AIR ATLANTA
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Beware
Be careful which agency you select for this position.
A colleague used ABP. He completed and passed the assessment, however the contract given to him was offered at a lower rate than advertised on the website and correspondence.
When he queried it no answer given except “that’s what the client offered”
Nowhere on the application does it say there is the possibility of a sliding scale pay job offer.
AAI have lost a top guy over this and you should be made aware API is facilitating this. Not sure if the other agency which recruits for them are doing the same.
A colleague used ABP. He completed and passed the assessment, however the contract given to him was offered at a lower rate than advertised on the website and correspondence.
When he queried it no answer given except “that’s what the client offered”
Nowhere on the application does it say there is the possibility of a sliding scale pay job offer.
AAI have lost a top guy over this and you should be made aware API is facilitating this. Not sure if the other agency which recruits for them are doing the same.
Last edited by 737jocky; 6th May 2022 at 15:23.
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And if you take this job offer make sure you have at least 6 months of emergency fund on the side to live, because those that had their contract start in March went through OCC ground school and are now sitting at home on unpaid leave at least until July, waiting for the type rating to start. Of course, accommodation was not provided.
Many pilots are also leaving.
Many pilots are also leaving.
Last edited by enzino; 8th May 2022 at 15:42. Reason: Typo.
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AIR ATLANTA INTERVIEW
HI to all ! i hope all you doing well!!! i am preparing my self for Air Atlanta interview at 19th of August anyone knows about the ATPL questions where could i found them and any other information ?
Join Date: Jul 2022
Location: Oviedo
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Here’s the deal,
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
Remember it’s not personal, but pure business.
Good Luck to all of you.
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
- AAI is a ACMI and CMI operator that does lots of work for several freight forwarders and airlines like Saudi and/or Magma. In these times mostly cargo flying 747-400f and -bcf’s and since june Hajj flts in and out of Saudi Arabia.
- you will NOT be employed by AAI. You will just be a contractor that provides your services to AAI, nothing more and nothing less.
- AAI will provide you with a company ipad, uniform AAI id and access to their intranet. That is the only connection there is between you and AAI.
- Your taxes, insurances, pension should be handled by yourself, AAI has nothing to do with this.
- It sounds a little tough but the rules of the game are quite clear, you’re not employed by them unlike the Icelandic crewmembers that do have a proper collective bargaining agreement and have a fixed salary and a very very very nice daily allowance(3 times yours :-) ). But hey it’s their airline.
- Payment is per day of work. When you’re not rostered you don’t get paid. If you’re sick at home, you do NOT get paid, you go on vacation you do NOT get paid. Remember AAI does not see you as its employee nor its responsibility so you’re on your own on that one.
- AAI prefers long rotations. So most people do 3-4 weeks on and 2 weeks off but there r also many that do more weeks of work and less at home. Remember, the only way to earn money is by working. There seems to be a new contract out there doing 21/14 and 24/12.
- In the summer period you have to be available 75% of the time, this one is due to the hajj in Saudi Arabia. Which basically means the whole of june and july, maybe a couple of days off but they preferably want you to be fully available during that time.
- I repeat, you are not an employee of AAI and they decide if they want you to work or not. So for instance it just happens often that during a rotation they don’t have flights for you so they’ll just send you home and you’ll obviously lose pay. Not their responsibility you’re not their employee, you just fly whenever they need you.
- Via the company site you can request the days you’re available for work and they’ll decide how or if they can assign you any work during your available days.
- You can be rostered from anywhere and end up anywhere there are no restrictions on where to go. LGG and FRA are used as bases in Europe at this time, most flights start and end from there.
- Expect to work very long hours and going in to discretion is what they expect from you, needless to say it’s your decision at the end.
- They will go the extra mile to avoid you from achieving overtime, it’s rosterings number 1 priority, so don’t be surprised when flights are removed, it’s not personal but simple business.
- This is a ACMI operation for several companies and AAI flies to anywhere it needs to go.
- Training is of an average standard, I’ve seen better and/or much better training but hey this works. Company has a sim in lhr that’s quite old but it does the job.
- Flt procedures are quite outdated, not much thought has been put in the why’s and how’s but it’s more of a “these are the procedures we’ve got and these we shall use” kind of mentality. Remember AAI is not a Lufthansa /BA / United that pour unlimited funds in training. It’s a small operator.
- There is no way to sugarcoat this one but the aircraft are extremely old. Average age of the machines is about 24 years. So expect loads of snags all the time, the aircraft run continuously so barely any time to fix snags on the aircraft.
- The maintenance is ok, remember, this is not Lufthansa technik or KLM maintenance.
- Flying is super fun, you get to go to so many destinations. It’s really nice if you’re in to plain flying.
- Coworkers are great, very relaxed pilot body, contractors and Icelanders both. No pretentious nonsense, everyone wants to get the job done.
- The hajj and umrah passenger flts have started and they’re flying from JED base to Indonesia and several cities in North Africa taking people back and forth to Jed.
- Some extra freighters are expected but also many other machines off to c-checks so no massive net increase of a/c.
- F/o recruitments are now primarily for the holding pool, course dates are sporadically announced.
- At this time there are enough F/o’s so chances are that after the hajj people will get limited flying up untill the october/november freighter push. .
- They need more commanders and prefer recruiting non type rated guys, not many type rated 747 jockeys out there anymore.
- No internal promotions to captaincy or F/o this year, hiring non type rated guys on new contracts is the way to go.
Remember it’s not personal, but pure business.
Good Luck to all of you.
Join Date: Jun 2022
Location: bangkok
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Here’s the deal,
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
Remember it’s not personal, but pure business.
Good Luck to all of you.
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
- AAI is a ACMI and CMI operator that does lots of work for several freight forwarders and airlines like Saudi and/or Magma. In these times mostly cargo flying 747-400f and -bcf’s and since june Hajj flts in and out of Saudi Arabia.
- you will NOT be employed by AAI. You will just be a contractor that provides your services to AAI, nothing more and nothing less.
- AAI will provide you with a company ipad, uniform AAI id and access to their intranet. That is the only connection there is between you and AAI.
- Your taxes, insurances, pension should be handled by yourself, AAI has nothing to do with this.
- It sounds a little tough but the rules of the game are quite clear, you’re not employed by them unlike the Icelandic crewmembers that do have a proper collective bargaining agreement and have a fixed salary and a very very very nice daily allowance(3 times yours :-) ). But hey it’s their airline.
- Payment is per day of work. When you’re not rostered you don’t get paid. If you’re sick at home, you do NOT get paid, you go on vacation you do NOT get paid. Remember AAI does not see you as its employee nor its responsibility so you’re on your own on that one.
- AAI prefers long rotations. So most people do 3-4 weeks on and 2 weeks off but there r also many that do more weeks of work and less at home. Remember, the only way to earn money is by working. There seems to be a new contract out there doing 21/14 and 24/12.
- In the summer period you have to be available 75% of the time, this one is due to the hajj in Saudi Arabia. Which basically means the whole of june and july, maybe a couple of days off but they preferably want you to be fully available during that time.
- I repeat, you are not an employee of AAI and they decide if they want you to work or not. So for instance it just happens often that during a rotation they don’t have flights for you so they’ll just send you home and you’ll obviously lose pay. Not their responsibility you’re not their employee, you just fly whenever they need you.
- Via the company site you can request the days you’re available for work and they’ll decide how or if they can assign you any work during your available days.
- You can be rostered from anywhere and end up anywhere there are no restrictions on where to go. LGG and FRA are used as bases in Europe at this time, most flights start and end from there.
- Expect to work very long hours and going in to discretion is what they expect from you, needless to say it’s your decision at the end.
- They will go the extra mile to avoid you from achieving overtime, it’s rosterings number 1 priority, so don’t be surprised when flights are removed, it’s not personal but simple business.
- This is a ACMI operation for several companies and AAI flies to anywhere it needs to go.
- Training is of an average standard, I’ve seen better and/or much better training but hey this works. Company has a sim in lhr that’s quite old but it does the job.
- Flt procedures are quite outdated, not much thought has been put in the why’s and how’s but it’s more of a “these are the procedures we’ve got and these we shall use” kind of mentality. Remember AAI is not a Lufthansa /BA / United that pour unlimited funds in training. It’s a small operator.
- There is no way to sugarcoat this one but the aircraft are extremely old. Average age of the machines is about 24 years. So expect loads of snags all the time, the aircraft run continuously so barely any time to fix snags on the aircraft.
- The maintenance is ok, remember, this is not Lufthansa technik or KLM maintenance.
- Flying is super fun, you get to go to so many destinations. It’s really nice if you’re in to plain flying.
- Coworkers are great, very relaxed pilot body, contractors and Icelanders both. No pretentious nonsense, everyone wants to get the job done.
- The hajj and umrah passenger flts have started and they’re flying from JED base to Indonesia and several cities in North Africa taking people back and forth to Jed.
- Some extra freighters are expected but also many other machines off to c-checks so no massive net increase of a/c.
- F/o recruitments are now primarily for the holding pool, course dates are sporadically announced.
- At this time there are enough F/o’s so chances are that after the hajj people will get limited flying up untill the october/november freighter push. .
- They need more commanders and prefer recruiting non type rated guys, not many type rated 747 jockeys out there anymore.
- No internal promotions to captaincy or F/o this year, hiring non type rated guys on new contracts is the way to go.
Remember it’s not personal, but pure business.
Good Luck to all of you.
Thank you so much for your help!
Join Date: Dec 2006
Location: Cologne
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Here’s the deal,
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
Remember it’s not personal, but pure business.
Good Luck to all of you.
Since many people have asked me for info I decided to give a lowdown of what this company’s about. I’ll divide it in to several sections, let’s go.
Company:
- AAI is a ACMI and CMI operator that does lots of work for several freight forwarders and airlines like Saudi and/or Magma. In these times mostly cargo flying 747-400f and -bcf’s and since june Hajj flts in and out of Saudi Arabia.
- you will NOT be employed by AAI. You will just be a contractor that provides your services to AAI, nothing more and nothing less.
- AAI will provide you with a company ipad, uniform AAI id and access to their intranet. That is the only connection there is between you and AAI.
- Your taxes, insurances, pension should be handled by yourself, AAI has nothing to do with this.
- It sounds a little tough but the rules of the game are quite clear, you’re not employed by them unlike the Icelandic crewmembers that do have a proper collective bargaining agreement and have a fixed salary and a very very very nice daily allowance(3 times yours :-) ). But hey it’s their airline.
- Payment is per day of work. When you’re not rostered you don’t get paid. If you’re sick at home, you do NOT get paid, you go on vacation you do NOT get paid. Remember AAI does not see you as its employee nor its responsibility so you’re on your own on that one.
- AAI prefers long rotations. So most people do 3-4 weeks on and 2 weeks off but there r also many that do more weeks of work and less at home. Remember, the only way to earn money is by working. There seems to be a new contract out there doing 21/14 and 24/12.
- In the summer period you have to be available 75% of the time, this one is due to the hajj in Saudi Arabia. Which basically means the whole of june and july, maybe a couple of days off but they preferably want you to be fully available during that time.
- I repeat, you are not an employee of AAI and they decide if they want you to work or not. So for instance it just happens often that during a rotation they don’t have flights for you so they’ll just send you home and you’ll obviously lose pay. Not their responsibility you’re not their employee, you just fly whenever they need you.
- Via the company site you can request the days you’re available for work and they’ll decide how or if they can assign you any work during your available days.
- You can be rostered from anywhere and end up anywhere there are no restrictions on where to go. LGG and FRA are used as bases in Europe at this time, most flights start and end from there.
- Expect to work very long hours and going in to discretion is what they expect from you, needless to say it’s your decision at the end.
- They will go the extra mile to avoid you from achieving overtime, it’s rosterings number 1 priority, so don’t be surprised when flights are removed, it’s not personal but simple business.
- This is a ACMI operation for several companies and AAI flies to anywhere it needs to go.
- Training is of an average standard, I’ve seen better and/or much better training but hey this works. Company has a sim in lhr that’s quite old but it does the job.
- Flt procedures are quite outdated, not much thought has been put in the why’s and how’s but it’s more of a “these are the procedures we’ve got and these we shall use” kind of mentality. Remember AAI is not a Lufthansa /BA / United that pour unlimited funds in training. It’s a small operator.
- There is no way to sugarcoat this one but the aircraft are extremely old. Average age of the machines is about 24 years. So expect loads of snags all the time, the aircraft run continuously so barely any time to fix snags on the aircraft.
- The maintenance is ok, remember, this is not Lufthansa technik or KLM maintenance.
- Flying is super fun, you get to go to so many destinations. It’s really nice if you’re in to plain flying.
- Coworkers are great, very relaxed pilot body, contractors and Icelanders both. No pretentious nonsense, everyone wants to get the job done.
- The hajj and umrah passenger flts have started and they’re flying from JED base to Indonesia and several cities in North Africa taking people back and forth to Jed.
- Some extra freighters are expected but also many other machines off to c-checks so no massive net increase of a/c.
- F/o recruitments are now primarily for the holding pool, course dates are sporadically announced.
- At this time there are enough F/o’s so chances are that after the hajj people will get limited flying up untill the october/november freighter push. .
- They need more commanders and prefer recruiting non type rated guys, not many type rated 747 jockeys out there anymore.
- No internal promotions to captaincy or F/o this year, hiring non type rated guys on new contracts is the way to go.
Remember it’s not personal, but pure business.
Good Luck to all of you.
Join Date: Jul 2022
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Join Date: Aug 2018
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So basically, if they tell you to go 21 days somewhere... and you don't work because there's no flights or for any reason they find.... you sit your ass in a hotel room at don't get paid that day?
It's insane if that's the case.
It's insane if that's the case.
Join Date: Jul 2003
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Hello all
Just did my selection in Utrecht earlier this week. 10 candidates, only one was already rated on the 747. Most of us seemed pretty experienced, 737, 777, 787 captains. First a short presentation about AAI from the chief pilot, they had already worked out the order of the interviews and the pairs for the sim check. Then 30 mn for the ATPL exam, which was somewhat different from the questions I had seen.
23 questions, here are the ones I can remember:
How is altitude read in an aircraft? Pressure altitude, density altitude?
Definition of climb gradient
What is worse for stalling conditions? Light mass fwd CG, heavy mass rearward CG,…?
What are flaps that extend a rearward from the trailing edge? Krueger, zap flap, split flap?
When do outboard ailerons lock? Gear up, gear extended, high speed, low speed?
What is window heat used for? Anti-icing, birdstrike, defog?
Definitions of magnetic variation, deviation.
At a constant TAS, load factor depends on? Bank angle, weight and turn radius, TAS and turn radius?
Optimum descent point in a headwind, TAS must: be reduced, increased, remain constant?
TODA =? TORA+ clearway ?
Engine surge indications? EGT increases, N1 increases EGT decreases, N2 increases EGT decreases?
Which part of the engine controls the temperature? Turbine, combustion chamber, exhaust?
What is the shortest distance between two points on the globe? Rumbline, half a great circle, a great circle?
Effects of flaps 20 on takeoff? Increases stall speed, increases required elevator trim?
What is the movement around the lateral axis? Pitch, yaw, roll?
What is VLO
Then you're called in one by one for an interview with the chief pilot and an HR lady. Very pleasant, just an informal chat about yourself, more details about what will be expected of you, then you can ask any questions you might have.
Finally the sim ride, 30mn for each pilot, very straight forward exercise: Take off from 36L in AMS, Rendy1Z SID, then fly heading 120 after passing PAM for 1 minute and left turn to intercept ILS27. Land, that's it. No failures, raw data in a 737 EFIS fixed simulator. I think they mostly want to see your CRM, crew coordination.
We started at 9, I was done by 2pm. Heard I got the job the next morning.
Good luck to all of you. They are expanding fast, I was told they had 13 Jumbos, they are at 17 now, so they do need pilots!
Just did my selection in Utrecht earlier this week. 10 candidates, only one was already rated on the 747. Most of us seemed pretty experienced, 737, 777, 787 captains. First a short presentation about AAI from the chief pilot, they had already worked out the order of the interviews and the pairs for the sim check. Then 30 mn for the ATPL exam, which was somewhat different from the questions I had seen.
23 questions, here are the ones I can remember:
How is altitude read in an aircraft? Pressure altitude, density altitude?
Definition of climb gradient
What is worse for stalling conditions? Light mass fwd CG, heavy mass rearward CG,…?
What are flaps that extend a rearward from the trailing edge? Krueger, zap flap, split flap?
When do outboard ailerons lock? Gear up, gear extended, high speed, low speed?
What is window heat used for? Anti-icing, birdstrike, defog?
Definitions of magnetic variation, deviation.
At a constant TAS, load factor depends on? Bank angle, weight and turn radius, TAS and turn radius?
Optimum descent point in a headwind, TAS must: be reduced, increased, remain constant?
TODA =? TORA+ clearway ?
Engine surge indications? EGT increases, N1 increases EGT decreases, N2 increases EGT decreases?
Which part of the engine controls the temperature? Turbine, combustion chamber, exhaust?
What is the shortest distance between two points on the globe? Rumbline, half a great circle, a great circle?
Effects of flaps 20 on takeoff? Increases stall speed, increases required elevator trim?
What is the movement around the lateral axis? Pitch, yaw, roll?
What is VLO
Then you're called in one by one for an interview with the chief pilot and an HR lady. Very pleasant, just an informal chat about yourself, more details about what will be expected of you, then you can ask any questions you might have.
Finally the sim ride, 30mn for each pilot, very straight forward exercise: Take off from 36L in AMS, Rendy1Z SID, then fly heading 120 after passing PAM for 1 minute and left turn to intercept ILS27. Land, that's it. No failures, raw data in a 737 EFIS fixed simulator. I think they mostly want to see your CRM, crew coordination.
We started at 9, I was done by 2pm. Heard I got the job the next morning.
Good luck to all of you. They are expanding fast, I was told they had 13 Jumbos, they are at 17 now, so they do need pilots!
Join Date: Apr 2012
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Thanks Alyre (above ) and lekijiji (below)
after one year and many interviews from AAI
(this week, 30 candidates been invited)
only two (2) wrote a proper feedback !!
difference to my one :
Question numbers rised from 16 to 23 (20)
SIM : the same program (! Rendy1Z, is out of date, it is replaced by RNAV Rendy2Z by 13 MAY 22.. so use my old one !)
and I got my information of passing/failing 4 weeks later.
after one year and many interviews from AAI
(this week, 30 candidates been invited)
only two (2) wrote a proper feedback !!
difference to my one :
Question numbers rised from 16 to 23 (20)
SIM : the same program (! Rendy1Z, is out of date, it is replaced by RNAV Rendy2Z by 13 MAY 22.. so use my old one !)
and I got my information of passing/failing 4 weeks later.
Last edited by Pilotfly-FL410; 19th Aug 2022 at 12:21.
Join Date: Feb 2006
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Did my interview recently.
I confirm all the infos read on this thread. ATPL questions are spot on.
ATPL questions I had 20:
- When a compressor surge occurs ? (EGT increases rapidly)
- Takeoff distance available is (The length of the take-off run available plus the length of clearway available
- To obtain the optimum descend distance, the TAS must ( increase in headwind ) ?
- Tropopause is lower ? (Over the N-Pole than over Equator) over the North Pole than over the equator
- A decrease in density….Gives a longer T/O roll and a smaller rate of climb
- A descent with a constant mach number…..Increases the TAS
- How is altitude read in an aircraft? Pressure altitude, density altitude ?
- Definition of climb gradient: The increase of altitude to horizontal air distance expressed as a percentage
- What is worse for stalling conditions? Light mass fwd CG, heavy mass rearward CG,…?
- What are flaps that extend a rearward from the trailing edge? Krueger, zap flap, split flap?
- When do outboard ailerons lock? Gear up, gear extended, high speed, low speed? HIGH SPEED
- What is window heat used for? Anti-icing and birdstrike
- Definitions of magnetic variation, deviation.
- At a constant TAS, load factor depends on? Bank angle, weight and turn radius, TAS and turn radius?
- Optimum descent point in a headwind, TAS must: be reduced, increased, remain constant? INCREASED
- Which part of the engine controls the temperature? Turbine, combustion chamber, exhaust? TURBINE
- What is the shortest distance between two points on the globe? A GREAT CIRCLE
- Effects of flaps 20 on takeoff? Increases stall speed, increases required elevator trim?
- What is the movement around the lateral axis? Pitch, yaw, roll? PITCH
- What is VLO: Speed at which the landing gear can be operated with full safety.
Sim out of AMS as already precisely described by Pilotfly
Very pleasant and relaxed atmosphere.
Good luck to you all
I confirm all the infos read on this thread. ATPL questions are spot on.
ATPL questions I had 20:
- When a compressor surge occurs ? (EGT increases rapidly)
- Takeoff distance available is (The length of the take-off run available plus the length of clearway available
- To obtain the optimum descend distance, the TAS must ( increase in headwind ) ?
- Tropopause is lower ? (Over the N-Pole than over Equator) over the North Pole than over the equator
- A decrease in density….Gives a longer T/O roll and a smaller rate of climb
- A descent with a constant mach number…..Increases the TAS
- How is altitude read in an aircraft? Pressure altitude, density altitude ?
- Definition of climb gradient: The increase of altitude to horizontal air distance expressed as a percentage
- What is worse for stalling conditions? Light mass fwd CG, heavy mass rearward CG,…?
- What are flaps that extend a rearward from the trailing edge? Krueger, zap flap, split flap?
- When do outboard ailerons lock? Gear up, gear extended, high speed, low speed? HIGH SPEED
- What is window heat used for? Anti-icing and birdstrike
- Definitions of magnetic variation, deviation.
- At a constant TAS, load factor depends on? Bank angle, weight and turn radius, TAS and turn radius?
- Optimum descent point in a headwind, TAS must: be reduced, increased, remain constant? INCREASED
- Which part of the engine controls the temperature? Turbine, combustion chamber, exhaust? TURBINE
- What is the shortest distance between two points on the globe? A GREAT CIRCLE
- Effects of flaps 20 on takeoff? Increases stall speed, increases required elevator trim?
- What is the movement around the lateral axis? Pitch, yaw, roll? PITCH
- What is VLO: Speed at which the landing gear can be operated with full safety.
Sim out of AMS as already precisely described by Pilotfly
Very pleasant and relaxed atmosphere.
Good luck to you all
Last edited by lekijiji; 21st Aug 2022 at 11:30.