Slice

My guess is heavy = widebody in most airlines eyes.

Precontact

I'd be surprised to hear a Herc or Orion driver use "Heavy" with the callsign...they're not heavies...

Trouser

I have definitely never used "Heavy". Herc MGTW (peacetime) is 155k. Sometimes when we're flying around with a "Reach" callsign, controllers add "Heavy" to it. I guess they just decide we must be a tanker or C-5 or C-17.

L'il J.Seinfeld

There is no debate in UPS's eyes and the AIM definition is what they use. A320s and 737s are not heavies--you're really reaching with that one.

So Wonwee

All that being said, I don't recall any section on the app that asks if we have flown heavy aircraft. So, if they are looking for heavy pilots then they will have to read all of the entries under aircraft flown or set up a filter for specific aircraft. Still, from some of the other posts in some of the other UPS threads, there seem to be plenty of non-heavy drivers getting the call.

Let the waiting continue.

N570UP

THIS JUST IN:

Crossing the Mississippi is "extended overwater" experience.

gasnhaul

Saw another question about the "international" flying along these lines. Guys questioned whether flying in the AOR qualifies for this or not. Most Herc guys and obviously pointy nose types don't really do any flying unless it's in theater or around the flagpole. The heavy thing, I think is pretty clear cut, not so sure about the "international" part tho. I mean really, you have to give position reports on the HF if you don't have datalink...boy, that's something that could take years to learn .

GNH

CactusCrew

Sign me up then ... I got lots of that stuff !!

SaltyDog

J Dawg,
Didn't mean to open up a can of worms.
Let me provide perspective. We have a great airline of experience. UPS HR likes all breeds, CFI to corporate or regional or fractional, Military to commercial often via regional or corporate or fractional, furloughed folks, Freight Dogs from all backgrounds, etc. Why, clearly all backgrounds of professional pilots bring outstanding experience to our diverse fleets and operations. As a line pilot that also teaches as a 'line tech' in the Training Center (TC), they like RJ experience as much as anything, however, the present issue is the new ANC domicile that just produced our newest batch of 6 year Captains flying with newhires. A significant number of the ANC domicile will be junior and new flying MD-11's worldwide. What do you think the MD-11 Fleet Manager and MD-11 CP want?
You guessed it, Glass, Transport category, Intl experience. In any or all combos. My Navy bud is flying the Navy 737 worldwide, it's glass, and he is an Aircraft Commander (Capt). A 737 is not a Heavy, but the combo was obviously appealing to HR. They are looking very much at that combo. An RJ person will still get called in (Glass, often Canadian and Mexico flying, etc) and Capt skills. But when the MD-11 managers look at 3 guys and 2 have MD experience from wherever, the RJ guy gets the 757 and the MD folks are going to MD, many to ANC. They have much need in the near future to ANC.
I don't know what applications they have on file, but I'll bet they are somehow, temporarily, leaning to the combo I described. But they still pick those that do not fit that mold. One of the strengths, reason I encourage all to apply and stay diligent. They still want from all sources.

ERJ Jay

I was wondering this too because it has a box for Central/Latin America. Well, we fly to over 30 cities in Mexico and one in Guatemala. Often non precision DME ARCs into mountainous valley's with no radar coverage below FL200, where the single engine/engine out climb performance of our aircraft won't comply with the missed approach procedure, so we need special company -7 pages with our own devised single engine out procedures. Last time I looked Mexico was in Central America.
Or do you think I'm stretching?