I get what you mean, but "when the hammer falls" is not day-to-day operations.

Maybe in a mini sense, such as making a quick decision to take a delay over whatever issue it is, but even then, as an FO I was thinking of the same implications as I am now as PIC.

True, one probably wouldn't get a call from a CP or 'carpet dance' or whatever but in normal operations, I wouldn't consider a "whole different job".

It's the same job, with the authority to veto anything and a need to explain the rationale behind a decision, that's all.


Maybe we're debating nothing but semantics at this point!

 

Interesting conversation on an interesting subject. Nothing to do with the original topic, but I think of this often. Especially when I consider whether or not it's time to upgrade.

As a 10 year F/O here at FDX, it's easy to become complacent and think that I'm "thinking like a Capt" and compare his decisions with what I would do. But my years in the P-3 really showed me that unless your signature was on the piece of paper, it is not the same.

In that world, I often went from being the PIC to being one of the other 2 pilots on a regular basis. When I was the Plane Commander, my brain was constantly running and thinking what is going to get us in trouble. When I was one of the other two, my brain might wander off and if it was my turn to be out of the seat, I would always get a nice 90 min nap. I would still be helpful and offer advice and be thinking. But it became very clear to me quickly that it was totally different.

As much as I hate to agree with Jetjok. ---><---

 

Must be a ball peen hammer if it takes out the captain with out getting any blood and guts on the F/O.

 

WOW..I would have never guessed that

 

It's AA's requirement.

Everyone has to be left seat qualified means ATP and type rating.

 

Left seat was great, glad I had the opportunity to spend a lot of time there.

I don't have an issue with PIC time..Just trying to understand why 1000 PIC is the golden egg that everyone wants.

I have seen FOs fly better than a lot of Captains and make better decisions.
Just because some guy get's stuck in the right seat because upgrades come to a halt or whatever and they wind up spending thousands of hours as SIC, it should be taken into consideration...My opinion only..But it is what it is.

 

I'm not at FedEx but a competitor

I don't think TP is looked at differently. IMO, flying a jet will just check a few boxes you don't have. Glass, FMS, operating in the environment FedEx does, etc.

That's just my take. All my TPIC is in a prop as well as 5000+ SIC. I did have jet (steam gauges) and FE time also. They may be looking at more rounded resumes or may just want to know you can learn a new aircraft after spending so much time in a prop. Hard to say.

 

I think your probably right. Turbo-prop is Turbo-prop. I think according to Pilotcredentials they're all the same.
I fly a turbo-prop that's as big as most RJ's. It's all glass, FMS, EFB's and HGS. But it's still a turbo-prop. It goes in the turbo-prop box.
Maybe I'll start counting the APU as jet time.

 

Don't apologize. Culture changes occur frequently. What your friend experienced so long ago may not be still happening. I have heard frequently that Fed Ex crews are much more careful than before. Other people have heard differently. All questions are worth asking.

 

If your going to get jet time go somewhere like Skylease to get MD-11 time (assuming purple or brown is what you want) I had 8000 pic turboprop, 1000+ jet SIC (B-727, DC-8 and most importantly MD-11) and it got me called. At 500+ jet SIC brown called.

Talk to your sponsor and have him talk to HR again,....and again.....and again....

You are qualified, you just have to get the call and then pass the testing. After that it is your job to lose (Emerald Coast).

Good luck.