Day in life of a Ameriflight cargo pilot?
Your question is best asked in a more US-centric website. You can start here if you haven't seen it already:
https://forums.jetcareers.com/thread...flight.247815/
https://forums.jetcareers.com/thread...flight.247815/
Join Date: Dec 2005
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Trying to help a friend. His son almost has 1200TT and has been doing all VFR aerial survey. He's about to have all 135 requirements to apply to Ameriflight, Bemedji, and other single pilot 135 night freight operators. How realistic is it that they can take someone with 10hrs multi and 80 IFR and put them in a Beech 1900. What things does he need to focus on going into an interview etc. Thanks for any input.
Trying to help a friend. His son almost has 1200TT and has been doing all VFR aerial survey. He's about to have all 135 requirements to apply to Ameriflight, Bemedji, and other single pilot 135 night freight operators. How realistic is it that they can take someone with 10hrs multi and 80 IFR and put them in a Beech 1900. What things does he need to focus on going into an interview etc. Thanks for any input.
Single pilot night freight is not something I'd recommend anybody despite the 'die-hards' that will tell you it will make you a "real" pilot.
Why not try Planesense and fly multi crew with boat loads of approaches and IMC flying.
Why not try Planesense and fly multi crew with boat loads of approaches and IMC flying.
Join Date: May 2000
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B2N2 ~ I heartily agree. After all the hours were built and you'd scared yourself to death but survived, you could move on & up. It certainly built a wealth of experience but only because you HAD to do it and the wealth was a byproduct. Take the safer option if your objective is to fly heavy, multi crew metal. If you're an adventurer/ sadomasochist/ stick & rudder lover, then try night freight!
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OK, great advise! He is still working on his associate aviation degree online and I've been telling him to find something to fill in the gap to the 1500 mark. Without having his degree finished will the top shelf regionals look at him? I read horror stories on the prune about places like Mesa 
Nothing wrong with small steps.
Albeit a single engine but the PC-12 that Plane Sense uses is no kids toy.
Cruise on in the low 20's at 275-300 TAS is a big enough step from SE piston.
Stay a year and build 600-700 hrs multi crew, all XC, and a ton of take off and landings.
Keep in mind you can fail a type rating ( even at a Regional) if you're woefully underprepared or simply lack the skill connected to experience.
Albeit a single engine but the PC-12 that Plane Sense uses is no kids toy.
Cruise on in the low 20's at 275-300 TAS is a big enough step from SE piston.
Stay a year and build 600-700 hrs multi crew, all XC, and a ton of take off and landings.
Keep in mind you can fail a type rating ( even at a Regional) if you're woefully underprepared or simply lack the skill connected to experience.
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My calling card reads "'adventurer/ sadomasochist/ stick & rudder lover" I found towing signs great fun. Teaching multi to freshly minted COM pilots in my Apache and then 310 was good sport. Esp when operating out of a 2800 ft low rent strip.
Later I came up with a wind fall and bought a Merlin (SA226). I found so amusing that we have have a GPS approach to a 3200 foot runway with FAA approved 1000 ft touch down zone markers 1200 feet from each other.
For me in the Merlin these are go around markers. If you not firmly on the ground after touching down 95 knots with 2200 feet left your headed into the trees. BTW I have high flotation gear - and have put intentionally landed and departed from grass strips in my Merlin. I can't think of a more dissatisfying job than coddling the masses in giant tin can and having the Airport management decide if the runway is safe or not, and a dispatcher and MEL decide if my ride is up to the task.
I'm not a full blown lunatic, I normally take friend and family around on my air travels. On several memorable occasions, I've run a risk assessment and concluded that between my self, the airplane, airport facilities, and the WX that were done flying for today. To the sound of complaints of I must be a work 500 miles from here first thing tomorrow, I wan't to sleep in my own bed tonight etc. This only stiffens my resolve to park it until conditions improve. I avoid saying would you prefer dying tonight to being late to work tomorrow. The only go no go decisions that i've ever regretted are the go ones.
Later I came up with a wind fall and bought a Merlin (SA226). I found so amusing that we have have a GPS approach to a 3200 foot runway with FAA approved 1000 ft touch down zone markers 1200 feet from each other.
For me in the Merlin these are go around markers. If you not firmly on the ground after touching down 95 knots with 2200 feet left your headed into the trees. BTW I have high flotation gear - and have put intentionally landed and departed from grass strips in my Merlin. I can't think of a more dissatisfying job than coddling the masses in giant tin can and having the Airport management decide if the runway is safe or not, and a dispatcher and MEL decide if my ride is up to the task.
I'm not a full blown lunatic, I normally take friend and family around on my air travels. On several memorable occasions, I've run a risk assessment and concluded that between my self, the airplane, airport facilities, and the WX that were done flying for today. To the sound of complaints of I must be a work 500 miles from here first thing tomorrow, I wan't to sleep in my own bed tonight etc. This only stiffens my resolve to park it until conditions improve. I avoid saying would you prefer dying tonight to being late to work tomorrow. The only go no go decisions that i've ever regretted are the go ones.
