cargo pilot

baggage handler

aircraft maintenance technician

captain

parts clerk

Ameriflight, LLC

I completed six weeks of training with Ameriflight (AMF) and would like to pass along some of my experiences, and wish you the best of luck if you get hired and are to be trained in the same aircraft as I was (the EMB-120 Brasilia). I heard from other students that training in the other types of aircraft in the fleet was handled differently, so I do not have any information regarding training in the Beech 99, Beech 1900 or the Metro.

Before leaving for initial Indoc training in Dallas, the company will send you a box of information that includes a large portion of the airplane flight manual, two smaller binders (general ops manual and an SOP for the airplane), and large posters of the cockpit layout. There will also be a letter that states that you should know the flows, memory items and systems before coming to class. The more that you study before getting there, the better the class will go for you. 

The company paid for the hotel and per diem, along with the airfare to and from training.

The Brasilia training was conducted in Atlanta. The instructor made it clear to us that AMF desires to train the best Brasilia pilots in the world. There is certainly quite a bit to cover in the class in the time allotted.  It is a concentrated and thorough course. We were told that some students, who were rated in the aircraft with thousands of hours in it, had said that they had never been instructed in such detail before at their previous carriers. It is AMF’s desire to teach you how to ‘disassemble’ the systems because the Brasilia is a “complicated, older” aircraft. Of course, in flight, if there is an issue, aside from a few memory items, all follow-up actions will be performed per the QRH, which you will learn how to navigate since some guidance may not be logically presented (i.e. single-engine landing after engine fire is separate and is not linked).

As a pilot for AMF, since they operate under Part 135, you will be relied upon to obtain your own weather (your flight plans are usually already on file with Center), to be in control of how your aircraft is loaded (you will need to be there while that is done), and that’s in addition to pre-flighting the aircraft and making sure it is properly fueled, and checking that maintenance items have been properly addressed. Not a problem, that’s expected.

This may be an eye-opener for some of you (especially if you are coming from
positions with Part 121 carriers): The Part 121 dispatcher figured out for you 
all the aircraft weights for takeoff alternates, destinations and landing alternates, then decided which landing weight was the most restrictive, then told you what
the payload would be, and what the CG was, along with V speeds for takeoff and landing. Then you received the package, reviewed it, and then you departed on your way.  However, at AMF, all of those computations will be figured out by hand (even though it is otherwise accepted industry-wide to use iPads to do this), keeping in mind, differences in altimeter settings, winds, deferred MEL items, etc. etc. etc. Accurately working out these problems is vital to the safety of flight, and since the process is quite involved, it was surprising that not more time was spent in class working on this from the get-go. It was a frustrating learning process and some students came to their conclusions easier and faster than others.

Halfway through the four-week ground school, you will be given a 75-question, internet-based open-book systems test that is designed to be taken on a laptop. Passing grade is 80%, yet we were told that the class average was well below that and that they would give us ten hours to take it. We were able to use our notes, the AFM, the GOM and SOP and it took us between eight and nine hours to take the test. There were performance problems (see previous paragraph about those), and other non-systems-related questions included; i.e., runway signs, fog types, weather fronts and their related weather, etc. Then, towards the end of sim training, you will be expected to take another, similar test, closed book. It also requires a passing grade of 80% and passing it determines if you will continue with the training program and IOE. 

The sim is located at Flight Safety. It is expected that you know the flows and emergency procedures prior to the sim sessions, and your performance will be continuously graded. The instructor expects that students will get themselves in “situations” of their own making; however, those mistakes will invite a report to headquarters by your instructor regarding your performance and put your desire to become a successful AMF crewmember in jeopardy. Be aware of what may occur so you can properly prepare for any eventuality. Just remember the Boy Scout motto…Be Prepared!

Ameriflight has a cultural toxicity problem. From a pilots perspective you consistently wait for new ways you'll be screwed by a few leads in dispatch. Their only goal is to get the wheels off the ground at the expense of everyone's mental health and they couldn't care less if you have an operational concern. Maintenance does the best they can but the aircraft are really dated. Many have 650/750s which are really nice but just as many aircraft have no GPS, or a KLN90 which is pretty much useless, no autopilots, and attitude indicators that often show you in a bank when straight and level, makes flying IMC alone at night quite exciting! The work life balance is non-existent due to the fact schedule changes are so erratic they might as well not send out a schedule every week because it won't actually be what you do.  For a company this size they really could fix a lot of the problems. I would not recommend working here, however if you do, get your time and get out, be strategic about when and what information to tell those above you, they'll usually use it to make your day haywire. Some great people work here but they are not allowed make logical decisions for fear of someone above them getting mad. I really wanted to like it here but it simply has not lived up to expectations. DFW is the most hectic base I've seen without a doubt. It would improve things if bases were properly staffed so TDYs weren't so frequent and pilots were usually kept on the same rotations instead of never knowing your schedule until a few days before you have to plan your week. The company really should spend at least a little bit of money on improving aircraft avionics and equipment, I think it would retain more employees, make them more likely to fly into certain conditions, save money on being able to fly direct to airports instead of VOR to VOR which are consistently being retired. 

This job was, by far, the most challenging job; from training through to line haul. The flying is amazing, and the standard operations are industry standard. However, dealing with management has proved to be rather difficult, and the things that they get away with, pilots on the line would never be able to get away in like manner. So, there is some form of disconnect in that regard. Oftentimes, we (pilots) feel like just a number here, and other pilots have complained before. That's how I know they feel the same way. If you just do you job, and never complain about anything that looks, smells, or feels wrong, then you'll be fine here. Dispatch crew is amazing. Best I've come across. Very easy to deal with, very accommodating, and understanding. For single people, this job is perfect. Otherwise, it takes a toll on families, and challenges the understanding of many partners. For the type of operation, and the companies that we do business with, our pay should be through the roof. Many pilots would bear the burden of the experience -- early mornings / late evenings; remote area flying; etc. -- if the money was right. The pay has since gone up from the time I have left, but it's still substandard for the type of flying that is done. Easily, this could be the best regional cargo airline in the USA, but they short-change themselves by falling short on the areas listed above. That is all. Oh, and the whole fleet NEEDS to be repainted. For a "professional" company, the fleet's outside condition does not reflect well on that. Unless, it really does. Hphm?!

Ameriflight is the biggest 135 in the nation and you can definitely feel the breadth of the company while working there. The training is top notch! They are a well-established company with excellent policies, procedures and an appropriate focus on safety. They are well staffed in the office and run like a well-oiled machine. However, they were always short staffed on pilots. Turn-over is high and there are so many employees that it is hard to feel individually cared for. My e-mails often got ignored for months at a time, problems with my paycheck were overlooked, they took months to reimburse me for approved expenses and paid time off was nearly impossible to receive. You will be flying old equipment with lots of problems through challenging weather, early in the morning, late at night and bouncing around all over the country in less than glamorous conditions. It certainly is an experience to make you well prepared for whatever may lie ahead in your career. I loved my experience at Ameriflight despite the challenges. It gave me such valuable experiences as a pilot and I am so grateful to be able to carry that forward with me into the rest of my career.

The interview process is easy. If you have a pulse, you're in. Ameriflight is so short staffed that they'll take anything they can get. They'll feed you a lot of stories about how awesome the company is and until you get there, you wont realize how bad it really is. Training is alright, but working the line is miserable. You'll report at 5am only to return at 7pm. Wash, rinse, repeat 6x a week. Yeah you get to sleep in your "own bed" every night, but you'll spend more time at Ameriflight than you will at home all while getting paid only 40 hours a week. They absolutely do not care about you as you're nothing more than a number. Move the cargo, that's all they'll care about. If you're blessed enough to work in Portland, you'll get to experience the joy of working under skeptical management. Dispatch will bless you with their constant demands, belittlement, and condescending attitude as all pilots are just "whiny." You'll fly planes that were built three generations ago serviced by mechanics that are only allotted 5 minutes of repair time for a 30 minute job because the "cargo has to move." It's a stepping stone for sure, but looking back, I'd rather be a CFI than give any of my time here again. Good luck getting any time off because they'll flat out deny it.

Simply put, if you’re looking for easy money and a place to start, this might be the place for you. If you’re looking for a career with advancement, move along. Ameriflight was the first company in my entire professional career that I was not given a yearly review with the potential for a raise. While my supervisor was more than amazing, upper management was horrid. Lack of communication, and favoritism towards certain individuals made it really hard to stay. Health insurance premiums are ridiculously high, and the PTO accrual is by far the worst. While I did enjoy the few coworkers I had, overall from a career standpoint this was by far the worst place I have ever worked. Turnaround rate is very high, and I believe there is a reason for that. 

Company employed both high skilled and low skilled mechanics. The majority of the time, the expectations of upper management and flight department is not realistic with the hours and life of the aircraft they are operating. With very little actual supervision on unskilled technicians, it leads to a experience of nerve racking aircraft release for each large job done. There cannot be confidence in the entire job when you cannot trust the mechanic next to you to not be a complete idiot at times.  

Pro - The pay and benefits were middling, but good for techs out of school. While some mechanics can be less than good, everyone worked to get the job done. 

Con - The job was expected to be done, regardless of the airworthiness realism of the release. An example would be a 120 day MEL, that gets "signed off" despite not being fixed, and re-deferred the next day. 

Very difficult orientation and training with weekly gates to pass through or be let go. 
Work days are long and mostly spent in hotels waiting for evening return freight. 
Aircraft have seen better days but are safe. 
I was hired as a VFR captain with no experience teaching IFR and very little experience flying in IMC. Training takes a back seat to hauling loads so you dont get to fly a lot of approaches until right before your check ride. There’s just not enough time on some of the routes. 
Make sure you’re very much IFR capable and current before trying to work here. 
Overall I loved it and miss the flying terribly. 
Most everyone here is awesome but like anywhere else you have your share of egotistical know it all A holes. 


I loved the company.  Greatest employees I have ever worked with.  They are like family.  My boss was Wonderful and very supportive!  Director of MX, Recruiting, Flight all very classy and wonderful people.

However the Executive Leadership offers NO communication with the exception of the CFO.  The rest of them will look you in the eye and Lie right to your face.  They change the rules and policies on a daily basis and you better live by them.  The best thing that could of happened to that company was for the Human Resources President to be Fired.  I know the Executive Guys are a Good Group of Guys but I do question their Leadership and Integrity.

What is the best part of working at the company?
Employees amd management were very kind and helpful in all aspects.  


What is the most stressful part about working at the company?
Ensuring you had the right tools for the job.


What is the work environment and culture like at the company?
Work environment is on the ramp or in a hangar.
The Culture is simple; be safe, ask questions and take your time as to do the job right.

What is a typical day like for you at the company?
Check the schedule to see what tasks are coming due for each aircraft at your station.
Check oil levels, condition of tires/brakes and wipe struts prior to flight. Post flight, check oil levels again and perform any maintenance needed.

Top Job Titles	Average Salary
Cargo pilot 17 salaries reported	$91,727 per year
Baggage handler 7 salaries reported	$21.50 per hour
Aircraft maintenance technician 29 salaries reported	$32.32 per hour
Captain 3 salaries reported	$76,503 per year
Parts clerk 1 salary reported	$20.00 per hour

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