JohnBurke

A pilot coming from an ACMI operator which uses augmented crews (IRO, for example), may have flown a trip as IRO, the duration of which was 13 hours. The flight departed LAX and landed ICN. During the course of that flight, the pilot filled the duties of IRO, including completing a plotting chart, making radio calls, etc, and spent several hours in the left seat, and several hours in the right seat.

At the conclusion of the flight, the 13 hours will count toward his commercial flying limitations. If he exceeds those limitations, he may be violated by the FAA. The FAA has repeatedly affirmed in numerous FAA Chief Legal Counsel Letters of Interpretation that flight time is block time and visa-versa. During the course of the flight, the IRO, a qualified SIC for XYZ Airways, was not pilot in command. He did operate the aircraft. He spent four hours in the right seat, and four hours in the left. He is a qualified SIC, assigned to duty by the certificate holder in a capacity in which is block time (eg, flight time) will count against his 30 day as 12 month limitations, etc.

During the four hours that the IRO relieved the captain, the captain took rest. The captain, being the pilot in command, will log PIC for the duration of the flight. At no point did he stop being the PIC of the flight. The first officer assigned the trip was relieved for four hours, during which he made coffee, moved to the IRO seat, visited the lav twice, picked his nose, tried to sleep (but couldn't), and drew a sea monster on the plotting chart. The First Officer was named first officer on the flight release and did not abdicate his position as SIC, but rotated seats as the IRO and captain moved about. His block time is his flight time and will count against his flight time limitations. All of it. The company will show it as SIC time in their records. He will log it as SIC.

The IRO, also assigned as an SIC for the trip (because he is not PIC), will log the duration of the flight as SIC. The FAA will hold the IRO accountable for those hours as they accrue in determining flight time limitations in the context of crew complement (eg, augmented vs. not, etc). The company will show the flight time (block time) for the trip for the IRO, the same as the F/O. It will count toward his limitations exactly the same.

When logging flight time, total time is either PIC or SIC, or for those with flight engineer background, FE time. One may also have been a student receiving instruction. For those who would log 13 hours of total time but only 8 hours of SIC, how do you account the other five hours of total time? What was it supposed to be, exactly, and what category do you suppose it fit?

Herkguy80

If you click through your whole application, when you get to the last page and click "next" or "save" or whatever is at the bottom it automatically submits the application. Caught me off guard cause there is nothing that says "Your app better be good when you click this button!"

aupilot

Thanks. It ended up being an error with the link that was emailed to me. Problem solved, now if I can just pass the interview!!

opas76

Hi everyone! I have one question regarding a specific question on the FedEx Pilot Profile (Have you ever failed a Flight Check-ride, Proficiency Check, Flight Evaluation, or Upgrade attempt (aircraft or simulator) while compensated as a professional pilot? Only note simulator failures related to failed Upgrade attempts.) Can someone help or PM, please? Thank you.

100percentshots

Long time reader and first time poster here!
Some general hiring questions.

1. Does the HR prefer top aviation colleges? Do I get a head start and algorithm bias from the system if I'm from Embry Riddle / Purdue University?

2. Does the HR have a preference of what legacy carrier I'm from? 13-15 years at Emirates / Cathay Pacific / Qatar vs 6 years at Ameriflight / Frontier / Atlas for instance?

Does a fancy basic background trumps and outshine your flying hours as a captain (say you already met min requirements) since I've read many are hired with less than 15k hours too.

Thank you

100percentshots

General background

I've an aviation degree (with a minor) from a top aviation college, finished 4 years of my degree within 3 years. Represented college Flight Team. Also ranked #1 in COMPACC in whole state, top 10 in the country.

Less than 15 years of flying but all with one employer, big international legacy carrier, with 15 years 777 experience while less than 2 in the left seat. My first and only job!

Has an endorsement from a ex co-worker now at FedEx.

Does it count or add bonus points to mention my father was in military?

How does my overall package sound? Am I the type of person FedEx is looking for or do you know guys with similar background as me being hired?

FXLAX

I honestly don’t mean to sound rude, but to answer your question, there is only one way to find out. Just apply and keep updating regularly instead of wearing if you fit the mold. For some, it’s literally taken a decade of persistence to get hired.

colonials13

Hello all. On the FedEx Pilot Profile, one of the questions asks “Are you eligible for issuance of U.S. Security Clearance?” Since I’m a U.S. permanent resident, but not yet a citizen, I answered in the negative. When I clicked the save and continue button, it returned a message saying that I am not eligible for the position. All my other answers were “yes” to the requirements. Am I missing something here? Surely FedEx does not only hire U.S. citizens for its pilot positions? Thank you.

ClncClarence

I don’t remember that question specifically, but are you sure it’s not asking if you’re eligible for a SIDA clearance?

colonials13

It doesn’t say SIDA specifically, just “a U.S. Security Clearance”. I suppose it could mean SIDA though? SIDA is no problem.