gets to the restricted Captain portion, they'll get regular 99 pay at $44,000/year. When they become an unrestricted Captain, they'll get regular 99 pay at $44,000/year.
We are currently looking at increasing the pay for the BE99 Captains; nothing set in stone yet, but we see an increase in the near future.
After that, there are defined preferred hour times to get into the BE1900, SA227, and EMB120. With those, of course, come pay raises.
Hopefully that all made sense! Let me know if you have any other questions!

I think the answer is somewhere in the middle. There is an interview somewhere in the mentoring programs, but the point is it can be nailed down early in the process, and the class date given when the other requirements are met. I recall the discussion in the conference call, and agree that would be nice to see that written in detail. If pilots are going to devote 2 or 3 years of their career to a specific goal, it is good to nail down the details of what they can expect.

There is not any agreement that I am aware of, where a company takes X number of AMF pilots per month that want to go, by their DOH. All of them are preferential interviews with the AMF CP recommendation, and a host of other boxes that need to be checked, and that's fine. Come to AMF, spend several years, meet all the requirements and do that if that's what you want. Calling anything there a flow through is dangerous, because most equate that to airline flow, and it is nothing like that.

AMF just seems to never be able to really get things right. It almost seems as though these programs are to get people talking about AMF, but when the details of the program want to be known, that is where the buck stops. The UPS program does nothing for AMF pilots so that's whatever, but what about Frontier, Omni, Allegiant etc? How are these programs not pushed hard and the details immediately available? The careful discretion by recruiters is a familiar cultural stigma that still exists there. Walk into UND, tell their flight instructors that if they go to AMF, Frontier will hire them, and walk out hoping that does enough to get them on property before they get the details. Very weird way to operate.

So you're telling me that if I were a young pilot and I hired on to a regional airline that has a flow through to American or some other big carrier that when my seniority hits they have to bring me on no matter if I am an outstanding pilot or just average or even a total screw up? No matter what anyone in their current management says about me? Doesn't sound like a good way to run an airline or any other business.

That is a different argument. The point is that AMF does not have flow through agreements.

The point in which you bring up is one I agree with, and is one that has been brought up by the legacies that still have flow, which to my knowledge is only American. A street hire at American right now has several thousand hours of jet PIC, a degree, a multitude of other qualifications, and they are sitting next to a person who didn't interview, may or may not have a degree, and is probably not as equally qualified.

What are the chances to get hire on B1900 with my time at 1250TT with 60multi? Pay range for B1900?If not B1900s how about Beech99s?Schedule looks like at socal area and bases?

Your times are a bit light to go direct to a 1900. But they definitely fit to go into a BE99 with transition to a BE1900 in 4-8 months, depending on what is open and where you want to go.

Socal bases are BUR and ONT. I'm not familiar enough to go into all of the runs down there.

Thanks for the info! Appreciate it

I'm currently a bit over 800 hours, and will probably be closer to 900 by the end of July (have a cross country trip planned). Already meet all the other requirements other than a couple hours of night. Hopefully you guys will be hiring for the ACP at ONT in a couple months! Thanks!

Does AMF pay for your ATP CTP if you stick around long enough to get typed in the heavy twins in the fleet, or do they just type you at the commercial level?

Yes, Ameriflight pays for your ATP/CTP when you transition to the heavier equipment (1900 and SA227). Also, if you come in directly to the heavier equipment, Ameriflight will pay for it, as well.

What airframes have an FO on them/what's single pilot and what's crew?

The only aircraft that requires an FO is the EMB120. So every EMB120 flight for us will have an FO for sure.
We also have FOs in our SA227s, BE1900s, and BE99s.
The SA227 and BE1900 FOs are by location. Specifically LAN and CVG have the FOs.
The BE99 FOs are across our system (but not in every 99). They are part of our Accelerated Captain Program that puts them right seat in the 99 until they are at our restricted Captain mins.
Hope that helps!

Preparation
 

Good day, everyone.

I've been creeping in the shadows on this thread for some time now. I am planning on applying for a pilot position with Ameriflight after finishing up my current job commitments. In the mean time, it would be great to have some study material to go over to make indoc and a/c specific training go smoother. Can anyone help me out with that? A BE99 manual would be great...and maybe a GOM?

Thanks.

The King Air 250 is very similar. On ebay you can search for "flight safety king air 250 manual/checklist." I bought the bound one with a blue plastic cover.

Freightdogs,

I sent you an email about my continuing my application with AMF.

Upgrades @ SLC
 

How long would it take to upgrade from a 99 (new hire) to a 1900 at the SLC location? Would I be upgraded as soon as I meet requirements, or is there a seniority line to be upgraded as needed?

Any word on the BE-99 pay increase? The current salary seems pretty low when compared to the industry average.

Or door number 3, they upgrade you in a few months to a year, but you spend most of your days flying the BE99 at 1900 pay.

Freightdogs,

I am attempting to apply for a pilot job at AMF. I was invited to do the online video interview. I am unable to complete the video interview because the AMF website will not accept video/audio data from my PC. (Trouble-shooting does not help.) Is there anyway I can get around this? Is there any way I can travel to an AMF office and do this part of the interview process in person?

Easy solution to this. Apply anywhere else.....

Thanks. I actually found a Beech C99 specific POH from Essco Aircraft online.

When does the first UPS flow thru pilot start?

There is no UPS flow. UPS interns that sign up for the program can go to AMF to gain hours and experience, then go back to UPS as pilots.

AMF still misuses the term flow through, their recruiters still don’t understand what they say, either that or somebody is telling them to use that term incorrectly as means to attract pilots which wouldn’t surprise me in the least bit.

Why would they try to deceive pilots? Wouldn't that work against them in trying to retain pilots long term? The pilot knowing that the company tricked them, wouldn't help in fostering a healthy employee/company relationship.

The first UPS interns are currently in training.

The UPS program is NOT an AMF flow program. It currently isn't even available to pilots hiring directly to AMF. It is a program for low time pilots to start off as an intern at UPS who come to AMF to build their time before going back to UPS.

Is AMF trying to make it a pure flow thru that makes all AMF pilots (regardless of background) able to flow to UPS, without interviewing, when their seniority number comes up?

The job of a recruiter isn't to retain pilots.

I am not aware of anything along those lines right now.

Hopefully if this program goes well and UPS is happy with the quality of pilots they are getting back we might be able to work out some kind of program.

I don't think it will ever involve no interview. Since UPS and AMF are totally separate companies, I doubt they would take one of our pilots with no investigation of their own as to the pilot's ability, knowledge and demeanor.

The reason they do it with this intern program is that they have already interviewed and selected these folks before they come to AMF.

Stay away from this place.... the training is very intense and not in a good way but a very bad way. If and when you complete your training you come out drained and worn out. All the stress isn't worth it because when you come out, if you pass it your only flying old crappy twins that look like they have seen better days. if you have low times good luck but if you have high times go somewhere else.

I am not sure there was ever a training that wasn't 'intense'. If you complete training is up to the candidate, nothing more. Old crappy twins.. Freight... Old crappy twins, Freight..

You probably just described every single pilot freight operator.. Did you wash out of training? Single pilot cargo is not for everyone.

Anyone know if you join as a low time FO at 500 hours if you can later bracket into the accelerated Captain program on hitting 800 hours? What exactly is the difference in training and what the FO would do?

Currently flying single pilot freight for a company with nowhere near the finances that Ameriflight has with planes 20 years older that look nicer than anything they have. Our training was also less stressful but just as effective. My instructor was ex Ameriflight with 2000 hours there in the 1900 and he couldn't even describe how crappy the training department is. Why does everyone there have to be such a d!ck is my question. Big egos and over complicated instruction have no place in a training environment this isn't TWA in its prime. Your flying a plane back and forth to basically the same place everyday it's not that complex so don't make it so.

Thank you.... that was the point I was trying to get at. I've done intense training in the past and this place makes you feel like you are flying for a legacy with garbage planes.

Question. How large is your fleet and how many pilots do you have?

I realize that right now we only have about 130 line pilots but we have had, and hope to have again in the future, over 200 line pilots. I would argue that the reason our training is so intense is that, with that many pilots, we have to have strict consistency across the fleet. And sometimes the only time someone flies with them is during their six month check. So we need to ensure they are flying the plane the way we want it flown instead of some way they decide themselves is better.

PrettyFlyGuy, if your instructor had 2000 hours IN the 1900 while he was here, I'm guessing he went through our training back around 2010 or so. I believe he would find a different culture if he were to go through today.