Ameriflight

n57flyguy said:
AMF Bro Questions:

-Are they flexible on the 50 multi requirement?
-Would my presumption of being a Bro FO then going to a PIC position in another air frame (probably Chieftain/99) at 135 IFR mins be correct?
-What are the Bro bases?
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How much total time do you have? They've been hiring VFR only PA31 captains with around 800 to 1,000 hours for ABQ and PHX as of late, so there's other options for those with less than 1200 other than FO slots. And 120 FO's usually get the 99 once they hit 1200.
 
A150K said:
How much total time do you have? They've been hiring VFR only PA31 captains with around 800 to 1,000 hours for ABQ and PHX as of late, so there's other options for those with less than 1200 other than FO slots. And 120 FO's usually get the 99 once they hit 1200.
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Thanks I will keep that in mind.
 
spitfire5181 said:
1. Don't know.
2. That's what I did, went to the 99 after I hit mins and bid for it.
3. PHX, BQN, BFI, CVG, MIA, DFW, I'm all out.
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1 - So once you hit 1200 hours as FO is it mandatory to move to another equipment as a captain?
2 - Can you fly as FO in EMB120 and upgrade direct to BRA PIC position?
3 - If so, how long would it take to upgrade to left seat after you reach mins?

Thank you!
 
ronaldpilot said:
1 - So once you hit 1200 hours as FO is it mandatory to move to another equipment as a captain?
2 - Can you fly as FO in EMB120 and upgrade direct to BRA PIC position?
3 - If so, how long would it take to upgrade to left seat after you reach mins?

Thank you!
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1. No.
2. Yes.
3. The only guy I know that did it was a 120-FO for about 3-4 years before he got 120-CA.

scoobs said:
When did the Metro start having fo's?

Sent from my SPH-L720 using Tapatalk
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Very long time but they're not required and you usually have to pay to sit as an FO on the Metro.
 
Swedican said:
Don't know if anyone on here has seen the new hiring practices that are being inlmplimebted, but AMF has started doing some "perminant reserve" hiring, AKA perminant TDY. Still in limbo as to the specifics of the actual schedule, nor will it become the norm for all pilots, but right now it's home based, and approximately 2 weeks on, 1 week off .

Also.... CRJs are coming any day now :D. Sorry, I couldn't resist drumming that rumor back up, but the above is true.
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I miss your scent...
 
spitfire5181 said:
Very long time but they're not required and you usually have to pay to sit as an FO on the Metro.
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Half truths... Koreans pay to sit right seat at Ameriflight and build time. Ameriflight captains learn both dual & single pilot operations. The select few Americans who are given Mertro FO positoon are PAID by Ameriflight to build SIC time/until reaching 1200hrs total time (Part 135 IFR PIC minimums). Then they transition them to BE99 PIC/CAPT.

Not sure if Ameriflight is still recruiting for Metro FO due to training department staffing, but they the FO's both Korean, and PAID American pilots are trained dual crew, with Metro Captains.

From my knowledge and as a close friend of mine explained, the Metro is certified for single pilot operation in the U.S.... This does not mean it can't be operated as dual crew. The FAA issues exemptions (OpsSpec) operate as dual crew. What I do know is the the SA227 Metroliner is operated dual crew by most airlines operating under the umbrella of ICAO. Many part 121 airlines in the U.S. operated it (Skywest) to name one, obviously dual crew. Other Part 135 ops in the U.S. can operated it dual crew with FAA exemption/ops spec.

The FAA also issues an SIC Type Rating for the Metroline. From what I'm told, to operate the SA227 internationally as an FO even with exemption, you need the SIC Type Rating.

There are a lot of misconceptions regarding this by pilots because they hear 1 or 2 pilots make a coment and take out of context without researching the other half of the equation. The FAA allows Ameriflight to operate dual crew in order to meet lower part 135 weather mins, same as the Emb-120, through exemptions in their Ops spec.

So again, Ameriflight does PAY (NON-Korean) American pilots flying the metroliner as FO's, from my understanding there are very very few, who they do this for to build little remaining hrs need to reach 1200hr TT.

Lots of practices have changed and continue to change in this industry (@ both Part 121/135 ops). Hard for me to keep up as well.
 
ScorpionStinger said:
From my knowledge and as a close friend of mine explained, the Metro is certified for single pilot operation in the U.S.... This does not mean it can't be operated as dual crew. The FAA issues exemptions (OpsSpec) operate as dual crew. What I do know is the the SA227 Metroliner is operated dual crew by most airlines operating under the umbrella of ICAO. Many part 121 airlines in the U.S. operated it (Skywest) to name one, obviously dual crew. Other Part 135 ops in the U.S. can operated it dual crew with FAA exemption/ops spec.
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All 121 operations have to have 2 pilots. If you flew a C172 under 121, you'd need 2 qualified pilots. Also, an operator can chose to put 2 pilots in any airplane. I've flown a BE20 with an SIC, which isn't even a type rated aircraft. Now if the second pilot can log the time, is another question(generally, no).

There are a lot of misconceptions regarding this by pilots because they hear 1 or 2 pilots make a coment and take out of context without researching the other half of the equation. The FAA allows Ameriflight to operate dual crew in order to meet lower part 135 weather mins, same as the Emb-120, through exemptions in their Ops spec.
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The FAA nothing. Anyone can operate an aircraft with 2 pilots to lower take off minimums provided the have the opspec authorization to take advantage of the lower takeoff mins. Which everyone does.
 
We have some single pilot airplanes at NetJets and a fully rated and qualified SIC is required at all times per our FOM.
 
z987k said:
The FAA nothing. Anyone can operate an aircraft with 2 pilots to lower take off minimums provided the have the opspec authorization to take advantage of the lower takeoff mins. Which everyone does.
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Half truths and negating statement.

So.... who authorizes?

Then how is it "The FAA nothing"? if the FAA grants this "authorization", or exemption, etc... Let's not nitpick every sentence. I was generalizing, and trying to make it as easy as possible to understand. ;) just like you did above.
 
Inverted said:
We have some single pilot airplanes at NetJets and a fully rated and qualified SIC is required at all times per our FOM.
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Exactly!! So then, would it be FALSE to say that SIC can not log SIC time or Total Time?


(Some think you can't log time since it is "certified" for single pilot operation. Trying to help some understand just how it works)... #Education. Adding value to this forum discussion.
 
ScorpionStinger said:
Exactly!! So then, would it be FALSE to say that SIC can not log SIC time or Total Time?


(Some think you can't log time since it is "certified" for single pilot operation. Trying to help some understand just how it works)... #Education. Adding value to this forum discussion.
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Correct, however I have never understood how places like AMF get away with allowing SICs to log time, either you are a required crew member or not. If you can be bumped for cargo, are you required? There is no situation where any SIC is NOT required at NetJets in any airplane. My Phenom type says SIC required on it, so an SIC is literally required for me to operate the plane as PIC. AMF types are all single pilot, no requirement for an SIC for the type rating, and the SIC can be bumped for any number of things, so I don't understand how they work the system in the way they do.
 
Inverted said:
Correct, however I have never understood how places like AMF get away with allowing SICs to log time, either you are a required crew member or not. If you can be bumped for cargo, are you required? There is no situation where any SIC is NOT required at NetJets in any airplane. My Phenom type says SIC required on it, so an SIC is literally required for me to operate the plane as PIC. AMF types are all single pilot, no requirement for an SIC for the type rating, and the SIC can be bumped for any number of things, so I don't understand how they work the system in the way they do.
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Exemption 9770 is your answer, and it's in the opspecs.

The 120 isn't single pilot by the way. Though, I'd rather fly that single pilot over the Metro...
 
ronaldpilot said:
1 - So once you hit 1200 hours as FO is it mandatory to move to another equipment as a captain?
2 - Can you fly as FO in EMB120 and upgrade direct to BRA PIC position?
3 - If so, how long would it take to upgrade to left seat after you reach mins?

Thank you!
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1)No, but the only thing I would hold out for at that point is 1500 for a regional. Compensation considered, that'd be the only reason really
2)Not likely and as ACP of a dual qualled base, it will never happen again here while I'm in charge. It ruins schedule flexibility and causes some animosity... That and I've found single pilot guys that "went through the ranks", especially the Metro, to be better captains anyways.
3)2.5 years or more for the guys that have waited out that long. Again, it's not happening anymore at any of the bases for the number 2 reason I listed above. There have been a handful of direct hires that didn't work out, so that won't happen again either. So infinity is what you're looking at I'd say. Barring any special circumstances, but we've been down that road before and ultimately it's bit us in the bum anyways. So it probably won't ever happen again.

That being said, 1 year and 7 months from 99 to 120 Captain for me. Doable if you're willing to move.
 
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Inverted said:
I am legitimately curious what the wording of the OpSpecs is, as well as 9970.
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Opspec A005 Exemptions and Deviations

b. Exemptions

9770B- Exempts Ameriflight from the 61.51 (f) (2) by allowing Ameriflight to assign a second in command (SIC) during flight that otherwise does not require and SIC and also allow the SIC to log that flight time.
 
UAL747400 said:
1)No, but the only thing I would hold out for at that point is 1500 for a regional. Compensation considered, that'd be the only reason really
2)Not likely and as ACP of a dual qualled base, it will never happen again here while I'm in charge. It ruins schedule flexibility and causes some animosity... That and I've found single pilot guys that "went through the ranks", especially the Metro, to be better captains anyways.
3)2.5 years or more for the guys that have waited out that long. Again, it's not happening anymore at any of the bases for the number 2 reason I listed above. There have been a handful of direct hires that didn't work out, so that won't happen again either. So infinity is what you're looking at I'd say. Barring any special circumstances, but we've been down that road before and ultimately it's bit us in the bum anyways. So it probably won't ever happen again.

That being said, 1 year and 7 months from 99 to 120 Captain for me. Doable if you're willing to move.
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UAL747400,thanks a lot for this explanation. It makes sense, and 1.7 is doable.
 
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