I haven't seen the graphic mentioned here, so I'm don't know what it shows. However, I would assume that the Sky Courier will be operated under part 135 (Part 23 airplane > 7500 lb payload) but would also be operated with a 2 person crew. In that case, the F/O could have as little as 250 hours. Is that what they're referring to?

 

Can be found here: FedEx | Purple Runway

Edit: looks like it is claiming 250TT for Caravan, but that simply is not the case right now. At least the way MAC is currently operating it, it is 135 single pilot IFR

 

Thanks for that. Yeah, I agree, it certainly looks like they are implying that you could start flying the caravan at 250 hours. Had a buddy who flew the caravan for Empire, that was the same single pilot IFR. They weren't even *allowed* to go VFR on a clear and a million day. Unless the respective feeders are going to be starting a caravan F/O program (Don't laugh, I know of operators who had them) I don't see how there's a spot for 250 hour pilots in the caravan.

 

No laughs here, I know plenty of places that use the second crew member 135 (had buddies that skipped out on CFI that way). No limitations on the SIC except that he needs the appropriate commercial certificate. Their only fight is with the insurance. The issue is that I am like 90% sure that both the multicrew 135 and the VFR 135 are required to be on their 135 certificate. That's why it doesn't matter if you could see clear to Hong Kong, you have to go IFR; it is part of their operating certificate. Similarly, the multicrew 135 is required by the FAA if the plane does not have a three axis autopilot system. Now if you have the three axis, you can still get the multicrew requirement on your 135 cert, but if you DON'T have the multicrew cert and you use three axis instead for single pilot, you can't just one day decide to hire FOs (well you could, but they wouldn't be required crew, and therefore could not log SIC).

This is all to the best of my knowledge. I could be wrong, but this is how I always understood it.

 

It would simply require an amended ops spec or new ops spec to allow VFR 135 PICs or multi-Crew or 3 axis a/p or any combination, etc. They probably already have the FAA’s blessing.

 

Gotcha. So the paperwork has to change, but it’s not too hard to accomplish. I suppose that begs the question: is it going to (if it hasn’t already) or is it just a bad graphic.

 

I had to wait 9.5 years :*(

But what’s interviewing a lot sooner worth if they aren’t hiring? Aside from keeping you on the hook waiting for a class date at some ambiguous time years down the road :-/

 

EXACTLY.

As well as what basically amounts to an extended/defacto/indefinite probation period BEFORE getting hired.

Not even the CAL/COEX/IPO spin off pref interviews were under the amount of scrutiny a CPP is.

 

Exactly my point... it is really nothing more than a marketing gimmick.

 

This is correct, it’s marketing to get people in the door the same as fed ex purple runway. The main and huge difference is the timing of the interview. With the United CPP you do it in your first year if you choose. If you fail the hogan or interview you know right away and chan change carriers if you are not happy with it. With the wait 3 years you could be hating life for 3-4 years only to find out you have no chance of progressing to your preferred airline. People are willing to put up with a crappy regional if they know they have something beyond where they are. With the interview after x number of hours Its not the same as knowing you can go somewhere.