not taking résumés, not hiring: why UPS @ job fair?
#91
Because regional pilots should have a shot at a decent job too. They are not retards (well....at least not all of them). I guarantee you most of the pilots hired at UPS in 2000 and 2001 came from the regionals. They are flying all over the world now. How scary is that? How are you supposed to get experience if noone will give you a job? Newsflash! Noone was born with international experience....everyone got it somewhere and everyone was new to it at sometime.
FP,
I'm in agreement with you that regional pilots make good pilots and should have a shot at UPS. Six legs a day into busy terminals, followed by crappy eight hour layovers than back at it, are the norm of most regional pilots.
I do offer that a regional pilot would have an uphill transition to flying let's say the MD11 or the -400 for UPS. Here's my humble opinion.
First, they would have to learn UPS procedures...not rocket science but that's the first task.
Second, they would transition from a 40,000 lb jet to a 600,000 or 900,000 lb jet. Again, not chinese arithmetic, but certaintly a different perspective from sitting 4 or 5 feet off the ground to 40 feet off the ground.
Third, would be learning Int'l operations. I totally agree with you that none of us were born with Intl experience so at some point we were "new" to overseas flying. IMHO, this area would be the biggest challenge because of its vast scope, ever changing rules, and language challenges. This is just my opinion, but Int'l ops are better learned while doing it, as opposed to in a classroom. Put in other terms, there is more hands-on learning than book learning. This obstacle is surrmountable, but in my opinion the one that would be the most challenging.
In summary, I agree with you that regional pilots would make good UPS pilots. I only listed three areas of concern, but culminate these three and present them to a regional pilot and you are really presenting them with a tall order out in the Int'l arena.
See ya,
FF
Last edited by FliFast; 02-08-2008 at 04:05 PM.
#92
Gets Weekends Off
Joined APC: May 2006
Position: Jet Pilot
Posts: 797
It's one thing to get vectors onto the ILS into Toronto, it's quite another to perform a full approach in a non-radar environment at night, in a jet with no auto-throttles and no glass in a valley in Latin America.
Sure, a guy on an RJ may fly 5 or 6 legs a day in and out of the Northeast corridor. On the other hand, another guy may fly a classic 747 20 days a month in various theaters around the world where vectors to final may or may not exist. With greater competition for less positions, who would you rather hire if your company is growing in the international arena? Sure, one may be trainable and I'm not necessarily saying otherwise, but the other has already been there, done it and got the tee-shirt.
One more thought. Pilots at the commuters/regional were a lot different 15-20 years ago than they are today. Back then the job demanded a higher level of skill and the flying was a lot tougher than it is today. 5-6 legs a day in a Jetstream with no autopilot and no automation is a lot different than 5-6 legs a day in an automated small jet. Just to be an f/o at a commuter in the early nineties required one to have almost 1500-2000 hours with 500 hours of multi-engine just to be competitive. Contrast that with today's current competitive hiring minimums.
Last edited by Lab Rat; 02-08-2008 at 10:08 AM.
#93
Gets Weekends Off
Joined APC: May 2006
Position: Jet Pilot
Posts: 797
#95
FP,
I do offer that a regional pilot would have an uphill transition to flying let's say the MD11 or the -400 for UPS. Here's my humble opinion.
Second, they would transition from a 40,000 lb jet to a 600,000 or 900,000 lb jet. Again, not chinese arithmetic, but certaintly a different perspective from sitting 4 or 5 feet off the ground to 40 feet off the ground.
Third, would be learning Int'l operations. I totally agree with you that none of us were born with Intl experience so at some point we were "new" to overseas flying. IMHO, this area would be the biggest challenge because of its vast scope, ever changing rules, and language challenges. This is just my opinion, but Int'l ops are better learned while doing it, as opposed to in a classroom. Put in other terms, there is more hands-on learning than book learning. This obstacle is surrmountable, but in my opinion the one that would be the most challenging.
I do offer that a regional pilot would have an uphill transition to flying let's say the MD11 or the -400 for UPS. Here's my humble opinion.
Second, they would transition from a 40,000 lb jet to a 600,000 or 900,000 lb jet. Again, not chinese arithmetic, but certaintly a different perspective from sitting 4 or 5 feet off the ground to 40 feet off the ground.
Third, would be learning Int'l operations. I totally agree with you that none of us were born with Intl experience so at some point we were "new" to overseas flying. IMHO, this area would be the biggest challenge because of its vast scope, ever changing rules, and language challenges. This is just my opinion, but Int'l ops are better learned while doing it, as opposed to in a classroom. Put in other terms, there is more hands-on learning than book learning. This obstacle is surrmountable, but in my opinion the one that would be the most challenging.
#96
At Focus Air Cargo, we had a cat go from seaplane (Chaulks) to right seat of the 747 classic. He did an outstanding job also.
FF
ps. Swedish, I love the avatar, Jimmy makes GOOD tequilla.
FF
ps. Swedish, I love the avatar, Jimmy makes GOOD tequilla.
#97
Oh....I thought you were one of our guys that actually DID get their multi-engine rating in a DC-8 (PFE's)....LOL!
I see your point but I still think that regional guys/gals should get a shot. Like I said, I guarantee that a lot, if not most of the new hires at UPS in 2000-2001 were regional hires.
So where DID you get YOUR international heavy jet experience?
I see your point but I still think that regional guys/gals should get a shot. Like I said, I guarantee that a lot, if not most of the new hires at UPS in 2000-2001 were regional hires.
So where DID you get YOUR international heavy jet experience?
#99
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