FedEx Hiring
02-27-2016 | 10:49 AM
#1551
Gets Weekends Off
Joined: Jul 2007
Posts: 4,065
Likes: 40
From: 767 Captain
Not matter what; you’ll spend some time on reserve. 90 minute call-out in MEM
Reserve is 15 days in a (4-week) 28 day month, 19 in a (5-week) 35 day month. Reserve schedules are as follows:
777 – either one big block of R-days all in a row or two blocks (for a 4 week month)
The 5-week months have a few schedules with three blocks of R-days.
All other fleets have 1, 2, 3 or 4 blocks of R-days in their reserve lines.
The smallest number of days in a block is three (777 no less than 5/6).
As far as flying goes: domestic fleets out of MEM (757, 767, A300, most MD-11 flying) and IND 767 have a wide variety of schedules. Generally speaking, the more senior lines have a set pattern with longer periods of days off. Week on/Week off is a simplistic way to describe it, but that’s reasonably accurate. There are also 4/3 schedules like you asked about but my guess would be those would go junior. I think most pilots find that if they are working a night schedule, swapping from normal life to that every three days would be awful. I think that’s why there is some effort on the part of the line builders to put longer patterns of work with equally long patterns of days off.
Many of those work days are not a single trip, but a series of single day trips called hub turns. On a hub turn, you fly out around 0200-0400L, layover and return to MEM just before midnight the same day. Trip complete. Wait a few hours and do the same thing again, etc. So, when you’re senior, you get a line of those trips already built into a logical pattern often time to the same city. Junior lines have the trips more scattered with varied cities. Sometimes, if there are trips in open time, you can trip trade and massage a crummy line into something that works much better. That option will vary greatly month to month. So, a general answer to your question would be a junior line will look like someone through darts at the calendar and put a bunch of one or two day trips randomly throughout the month.
The 757 and 767 continue to grow. The draw of wide-body pay will probably mean more movement out of the 757 even as the fleet grows which will mean good progression if you don’t mind the lower pay. So, your fastest move to line holder will probably be on the 757. Any of the MEM widebodies will offer similar domestic flying and probably a shot at a junior, scattered line within a couple of years.
If you end up on the 777, expect to be on reserve or maybe bottom feeding secondary line holder (usually reserve too) for years. Things may start moving a little faster, but there are 10 year FOs on that aircraft still on reserve.
02-27-2016 | 01:17 PM
#1552
Line Holder
Joined: Mar 2006
Posts: 424
Likes: 1
From: B767 FO
02-27-2016 | 04:20 PM
#1554
Gets Weekends Off
Joined: Feb 2013
Posts: 391
Likes: 0
From: CRJ200; FO
Since "newbies" are going into every fleet, there are a lot of answers to that question. Schedules and progression will vary widely depending on which fleet you’re hired into.
Not matter what; you’ll spend some time on reserve. 90 minute call-out in MEM
Reserve is 15 days in a (4-week) 28 day month, 19 in a (5-week) 35 day month. Reserve schedules are as follows:
777 – either one big block of R-days all in a row or two blocks (for a 4 week month)
The 5-week months have a few schedules with three blocks of R-days.
All other fleets have 1, 2, 3 or 4 blocks of R-days in their reserve lines.
The smallest number of days in a block is three (777 no less than 5/6).
As far as flying goes: domestic fleets out of MEM (757, 767, A300, most MD-11 flying) and IND 767 have a wide variety of schedules. Generally speaking, the more senior lines have a set pattern with longer periods of days off. Week on/Week off is a simplistic way to describe it, but that’s reasonably accurate. There are also 4/3 schedules like you asked about but my guess would be those would go junior. I think most pilots find that if they are working a night schedule, swapping from normal life to that every three days would be awful. I think that’s why there is some effort on the part of the line builders to put longer patterns of work with equally long patterns of days off.
Many of those work days are not a single trip, but a series of single day trips called hub turns. On a hub turn, you fly out around 0200-0400L, layover and return to MEM just before midnight the same day. Trip complete. Wait a few hours and do the same thing again, etc. So, when you’re senior, you get a line of those trips already built into a logical pattern often time to the same city. Junior lines have the trips more scattered with varied cities. Sometimes, if there are trips in open time, you can trip trade and massage a crummy line into something that works much better. That option will vary greatly month to month. So, a general answer to your question would be a junior line will look like someone through darts at the calendar and put a bunch of one or two day trips randomly throughout the month.
The 757 and 767 continue to grow. The draw of wide-body pay will probably mean more movement out of the 757 even as the fleet grows which will mean good progression if you don’t mind the lower pay. So, your fastest move to line holder will probably be on the 757. Any of the MEM widebodies will offer similar domestic flying and probably a shot at a junior, scattered line within a couple of years.
If you end up on the 777, expect to be on reserve or maybe bottom feeding secondary line holder (usually reserve too) for years. Things may start moving a little faster, but there are 10 year FOs on that aircraft still on reserve.
Not matter what; you’ll spend some time on reserve. 90 minute call-out in MEM
Reserve is 15 days in a (4-week) 28 day month, 19 in a (5-week) 35 day month. Reserve schedules are as follows:
777 – either one big block of R-days all in a row or two blocks (for a 4 week month)
The 5-week months have a few schedules with three blocks of R-days.
All other fleets have 1, 2, 3 or 4 blocks of R-days in their reserve lines.
The smallest number of days in a block is three (777 no less than 5/6).
As far as flying goes: domestic fleets out of MEM (757, 767, A300, most MD-11 flying) and IND 767 have a wide variety of schedules. Generally speaking, the more senior lines have a set pattern with longer periods of days off. Week on/Week off is a simplistic way to describe it, but that’s reasonably accurate. There are also 4/3 schedules like you asked about but my guess would be those would go junior. I think most pilots find that if they are working a night schedule, swapping from normal life to that every three days would be awful. I think that’s why there is some effort on the part of the line builders to put longer patterns of work with equally long patterns of days off.
Many of those work days are not a single trip, but a series of single day trips called hub turns. On a hub turn, you fly out around 0200-0400L, layover and return to MEM just before midnight the same day. Trip complete. Wait a few hours and do the same thing again, etc. So, when you’re senior, you get a line of those trips already built into a logical pattern often time to the same city. Junior lines have the trips more scattered with varied cities. Sometimes, if there are trips in open time, you can trip trade and massage a crummy line into something that works much better. That option will vary greatly month to month. So, a general answer to your question would be a junior line will look like someone through darts at the calendar and put a bunch of one or two day trips randomly throughout the month.
The 757 and 767 continue to grow. The draw of wide-body pay will probably mean more movement out of the 757 even as the fleet grows which will mean good progression if you don’t mind the lower pay. So, your fastest move to line holder will probably be on the 757. Any of the MEM widebodies will offer similar domestic flying and probably a shot at a junior, scattered line within a couple of years.
If you end up on the 777, expect to be on reserve or maybe bottom feeding secondary line holder (usually reserve too) for years. Things may start moving a little faster, but there are 10 year FOs on that aircraft still on reserve.
02-27-2016 | 04:34 PM
#1556
Gets Weekends Off
Joined: Nov 2006
Posts: 8,047
Likes: 0
From: 767 FO
02-27-2016 | 04:40 PM
#1557
Gets Weekends Off
Joined: Dec 2005
Posts: 311
Likes: 0
From: A300, FO
02-28-2016 | 12:51 AM
#1558
Line Holder
Joined: May 2005
Posts: 889
Likes: 0
From: Retired FDX MD11 Capt
What a great deal for new hires!
02-28-2016 | 09:16 AM
#1560
Line Holder
Joined: Jun 2011
Posts: 32
Likes: 0
From: Reclined
Since "newbies" are going into every fleet, there are a lot of answers to that question. Schedules and progression will vary widely depending on which fleet you’re hired into.
Not matter what; you’ll spend some time on reserve. 90 minute call-out in MEM
Reserve is 15 days in a (4-week) 28 day month, 19 in a (5-week) 35 day month. Reserve schedules are as follows:
777 – either one big block of R-days all in a row or two blocks (for a 4 week month)
The 5-week months have a few schedules with three blocks of R-days.
All other fleets have 1, 2, 3 or 4 blocks of R-days in their reserve lines.
The smallest number of days in a block is three (777 no less than 5/6).
As far as flying goes: domestic fleets out of MEM (757, 767, A300, most MD-11 flying) and IND 767 have a wide variety of schedules. Generally speaking, the more senior lines have a set pattern with longer periods of days off. Week on/Week off is a simplistic way to describe it, but that’s reasonably accurate. There are also 4/3 schedules like you asked about but my guess would be those would go junior. I think most pilots find that if they are working a night schedule, swapping from normal life to that every three days would be awful. I think that’s why there is some effort on the part of the line builders to put longer patterns of work with equally long patterns of days off.
Many of those work days are not a single trip, but a series of single day trips called hub turns. On a hub turn, you fly out around 0200-0400L, layover and return to MEM just before midnight the same day. Trip complete. Wait a few hours and do the same thing again, etc. So, when you’re senior, you get a line of those trips already built into a logical pattern often time to the same city. Junior lines have the trips more scattered with varied cities. Sometimes, if there are trips in open time, you can trip trade and massage a crummy line into something that works much better. That option will vary greatly month to month. So, a general answer to your question would be a junior line will look like someone through darts at the calendar and put a bunch of one or two day trips randomly throughout the month.
The 757 and 767 continue to grow. The draw of wide-body pay will probably mean more movement out of the 757 even as the fleet grows which will mean good progression if you don’t mind the lower pay. So, your fastest move to line holder will probably be on the 757. Any of the MEM widebodies will offer similar domestic flying and probably a shot at a junior, scattered line within a couple of years.
If you end up on the 777, expect to be on reserve or maybe bottom feeding secondary line holder (usually reserve too) for years. Things may start moving a little faster, but there are 10 year FOs on that aircraft still on reserve.
Not matter what; you’ll spend some time on reserve. 90 minute call-out in MEM
Reserve is 15 days in a (4-week) 28 day month, 19 in a (5-week) 35 day month. Reserve schedules are as follows:
777 – either one big block of R-days all in a row or two blocks (for a 4 week month)
The 5-week months have a few schedules with three blocks of R-days.
All other fleets have 1, 2, 3 or 4 blocks of R-days in their reserve lines.
The smallest number of days in a block is three (777 no less than 5/6).
As far as flying goes: domestic fleets out of MEM (757, 767, A300, most MD-11 flying) and IND 767 have a wide variety of schedules. Generally speaking, the more senior lines have a set pattern with longer periods of days off. Week on/Week off is a simplistic way to describe it, but that’s reasonably accurate. There are also 4/3 schedules like you asked about but my guess would be those would go junior. I think most pilots find that if they are working a night schedule, swapping from normal life to that every three days would be awful. I think that’s why there is some effort on the part of the line builders to put longer patterns of work with equally long patterns of days off.
Many of those work days are not a single trip, but a series of single day trips called hub turns. On a hub turn, you fly out around 0200-0400L, layover and return to MEM just before midnight the same day. Trip complete. Wait a few hours and do the same thing again, etc. So, when you’re senior, you get a line of those trips already built into a logical pattern often time to the same city. Junior lines have the trips more scattered with varied cities. Sometimes, if there are trips in open time, you can trip trade and massage a crummy line into something that works much better. That option will vary greatly month to month. So, a general answer to your question would be a junior line will look like someone through darts at the calendar and put a bunch of one or two day trips randomly throughout the month.
The 757 and 767 continue to grow. The draw of wide-body pay will probably mean more movement out of the 757 even as the fleet grows which will mean good progression if you don’t mind the lower pay. So, your fastest move to line holder will probably be on the 757. Any of the MEM widebodies will offer similar domestic flying and probably a shot at a junior, scattered line within a couple of years.
If you end up on the 777, expect to be on reserve or maybe bottom feeding secondary line holder (usually reserve too) for years. Things may start moving a little faster, but there are 10 year FOs on that aircraft still on reserve.
BP
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