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-   -   Ameriflight (https://www.airlinepilotforums.com/part-135/17324-ameriflight.html)

Javichu 08-31-2017 03:07 PM

I passed the interview and was included on the candidate pool for the EMB120 SIC position haha, but hey you start flying and dang.....so who knows :)


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Javichu 08-31-2017 05:11 PM


Originally Posted by dera (Post 2423054)
Sure, you game for a January class? :D

(assuming we get the job of course...)



I'm in their pool candidate already but as SIC. But I should be around 900h TT and 450h of multi by January :)


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Test Echo 45 09-06-2017 12:09 PM

Let's say someone has the goal of flying for UPS, or Fedex. Does spending time at Ameriflight help get you there or is one better off spending that time flying for a regional? Thanks in advance.

frmrbuffdrvr 09-06-2017 01:44 PM


Originally Posted by Test Echo 45 (Post 2426009)
Let's say someone has the goal of flying for UPS, or Fedex. Does spending time at Ameriflight help get you there or is one better off spending that time flying for a regional? Thanks in advance.

For FedEx, I have no idea. Years ago the key to getting there was military time. But now I have no clue. I don't know anyone who flies there.

For UPS, I do know two former AMF pilots who are there. One went straight from AMF to UPS about 12-13 years ago. The more recent one went from AMF to SkyWest and then to UPS about 6 months ago.

There is currently a program that UPS set up where they bring people on as interns and send them to AMF when they get to about 500 hours. They will fly here, starting as BE99 first officers then moving to the left seat in the 99 and up to the type rated planes until they get to about 3000 hours and then go back to UPS. This was announced as Phase I. Which implies there should be a Phase II and maybe III. No idea what it is but rumor is there may be an announcement mid to late November.

BlueJacketGuy 09-07-2017 04:58 AM


Originally Posted by frmrbuffdrvr (Post 2426088)
There is currently a program that UPS set up where they bring people on as interns and send them to AMF when they get to about 500 hours. They will fly here, starting as BE99 first officers then moving to the left seat in the 99 and up to the type rated planes until they get to about 3000 hours and then go back to UPS. This was announced as Phase I. Which implies there should be a Phase II and maybe III. No idea what it is but rumor is there may be an announcement mid to late November.

Any source on the phases/hours that the interns need through AMF, I've still only seen the press announcement with no resl requirements.

frmrbuffdrvr 09-07-2017 08:32 AM


Originally Posted by BlueJacketGuy (Post 2426387)
Any source on the phases/hours that the interns need through AMF, I've still only seen the press announcement with no resl requirements.

Since the program is initiated at UPS's end, I don't really know what the requirements are to enter the program.

PetRock 09-07-2017 11:12 AM

What is the forecast for EMB 120 FOs for the fall hiring season?

BarbaPapa 09-07-2017 04:09 PM

And what would be the requirements?
 

Originally Posted by PetRock (Post 2426686)
What is the forecast for EMB 120 FOs for the fall hiring season?

And what would be the requirements?

KiloWhiskey 09-07-2017 06:21 PM

How tough is the training program? I've heard in the past it was a difficult program. I'm asking from the standpoint of being out of currency as I have not flown for a couple of years, although I have several thousand hours of turboprop time.

frmrbuffdrvr 09-08-2017 09:48 AM


Originally Posted by KiloWhiskey (Post 2426916)
How tough is the training program? I've heard in the past it was a difficult program. I'm asking from the standpoint of being out of currency as I have not flown for a couple of years, although I have several thousand hours of turboprop time.

KW, I was in the same boat when I came to AMF. I had just over 3200 hours but hadn't flown professionally in 9 years and hadn't touched the yoke of an airplane in five.

It is a tough program. Tough in that it is very thorough and we want you to be able to handle any problem, in the weather, single pilot (unless you are in the E120) and get the plane safely back on the ground.

But contrary to many comments on here our intent is NOT to wash you out. We need pilots and will do all we can to get you through training. But you also have to put in the effort. And there are some guys who just can't cut it. Even if they DO have several thousand hours. So we do still have wash outs. But if we bring you in for training, we want you to succeed.

pilotlyfe 09-08-2017 04:30 PM

Does Ameriflight pay for your ATP-CTP when you meet ATP requirements?

SIUav8er 09-08-2017 05:04 PM


Originally Posted by pilotlyfe (Post 2427418)
Does Ameriflight pay for your ATP-CTP when you meet ATP requirements?

Why would they? An ATP is not required to fly for Ameriflight

SIUav8er 09-08-2017 05:08 PM


Originally Posted by Test Echo 45 (Post 2426009)
Let's say someone has the goal of flying for UPS, or Fedex. Does spending time at Ameriflight help get you there or is one better off spending that time flying for a regional? Thanks in advance.

If you want to work for any carrier flying heavies, AMF is not the place to go. Go to a regional. Maybe an LCC or ACMI after the regional. Flying single pilot turboprops is great, but the large cargo airlines want what any of the Majors want; 121 airline experience and/or military.

KnotSee 09-10-2017 08:38 AM


Originally Posted by SIUav8er (Post 2427433)
If you want to work for any carrier flying heavies, AMF is not the place to go. Go to a regional. Maybe an LCC or ACMI after the regional. Flying single pilot turboprops is great, but the large cargo airlines want what any of the Majors want; 121 airline experience and/or military.

I heard that AMF has a flow thru agreement with UPS?

Jetlife 09-10-2017 08:44 AM


Originally Posted by KnotSee (Post 2428139)
I heard that AMF has a flow thru agreement with UPS?

You heard wrong. There is not a flow though agreement with UPS.

If your goal is heavy freight, AMF isn’t going to give you any advantage. If you want to fly single pilot freight, go to AMF. AMF has an agreement with Omni but that company is an absolute dumpster fire to work for. You could get hired from AMF to Atlas, a few have done that but AMF isn’t giving you any advantage over a regional, probably less so in most cases.

KnotSee 09-10-2017 09:24 AM


Originally Posted by Jetlife (Post 2428141)
You heard wrong. There is not a flow though agreement with UPS.

If your goal is heavy freight, AMF isn’t going to give you any advantage. If you want to fly single pilot freight, go to AMF. AMF has an agreement with Omni but that company is an absolute dumpster fire to work for. You could get hired from AMF to Atlas, a few have done that but AMF isn’t giving you any advantage over a regional, probably less so in most cases.

Irregardless of weather UPS has a flow thru, why wouldn't they want to hire AMF pilots that fly feeder runs for UPS? They already know UPS system and the ins and outs of how they work. Plus they know how to fly at night.

Jetlife 09-10-2017 09:30 AM


Originally Posted by KnotSee (Post 2428162)
Irregardless of weather UPS has a flow thru, why wouldn't they want to hire AMF pilots that fly feeder runs for UPS? They already know UPS system and the ins and outs of how they work. Plus they know how to fly at night.

AMF pilots do not know the ins and outs of UPS or the system. They know they need to be at X airport at X time and to look for the brown truck, fly to another airport and give the boxes to another brown truck, that’s it. And most of the runs are not flown at night.

There are hundreds if not thousands of 121 jet crews with lots of experience, lots of heavy time, lots of international time applying to big brown and big purple. The flying AMF does is just slightly more relevant to what UPS does than flight instructing.

Flying a 1900 from one podunk airport to a slightly less podunk airport by yourself doesn’t really prepare you for flying a 747 to Frankfurt.

KnotSee 09-10-2017 10:24 AM


Originally Posted by Jetlife (Post 2428166)
AMF pilots do not know the ins and outs of UPS or the system. They know they need to be at X airport at X time and to look for the brown truck, fly to another airport and give the boxes to another brown truck, that’s it. And most of the runs are not flown at night.

There are hundreds if not thousands of 121 jet crews with lots of experience, lots of heavy time, lots of international time applying to big brown and big purple. The flying AMF does is just slightly more relevant to what UPS does than flight instructing.

Flying a 1900 from one podunk airport to a slightly less podunk airport by yourself doesn’t really prepare you for flying a 747 to Frankfurt.

UPS doesn't fly into Frankfurt.:D Night flying is night flying. I'd say someone with night experience would be preferred by UPS. And AMF pilots would get to know how UPS works just by being exposed to them. Plus, you'd get to hobknob with there pilots during the sort and maybe get one to write you a rec.

Jetlife 09-10-2017 10:37 AM


Originally Posted by KnotSee (Post 2428187)
UPS doesn't fly into Frankfurt.:D Night flying is night flying. I'd say someone with night experience would be preferred by UPS. And AMF pilots would get to know how UPS works just by being exposed to them. Plus, you'd get to hobknob with there pilots during the sort and maybe get one to write you a rec.

Cologne, same crap different toilet ;).

Look it’s not me you have to convince. UPS hasn’t hired anyone directly from AMF in over a decade, and that was literally 1 person and we don’t know the qualifications of that pilot prior to AMF. My buddy who was and AMF new hire with me, who’s dad is a captain at UPS had to go to Frontier before UPS would hire him and it took 6 years.

Saying that UPS should love AMF and hire them is great, but flying at night at AMF is just a little bit different than flying augmented crews through 11 time zones in a heavy multi crew jet, it always will be. Does that mean it’s hard to do? No. Does it mean somebody can’t go from a 1900 to a heavy jet and learn it all? No.

One thing AMF cannot address is the gap from flying 135 single pilot cargo, to the rest of the industry. Turboprops are going away, And there are tons of ways to go get jet time. Look at the metrics of who UPS hires right now and see where AMF stacks, I’ll give you a hint, it’s zero.

KnotSee 09-10-2017 11:10 AM


Originally Posted by Jetlife (Post 2428195)
Cologne, same crap different toilet ;).

Look it’s not me you have to convince. UPS hasn’t hired anyone directly from AMF in over a decade, and that was literally 1 person and we don’t know the qualifications of that pilot prior to AMF. My buddy who was and AMF new hire with me, who’s dad is a captain at UPS had to go to Frontier before UPS would hire him and it took 6 years.

Saying that UPS should love AMF and hire them is great, but flying at night at AMF is just a little bit different than flying augmented crews through 11 time zones in a heavy multi crew jet, it always will be. Does that mean it’s hard to do? No. Does it mean somebody can’t go from a 1900 to a heavy jet and learn it all? No.

One thing AMF cannot address is the gap from flying 135 single pilot cargo, to the rest of the industry. Turboprops are going away, And there are tons of ways to go get jet time. Look at the metrics of who UPS hires right now and see where AMF stacks, I’ll give you a hint, it’s zero.

Your posting history is very negative against AMF. You must of been fired or washed out of training to be so negative.

I'd think that single pilot in a twin is way harder than monitoring the autopilot on a 747 as you drone across the ocean. BWDIK?

There are AMF management on this forum and they hint of another type of flow to UPS that is being negotiated as we speak.

If I could get a flow to UPS, I'd leave my regional and go to AMF.

Jetlife 09-10-2017 01:54 PM


Originally Posted by KnotSee (Post 2428221)
Your posting history is very negative against AMF. You must of been fired or washed out of training to be so negative.

I'd think that single pilot in a twin is way harder than monitoring the autopilot on a 747 as you drone across the ocean. BWDIK?

There are AMF management on this forum and they hint of another type of flow to UPS that is being negotiated as we speak.

If I could get a flow to UPS, I'd leave my regional and go to AMF.

Very much did not wash out. I was a training captain as well but nice try junior. Sorry you take reality as negative, but that’s what it is, reality. It’s not about what’s harder, or because you fly brown boxes. It’s about what UPS management sees as the most competitive in a very rich hiring environment.

Again, hopes and dreams are great, and AMF used to love push fluff to the pilots, but it’s very easy to look at facts and current hiring. If UPS starts a flow agreement that will be great, but if you think it will be lucrative enough for anyone to take advantage, I would tell you to think again. Just look at the current agreement. UPS picks just a few interns a year, you THEN have to be selected for the program with AMF, go though training, then check all the boxes of both programs.

frmrbuffdrvr 09-10-2017 02:00 PM


Originally Posted by pilotlyfe (Post 2427418)
Does Ameriflight pay for your ATP-CTP when you meet ATP requirements?


Originally Posted by SIUav8er (Post 2427431)
Why would they? An ATP is not required to fly for Ameriflight

Actually, there is a hiring bonus program which does include the ATP training. Ask a recruiter about it. I don't now the specifics.

collegedropout9 09-10-2017 11:22 PM

Single Pilot freight flying without a autopilot in twin Cessnas OR a Turboprop is one of the most challenging type of environments a pilot can fly in. It rates up there with NVG flying or vertical reference in a helicopter in my personal opinion. I found that once I moved into Jets with autopilots and flight guidance systems, I thought that my background of single
Pilot 135/freight made flying a Jet with an autopilot seem relatively easy. I am not sure why UPS/ FEDEX hiring departments do not value that experience, but they should. The 121 carrier I work at did value it on my application many years ago.

Jetlife 09-11-2017 05:24 AM


Originally Posted by collegedropout9 (Post 2428448)
Single Pilot freight flying without a autopilot in twin Cessnas OR a Turboprop is one of the most challenging type of environments a pilot can fly in. It rates up there with NVG flying or vertical reference in a helicopter in my personal opinion. I found that once I moved into Jets with autopilots and flight guidance systems, I thought that my background of single
Pilot 135/freight made flying a Jet with an autopilot seem relatively easy. I am not sure why UPS/ FEDEX hiring departments do not value that experience, but they should. The 121 carrier I work at did value it on my application many years ago.

I don’t think anyone would argue they single pilot freight is the most challenging type of flying you can do professionally. It made me a really good pilot, that is for sure. Don’t get UPS confised with flying flying freight in a Metro. Having your first jet be a heavy 76/77/74/A300 is a big jump and they have probably found it easier to hire those with considerable jet experience for that reason. If you’ve never done real international, never flown a jet, never trained and flown in a real multi crew environment, never flown ETOPS etc it can be totally overwhelming to have to put that all together by the time IOE comes around.

As always, when the well runs dry of their ideal candidate, they will have to readjust their thinking. That’s how the rest of the industry has adjusted and will continue to adjust.

KnotSee 09-11-2017 06:16 AM


Originally Posted by Jetlife (Post 2428514)
I don’t think anyone would argue they single pilot freight is the most challenging type of flying you can do professionally. It made me a really good pilot, that is for sure. Don’t get UPS confised with flying flying freight in a Metro. Having your first jet be a heavy 76/77/74/A300 is a big jump and they have probably found it easier to hire those with considerable jet experience for that reason. If you’ve never done real international, never flown a jet, never trained and flown in a real multi crew environment, never flown ETOPS etc it can be totally overwhelming to have to put that all together by the time IOE comes around.

As always, when the well runs dry of their ideal candidate, they will have to readjust their thinking. That’s how the rest of the industry has adjusted and will continue to adjust.

I've done research on this subject while at Riddle. UPS did endeed fly the Metro, witch they called the Expediter. In fact AMF flies them to this day. You can tell as they have UP as there reg. suffix.

But, UPS used a copilot with them, not single pilot like AMF.

Heavy pilots that I've talked to have said that heavies are easier to fly than smaller jets as they are least bothered by winds and gusts and less sensative on the controls.

I've taken ETOPS and CRM classes at Riddle and i'm familiar with how it operates.

Don't put all us young pilots in the same category. Some of us have the proper background and degree to make us competent and professional heavy jet pilots.

Jetlife 09-11-2017 06:58 AM


Originally Posted by KnotSee (Post 2428540)
I've done research on this subject while at Riddle. UPS did endeed fly the Metro, witch they called the Expediter. In fact AMF flies them to this day. You can tell as they have UP as there reg. suffix.

But, UPS used a copilot with them, not single pilot like AMF.

Heavy pilots that I've talked to have said that heavies are easier to fly than smaller jets as they are least bothered by winds and gusts and less sensative on the controls.

I've taken ETOPS and CRM classes at Riddle and i'm familiar with how it operates.

Don't put all us young pilots in the same category. Some of us have the proper background and degree to make us competent and professional heavy jet pilots.

Settle down dude, glad Riddle taught you everything you think you need to know, but it lacks one big thing, EXPERIENCE. UPS wants experience, Delta wants experience. And they want closely relatable experience. I fly the Airbus and it’s light years easier than anything I flew at AMF as far as workload is concerned, but there are different considerations. Everything is different. Does it mean that you couldn’t fly one tomorrow? Absolutely not! But again just be realistic, hand flying an ILS in a /A clapped out Metro gets you locker room high fives and respect. It will get you lots of jobs too but why on earth would they choose somebody flying a B1900 over somebody flying a 767 for Atlas or somewhere else?

KnotSee 09-11-2017 07:19 AM


Originally Posted by Jetlife (Post 2428563)
Settle down dude, glad Riddle taught you everything you think you need to know, but it lacks one big thing, EXPERIENCE. UPS wants experience, Delta wants experience. And they want closely relatable experience. I fly the Airbus and it’s light years easier than anything I flew at AMF as far as workload is concerned, but there are different considerations. Everything is different. Does it mean that you couldn’t fly one tomorrow? Absolutely not! But again just be realistic, hand flying an ILS in a /A clapped out Metro gets you locker room high fives and respect. It will get you lots of jobs too but why on earth would they choose somebody flying a B1900 over somebody flying a 767 for Atlas or somewhere else?

Funny you mention UPS wanting experiance. The "flow thru" with AMF and UPS will take interns with just Comm/Inst/Multi and maybe a CFI and send them to AMF to fly for a predetermined period of hours in a "clapped out" Metro or other AMF plane and THEN flow directly to UPS.

Apparently, experiance is not too important for the intern flow thrus to go directly to UPS.

Studies have shown that structured training (like Riddle) will make up for lack of experiance.

Jetlife 09-11-2017 07:24 AM


Originally Posted by KnotSee (Post 2428576)
Funny you mention UPS wanting experiance. The "flow thru" with AMF and UPS will take interns with just Comm/Inst/Multi and maybe a CFI and send them to AMF to fly for a predetermined period of hours in a "clapped out" Metro or other AMF plane and THEN flow directly to UPS.

Apparently, experiance is not too important for the intern flow thrus to go directly to UPS.

Studies have shown that structured training (like Riddle) will make up for lack of experiance.

Yea how many interns are going through the program? Do you know? Cause I do. 2... 2 interns are testing this program and it’s gonna take them years, if ever to be on UPS property getting a paycheck from UPS, flyin brown boxes.

You are the Riddle Rat that gives ERAU a bad name, and I have a degree from there. You don’t know everything because you went to Riddle, quit acting like it. Typing what you assume and hope companies like UPS will do on a forum isn’t gonna make it so, despite what your ERAU professors told you.

Oh and you say “studies show,” I would like you to link me one study that proves your statement.

own nav 09-11-2017 07:41 AM


Originally Posted by KnotSee (Post 2428139)
I heard that AMF has a flow thru agreement with UPS?

More like UPS has an internship program that utilizes AMF. Ie, if you are interested, work out the details with the UPS program before coming to AMF.

Cefiro 09-11-2017 07:47 AM


Originally Posted by KnotSee (Post 2428162)
Irregardless of weather UPS has a flow thru, why wouldn't they want to hire AMF pilots that fly feeder runs for UPS? They already know UPS system and the ins and outs of how they work. Plus they know how to fly at night.

Hahaha, best post ever. Never flown a jet, never flown glass, no CRM experience, no 121 experience. No problem, I know how to fly at night.

PetRock 09-11-2017 09:39 AM

Meanwhile in outer space...

What is the forecast for EMB 120 FO hiring this peak season?

Jetlife 09-11-2017 09:45 AM


Originally Posted by Cefiro (Post 2428598)
Hahaha, best post ever. Never flown a jet, never flown glass, no CRM experience, no 121 experience. No problem, I know how to fly at night.

ERAU taught him everything he needs to know. Just waiting for UPS to call...

frmrbuffdrvr 09-11-2017 10:09 AM


Originally Posted by PetRock (Post 2428659)
Meanwhile in outer space...

What is the forecast for EMB 120 FO hiring this peak season?

I don't know the numbers. But we are acquiring another E120. Even after losing a 120 run out of CVG to a Southern 737.

FreightDogs 09-11-2017 10:39 AM


Originally Posted by BlueJacketGuy (Post 2426387)
Any source on the phases/hours that the interns need through AMF, I've still only seen the press announcement with no resl requirements.

Hi!

Here are the hours you'd get here before going there:
"A type-rated pilot for Ameriflight with an additional 1,500 hours Turbine PIC for AMF, with preferably at least 500 of those PIC hours in the EMB120 aircraft or other crew type certificated aircraft."
There are other requirements aside from the hour requirements like being in good standing with both companies, being ATP qualified, etc.

Hope that helps!

FreightDogs 09-11-2017 10:42 AM


Originally Posted by PetRock (Post 2426686)
What is the forecast for EMB 120 FOs for the fall hiring season?

Hi!

We have two in our September class (starting tomorrow), but that fills us up and we likely won't be able to hire more until the beginning of next year when the upgrade.

Hope that helps!

FreightDogs 09-11-2017 10:44 AM


Originally Posted by BarbaPapa (Post 2426844)
And what would be the requirements?

Hi!

Here are the time requirements for the EMB 120 FO positions:
  • 500 TT, 25 ME, 100 XC (defined as point to point), 25 night, 500 PIC, 75 instrument
The other requirements:
  • Commercial Pilot License with multi-engine land and instrument rating or an Airline Transport Pilot License
  • Current Instrument Proficiency Check
  • English Proficient
  • High Performance and Complex logbook endorsements
  • FAA Medical, First or Second Class
  • FCC Restricted Radiotelephone Operator Permit
  • Current Passport
  • Eligible to work in the United States
  • Valid driver’s license
Hope that helps!

FreightDogs 09-11-2017 10:48 AM


Originally Posted by pilotlyfe (Post 2427418)
Does Ameriflight pay for your ATP-CTP when you meet ATP requirements?

Hi!

We do pay for your ATP/CTP if you come in on a BE1900 or SA227 with us. We also pay for it if you come in on something else and transition to a BE1900 or SA227. (As a Captain, of course.)

Hope that helps!

colonials13 09-11-2017 07:31 PM


Originally Posted by FreightDogs (Post 2428697)
Hi!

Here are the time requirements for the EMB 120 FO positions:
  • 500 TT, 25 ME, 100 XC (defined as point to point), 25 night, 500 PIC, 75 instrument
The other requirements:
  • Commercial Pilot License with multi-engine land and instrument rating or an Airline Transport Pilot License
  • Current Instrument Proficiency Check
  • English Proficient
  • High Performance and Complex logbook endorsements
  • FAA Medical, First or Second Class
  • FCC Restricted Radiotelephone Operator Permit
  • Current Passport
  • Eligible to work in the United States
  • Valid driver’s license
Hope that helps!

I realize this is information from the website and double checked, but is that PIC requirement a typo? 500 TT and 500 PIC? :confused:

PetRock 09-12-2017 01:42 PM


Originally Posted by FreightDogs (Post 2428694)
Hi!

We have two in our September class (starting tomorrow), but that fills us up and we likely won't be able to hire more until the beginning of next year when the upgrade.

Hope that helps!

That's disappointing.

Were these candidates pulled from the existing pool of applicants? I haven't seen a posting for FOs since Feb earlier this year.

FreightDogs 09-15-2017 05:53 AM


Originally Posted by colonials13 (Post 2428935)
I realize this is information from the website and double checked, but is that PIC requirement a typo? 500 TT and 500 PIC? :confused:

Hi, there!

Unfortunately, the PIC time is not a typo.
Our min for PIC time for First Officers in the EMB120 is 500.
It's not an FAA requirement, but a company requirement.
At times, it can be negotiable if your other times are pretty high, but for the most part, 500 is needed. If you have a lot of ME or Turbine, we could take you at maybe 450-475 PIC instead.
Typically, though, it means, you'll come in with 525+TT if you have the 500 PIC (since not all your time through training is PIC).

Hope that helps!


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