Ameriflight

Cal Goat said:
People keep approaching me at airports and asking me about AMF. My standard answer is that unless QOL to you means being home every night, AMF ain't exactly worth what you put into it. Plus, having a bunch of single pilot, steam gauge, 135 experience in your log book nowadays is like having a bunch of money in a currency that doesn't exist anymore. Sure, no one will doubt your stick and rudder skills or ADM, but I'm seeing a lot lines about "CRM experience" and glass cockpits.

And even if you want to sleep at home every night, you'll have trouble moving up the ranks quickly here unless you're willing to move.

I'd also add that flying to the same 5 or 6 (actually less for most runs) airports day in and day out does take some of the adventure out of flying. I realize that for some guys, it's a dream job. But I think for most pilots it's kind of a buzz-kill.

It's also worth pointing out that during my indoc class, one of the higher-ups in Burbank assured us that after flying here we "could get hired at any regional". WTF? The flying experience here has been good. Very gritty and uh, "real". But if I had taken the interview at Skywest (and been offered a job) I'd be making more money this year and flying equipment that has relevance to a wider variety of operations going into the future. Plus my family would have airline benefits.

Like I said, some people love it. I personally have trouble reconciling the pros and cons versus the regionals.
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Thanks for that great info.

I'm hoping to either skip the regionals or land a decent corporate job after putting in time at AMF... Based on your post, I'm guessing the chances are slim! I started in corporate/CFI'ing; flying multi-piston PIC and then went on to Part 135 multi-piston PIC; and am really glad AMF is giving me the chance at Turboprop; so I just hope it leads to a better job in time (and by that I mean making more than 50k). I had tried for a year to get an SIC job in any jet to no avail. I've gotten some advice lately that agrees with what you wrote (jet time is more valuable, crm, fms, international ops); someone may bring me on as SIC in a midsize-jet but unless things pan out before my class date, I can't pass on AMF. So, I'm hoping things work out for the best; that using all my contacts at airlines and corporate I can land a sweet gig after a couple of yearst. I never tried the regionals due to the pay (I got into pretty big loans), so I couldn't make it on less than 36k even if I tried.

I'm just glad I don't have to settle for another piston-twin job! I've been back-and-forth on whether to wait for another offer or jump on this one and I think I'd be a big ass idiot to pass it up.
 
Flugzeugfhrer E-man said:
Thanks for that great info.

I'm hoping to either skip the regionals or land a decent corporate job after putting in time at AMF... Based on your post, I'm guessing the chances are slim! I started in corporate/CFI'ing; flying multi-piston PIC and then went on to Part 135 multi-piston PIC; and am really glad AMF is giving me the chance at Turboprop; so I just hope it leads to a better job in time (and by that I mean making more than 50k). I had tried for a year to get an SIC job in any jet to no avail. I've gotten some advice lately that agrees with what you wrote (jet time is more valuable, crm, fms, international ops); someone may bring me on as SIC in a midsize-jet but unless things pan out before my class date, I can't pass on AMF. So, I'm hoping things work out for the best; that using all my contacts at airlines and corporate I can land a sweet gig after a couple of yearst. I never tried the regionals due to the pay (I got into pretty big loans), so I couldn't make it on less than 36k even if I tried.

I'm just glad I don't have to settle for another piston-twin job! I've been back-and-forth on whether to wait for another offer or jump on this one and I think I'd be a big ass idiot to pass it up.
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get 3000 TT and then fly air ambulance.
 
Not trying to hijack the thread here, but does anyone have any good intel on what flying/life is like in Elmira, NY? KELM- KBUF seems like it will be my home for the next few months.......
 
Flugzeugfhrer E-man said:
Thanks for that great info.

I'm hoping to either skip the regionals or land a decent corporate job after putting in time at AMF... Based on your post, I'm guessing the chances are slim! I started in corporate/CFI'ing; flying multi-piston PIC and then went on to Part 135 multi-piston PIC; and am really glad AMF is giving me the chance at Turboprop; so I just hope it leads to a better job in time (and by that I mean making more than 50k). I had tried for a year to get an SIC job in any jet to no avail. I've gotten some advice lately that agrees with what you wrote (jet time is more valuable, crm, fms, international ops); someone may bring me on as SIC in a midsize-jet but unless things pan out before my class date, I can't pass on AMF. So, I'm hoping things work out for the best; that using all my contacts at airlines and corporate I can land a sweet gig after a couple of yearst. I never tried the regionals due to the pay (I got into pretty big loans), so I couldn't make it on less than 36k even if I tried.

I'm just glad I don't have to settle for another piston-twin job! I've been back-and-forth on whether to wait for another offer or jump on this one and I think I'd be a big ass idiot to pass it up.
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Network properly and non of that stuff matters. Attitude is a HUGE part of that. Put on your cool face at all times. If you start sulking around the airport in an unapproachable manner, you'll be an Amerilifer in no time.

Freight plus CFI experience puts you in a GREAT position to grab any job you want, but you have to do some leg work. The 121 guys have it much harder coming to our side of the field than us going to theirs. You can get into the 121 world as well. AMF puts you in a position to check most of their boxes if you want to. San Juan, for example, gives you over-water and different international experience that the regional guys will never ever get. They only box you can't check at AMF is glass and jet time. If an employer is going to bar you solely because of that, they're HR/pilot group is stupid and you don't want to work there anyways. An airplane is and airplane is an airplane. 95% of the time they all fly exactly the same with the remaining 5% being what training is for. There are a few operators out there that still recognize that experience and total time are all that matter.

You're doing the first right thing in joining a site like this. Stay active on here try not to be negative in any way. Nothing wrong with venting occasionally about things, and by all means, agree to disagree with someone if you don't agree with stuff they say. I would recommend promptly leaving the lavatory section if you get into a heated political discussion. Some people hold grudges around here like 4 year olds. :D

I sound like an AMF/freight cheerleader, but that's not the case. I'm only speaking out that you don't have to fly regional jets, or jets period to get places. Honestly, if you find yourself looking across the field at the 121 side and covet that line of work, do that. Perhaps if you explain your situation to your lender(s), they'd give you a break for a year. Where you're at now, I'd get that TPIC time. You don't want to be THAT guy that's absolutely stuck starting over if a furlough happens at a regional. At least you'd have an additional option.
 
scooter2525 said:
get 3000 TT and then fly air ambulance.
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I've never liked the sound of this, after doing an interview at an air ambulance operator in this area once...schedule seemed like a REAL pain! Is it usually like that? I was told things like being on call, long days, out and backs to places like chile sometimes (lear operator). I like being home most times but after flying south america? no thanks lol. I did that a few times last week and I'd rather miss home so I sleep well in a comfy hotel.
 
Flugzeugfhrer E-man said:
I've never liked the sound of this, after doing an interview at an air ambulance operator in this area once...schedule seemed like a REAL pain! Is it usually like that? I was told things like being on call, long days, out and backs to places like chile sometimes (lear operator). I like being home most times but after flying south america? no thanks lol. I did that a few times last week and I'd rather miss home so I sleep well in a comfy hotel.
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The guy I talked to from Sanford Health(based in Sioux Falls, SD) was telling me his schedule is 10 on 10 off. When he's on, he's on call of course and said he gets called maybe 3 of those 10 days. Out and back to STP, sometimes a stop somewhere else on the way back is typical. He was balding and grey, so pretty senior I possibly. :D Oh, and 145k a year in a Kingair 200. :cool:
 
Flugzeugfhrer E-man said:
I've never liked the sound of this, after doing an interview at an air ambulance operator in this area once...schedule seemed like a REAL pain! Is it usually like that? I was told things like being on call, long days, out and backs to places like chile sometimes (lear operator). I like being home most times but after flying south america? no thanks lol. I did that a few times last week and I'd rather miss home so I sleep well in a comfy hotel.
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No.

And No again, just because it's really no.

Most EMS isn't international. It's pretty simple interfacility in the Western States. We are talking Turboprops, mostly King Air 90s and 200s and the occasional PC-12. Most flights are less than an hour each way, but you'll be gone for four to five hours with patient transfers to the hospitals. Most companies will give you at 10-14 days a month off. Most are 12 hour shifts of 'on call'. Some require you to be at the airport, some just nearby so that you can get there on time. I've had four days in a row with no calls, and went to the airport once just to make sure the airplane was still there. My JC post count has accelerated dramatically. 135 rules don't permit really long days, beyond 14 hours. It's mainly Single Pilot and a lot of independence. When the call comes in, everything is on you to get the job done.

Freight experience is golden for EMS. Many will not hire airline pilots. Attitude is dramatically important.
 
NickH said:
No.

And No again, just because it's really no.

Most EMS isn't international. It's pretty simple interfacility in the Western States. We are talking Turboprops, mostly King Air 90s and 200s and the occasional PC-12. Most flights are less than an hour each way, but you'll be gone for four to five hours with patient transfers to the hospitals. Most companies will give you at 10-14 days a month off. Most are 12 hour shifts of 'on call'. Some require you to be at the airport, some just nearby so that you can get there on time. I've had four days in a row with no calls, and went to the airport once just to make sure the airplane was still there. My JC post count has accelerated dramatically. 135 rules don't permit really long days, beyond 14 hours. It's mainly Single Pilot and a lot of independence. When the call comes in, everything is on you to get the job done.

Freight experience is golden for EMS. Many will not hire airline pilots. Attitude is dramatically important.
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Flugzeugfhrer E-man I'll ecco what Nick said. You won't make SWA/FED EX CA pay doing this, but for the type of work you do and how hard it is, they pay fairly or if anything over a little (shhhh don't tell my employer). The work is VERY rewarding and like nick said, you don't even work all the time. Great group of pilots and med crews help but either way the job (IMHO) is the best kept job secret in the industry. QOL is great.
 
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