Ameriflight

I don't disagree and have never quit a job without notice, and have lived up to far worse contracts than these. I just think that the contract should be two sided in order to be valid. Sure, the pilot signed it of their own free will. But, when a pilot is promised one thing, and given something completely different, then the company broke their side of the contract.
 
Boyington said:
Sure, the pilot signed it of their own free will. But, when a pilot is promised one thing, and given something completely different, then the company broke their side of the contract.
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That's the big part right there, and the primary reason I broke the one I did to get where I'm at today. I'm still dealing with the back end of that, but I can tell you I'm in so much better of a spot because of what I did then, it's worth it, even if I end up paying out the total cost of the contract.
 
Well that is the literal essence of a contract. It stipulates what you are to get, and the terms, as well as stating the length and terms that the company gets. The problem with an AMF contract is that it isn't really a contract. It just says that because we trained you, you will give us 12 months.
 
Inverted said:
Well that is the literal essence of a contract. It stipulates what you are to get, and the terms, as well as stating the length and terms that the company gets. The problem with an AMF contract is that it isn't really a contract. It just says that because we trained you, you will give us 12 months.
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Promissory notes are where it gets real fun. Don't ask me how I know.
 
There are a few companies that do promissory notes. None of them are worth a damn. Paging Delta Private Jets, Delta Private Jets to the front office please. o_O
 
Inverted said:
I also don't call in sick to work to go interview somewhere. I schedule a day off around the interview. Integrity is your own I agree 100%. My integrity doesn't change from company to company based on the company's integrity, however my loyalty and hard work ethic does.
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It's almost imposible not to call in sick for an interview now (base depending). I've had to cancel two interviews because I couldn't get the time off. Seems like I'm already loosing seniority at places I haven't even been hired at.
 
I don't judge anyone, it just isn't something I do. AMF is hard with the 5 day work week schedule. Combine that with low staff numbers it makes it very hard.
 
"AMF management likes to think that they have ultimate control over somebody's career, that if they fire you, they give the "you'll never work in this town again!!" line, then tell everyone that they will never be able to get a job because they were fired from AMF"

This couldn't be more accurate. It is dumbfounding to learn from the guys who have left how they were literally threatened with their career for the act of putting in their two weeks (with or with out a contract). The hilarious part is that every flight department and airline in the US west knows ameriflights reputation for torpedoing pilots and put zero stock in their "ineligible for rehire". Seriously.
 
eightballfreight said:
It is dumbfounding to learn from the guys who have left how they were literally threatened with their career for the act of putting in their two weeks (with or with out a contract). The hilarious part is that every flight department and airline in the US west knows ameriflights reputation for torpedoing pilots and put zero stock in their "ineligible for rehire". Seriously.
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I gave two weeks notice while not under contract and was treated completely professionally. The ACP even bought me a beer after my last day.
 
I was never threatened when I left but I saw it happen to guys. I was however treated differently my last 2 weeks. I also had an airborne weather related incident which caused (and warranted) a diversion, and was chastised by management for not continuing the flight so the freight could be on time. I wonder if that would have happened had I not been on my way out.
 
Inverted said:
There are a few companies that do promissory notes. None of them are worth a damn. . o_O
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You can say that again. I know it isn't healthy or productive, but every day I secretly hope my previous employer goes out of business.

Even the most fleabag 135 outfit would be an upgrade from that place.
 
Do they let you guys use the wing locker and nose compartment for cargo?

Odd question I know, but I heard a rumor that they don't. Just want to clarify
 
Unless they've changed the rules in the last seven years... they DO allow cargo in the nose and lockers.
 
I think you need permission to carry cargo in the wing lockers, but you can carry personal items with no problems. Don't quote me though.
 
KLB said:
Unless they've changed the rules in the last seven years... they DO allow cargo in the nose and lockers.
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Why is it an allow thing? Is it just because of concern that someone will forget to close them properly? It just seems odd that anyone would even think of needing permission to use cargo space. Do you ever need the nose to help make weight and balance work?
Beech90 said:
I think you need permission to carry cargo in the wing lockers, but you can carry personal items with no problems. Don't quote me though.
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KSCessnaDriver said:
I never had a problem getting permission to carry cargo in them when it was needed due to volume
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So odd to me. Of course carrying pax you'd never get any bags on much less mail and freight if you didn't use the nose and wings.
 
snOOp said:
Do they let you guys use the wing locker and nose compartment for cargo?

Odd question I know, but I heard a rumor that they don't. Just want to clarify
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The nose was always available. I think the permission on the wing lockers was to avoid leaving freight in them after unloading. I never carried enough to worry about it.
 
Some of the nose compartments allow water inside when it rains, thus ruining anything in them. Also, some people have forgotten cargo in these (happens often, actually). AMF has had to fly back to the destination on several occasions, costing time and money. I've seen other part 135 operators do this as well - nose compartment on a Shorts and belly pod on a Caravan.
 
Boyington said:
Some of the nose compartments allow water inside when it rains, thus ruining anything in them. Also, some people have forgotten cargo in these (happens often, actually). AMF has had to fly back to the destination on several occasions, costing time and money. I've seen other part 135 operators do this as well - nose compartment on a Shorts and belly pod on a Caravan.
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Gotcha the rain part makes sense.

I usually tell the UPS driver to wait until I I verify that no more cargo is in the wing lockers or nose before he or she departs to decrease the occurrence of forgetting cargo at my operator. I was more curious since I was talking to a current AMF pilot about it. A lot of my loads are so heavy/bulky/big boxes that I have to utilize all available space.

Thanks for answering.
 
Boyington said:
Some of the nose compartments allow water inside when it rains, thus ruining anything in them. Also, some people have forgotten cargo in these (happens often, actually). AMF has had to fly back to the destination on several occasions, costing time and money. I've seen other part 135 operators do this as well - nose compartment on a Shorts and belly pod on a Caravan.
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Interesting. I've never noticed a problem with freight in the nose getting wet but I could see how that could happen if the seal on the door is shot. I won't claim to have NEVER forgotten anything in the wing lockers but it hasn't happened often or recently. But our operation is very different from AMF so I can see if pilots and rampers aren't used to using those compartments it could happen easily. Also we have the luxury of throwing stuff on the next flight if it misses one.
 
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