Purple Runway
04-04-2018, 11:37 PM
#42
Line Holder
Joined APC: Jul 2015
Posts: 27
Originally Posted by A Squared
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.
04-04-2018, 11:48 PM
#43
Tri-tanic operator
Joined APC: Jul 2006
Position: Doggie
Posts: 2,382
Originally Posted by Precontact
http://https://aircargoworld.com/all...am-for-pilots/
Ameriflight, UPS Airlines launch joint training program for pilots
In response to a looming pilot shortage in the airfreight industry, Ameriflight and UPS Airlines have launched the UPS/Ameriflight Gateway Program to get pilots the hours and skills required to operate UPS Airline’s larger aircraft.
Two trainees are already in the program, and Ameriflight plans to add two more in July. Further ahead, Ameriflight hopes to scale up the program as well.
The collaboration offers outlined paths for UPS Airlines’ Intern Program participants to gain Part 135 flying experience at Ameriflight, with the ultimate goal of proceeding to UPS Airlines, a Part 121-certificated air carrier.
The program benefits from a waiver from the U.S. Federal Aviation Administration that allows Ameriflight pilots to operate as captains after 1,000 flight hours, with certain restrictions and increased oversight.
The program launches in a market where a pilot shortage is already forcing regional passenger carriers and feeder freight operators to cut routes and limit expansion.
In addition to mentoring the pilots-in-training, the program allows the students to participate in UPS programs. The program also qualifies graduates for employment with Ameriflight and UPS Airlines, upon completion of outlined experience and training requirements.
Ameriflight chief operating officer Bill Poerstel said that the joint agreement would allow Ameriflight to “turn UPS interns into Ameriflight pilots, ultimately helping to support UPS for years to come.”
“Promoting pilot careers is important for the long-term health of the aviation industry,” said Capt. Roger Quinn, UPS Airlines’ director of training.” This program is a unique strategy to help ensure highly skilled pilot staffing into the future.”
Ameriflight, UPS Airlines launch joint training program for pilots
In response to a looming pilot shortage in the airfreight industry, Ameriflight and UPS Airlines have launched the UPS/Ameriflight Gateway Program to get pilots the hours and skills required to operate UPS Airline’s larger aircraft.
Two trainees are already in the program, and Ameriflight plans to add two more in July. Further ahead, Ameriflight hopes to scale up the program as well.
The collaboration offers outlined paths for UPS Airlines’ Intern Program participants to gain Part 135 flying experience at Ameriflight, with the ultimate goal of proceeding to UPS Airlines, a Part 121-certificated air carrier.
The program benefits from a waiver from the U.S. Federal Aviation Administration that allows Ameriflight pilots to operate as captains after 1,000 flight hours, with certain restrictions and increased oversight.
The program launches in a market where a pilot shortage is already forcing regional passenger carriers and feeder freight operators to cut routes and limit expansion.
In addition to mentoring the pilots-in-training, the program allows the students to participate in UPS programs. The program also qualifies graduates for employment with Ameriflight and UPS Airlines, upon completion of outlined experience and training requirements.
Ameriflight chief operating officer Bill Poerstel said that the joint agreement would allow Ameriflight to “turn UPS interns into Ameriflight pilots, ultimately helping to support UPS for years to come.”
“Promoting pilot careers is important for the long-term health of the aviation industry,” said Capt. Roger Quinn, UPS Airlines’ director of training.” This program is a unique strategy to help ensure highly skilled pilot staffing into the future.”
A Purple Runway ?
Or the Brown Stain ?
04-05-2018, 09:11 PM
#45
New Hire
Joined APC: Mar 2018
Position: ATR 42/72
Posts: 4
Originally Posted by LuckyDucky7
Yeah, I’ll buy that for sure. Only reason a place like MAC would ever be more appealing than the jet regionals is the MEM base. Although from what I’ve read, getting the base you want at MAC is virtually impossible (maybe not, just what I’ve gathered from some very quick investigation). I’d really prefer to be at a more traditional jet regional anyway, just wish we had one at MEM.
If Memphis isn't what you're interested in, we offer flexible gateway base options such as PHL, ATL, MIA, ORD just to name a few. They are all listed on our website...
04-05-2018, 09:17 PM
#46
New Hire
Joined APC: Mar 2018
Position: ATR 42/72
Posts: 4
Im here to answer any questions regarding this new exciting program with Fedex... PM or post reply.
Purple Runway - Mountain Air Cargo, Inc.
This link should answer some of the "plot holes" discussed above.
Purple Runway - Mountain Air Cargo, Inc.
This link should answer some of the "plot holes" discussed above.
04-06-2018, 05:51 AM
#47
Gets Weekends Off
Joined APC: Feb 2008
Position: Airline Captain
Posts: 540
Originally Posted by LuckyDucky7
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.
This is all to the best of my knowledge. I could be wrong, but this is how I always understood it.
So this debate comes up quite often and the Chief Counsel has put out numerous LOI’s about it. They usually say that logging SIC in a plane that doesn’t require one through the type certificate can only be accomplished under FAR 135.101 (meaning only if it’s a passenger carrying operation). They routinely reiterate that you cannot log SIC in a single pilot airplane flying cargo (and no OpSpec can change that). So I have idea how MAC plans for guys with 250 hours to be able to log flight time in a Caravan.
04-06-2018, 01:37 PM
#48
New Hire
Joined APC: Apr 2018
Posts: 2
Purple Runway
I see a lot of questions on this.
As a current Fdx Feeder guy, let me share what I know.
1. Do you need 1,200 hours?
Yes, but only to be PIC under 135 IFR. I've heard they want to
put the new applicants in the right seat of the 208 from hours 250
to 1,200. Does the 208 need a SIC? No, but other companies are
already doing this hauling pax 135 in the 208.
2. Why not just fly the routes under VFR 135, which gets you into PIC
at 500 hours?
Probably because that wouldn't provide reliable service in many
parts of the system. The logistics of having an IFR Captain available in less than VFR Wx would be a nightmare.
I think they're trying to get ahead of the shortage here. I'm not sure
if they'll have much luck with it. It seems like it'd take a long time, many years, given the fact that many Feeder routes fly 500 hours a year or less.
And at the end of it all, it's still just an interview. Does a turboprop pilot win out in a hiring battle with say, a Regional jet captain?
That seems unlikely. But, I guess time will tell.
As a current Fdx Feeder guy, let me share what I know.
1. Do you need 1,200 hours?
Yes, but only to be PIC under 135 IFR. I've heard they want to
put the new applicants in the right seat of the 208 from hours 250
to 1,200. Does the 208 need a SIC? No, but other companies are
already doing this hauling pax 135 in the 208.
2. Why not just fly the routes under VFR 135, which gets you into PIC
at 500 hours?
Probably because that wouldn't provide reliable service in many
parts of the system. The logistics of having an IFR Captain available in less than VFR Wx would be a nightmare.
I think they're trying to get ahead of the shortage here. I'm not sure
if they'll have much luck with it. It seems like it'd take a long time, many years, given the fact that many Feeder routes fly 500 hours a year or less.
And at the end of it all, it's still just an interview. Does a turboprop pilot win out in a hiring battle with say, a Regional jet captain?
That seems unlikely. But, I guess time will tell.
04-08-2018, 08:21 AM
#49
On Reserve
Thread Starter
Joined APC: Jul 2015
Position: Just A Regional Guy
Posts: 14
Originally Posted by MAC RECRUITER
Im here to answer any questions regarding this new exciting program with Fedex... PM or post reply.
Purple Runway - Mountain Air Cargo, Inc.
This link should answer some of the "plot holes" discussed above.
Purple Runway - Mountain Air Cargo, Inc.
This link should answer some of the "plot holes" discussed above.
04-08-2018, 08:24 AM
#50
On Reserve
Thread Starter
Joined APC: Jul 2015
Position: Just A Regional Guy
Posts: 14
Originally Posted by Roadrash5
I see a lot of questions on this.
As a current Fdx Feeder guy, let me share what I know.
1. Do you need 1,200 hours?
Yes, but only to be PIC under 135 IFR. I've heard they want to
put the new applicants in the right seat of the 208 from hours 250
to 1,200. Does the 208 need a SIC? No, but other companies are
already doing this hauling pax 135 in the 208.
2. Why not just fly the routes under VFR 135, which gets you into PIC
at 500 hours?
Probably because that wouldn't provide reliable service in many
parts of the system. The logistics of having an IFR Captain available in less than VFR Wx would be a nightmare.
I think they're trying to get ahead of the shortage here. I'm not sure
if they'll have much luck with it. It seems like it'd take a long time, many years, given the fact that many Feeder routes fly 500 hours a year or less.
And at the end of it all, it's still just an interview. Does a turboprop pilot win out in a hiring battle with say, a Regional jet captain?
That seems unlikely. But, I guess time will tell.
As a current Fdx Feeder guy, let me share what I know.
1. Do you need 1,200 hours?
Yes, but only to be PIC under 135 IFR. I've heard they want to
put the new applicants in the right seat of the 208 from hours 250
to 1,200. Does the 208 need a SIC? No, but other companies are
already doing this hauling pax 135 in the 208.
2. Why not just fly the routes under VFR 135, which gets you into PIC
at 500 hours?
Probably because that wouldn't provide reliable service in many
parts of the system. The logistics of having an IFR Captain available in less than VFR Wx would be a nightmare.
I think they're trying to get ahead of the shortage here. I'm not sure
if they'll have much luck with it. It seems like it'd take a long time, many years, given the fact that many Feeder routes fly 500 hours a year or less.
And at the end of it all, it's still just an interview. Does a turboprop pilot win out in a hiring battle with say, a Regional jet captain?
That seems unlikely. But, I guess time will tell.
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