I think you're referring to the layover away from MEM/IND, waiting to return that night (and not the ~midnight-ish to ~0300 sit back in MEM/IND). Since we usually arrive at the out station as the sun is rising and don't leave until 8-10 pm, that's anywhere from a 12-16 hour layover on average. That would be a long time to spend in a recliner.

Any layover longer than 4 hours (5 hours in some limited circumstances) requires a hotel. We're pretty civilized in that regard. FedEx places some value on high quality hotels with good facilities and a staff that attempts to help facilitate our rest during the day. That's not so much for our benefit; that gives them the best chance for the cargo to move reliably.

On the turn, back in the hub you're turning through, the down time typically runs 3-ish hours plus/minus. There are sleep rooms in MEM and IND with real beds, showers, linens/towels, etc. available to most pilots who want one.

 

Thanks Adler, makes sense, that's what I was hoping.

 

Does anybody know if FedEx is as particular as Delta is when listing their name on a resume? For example Delta wants it Delta Air Lines (2 words in Air Lines). Does FedEx want FedEx or FedEx Express?

 

How long are you seat locked or type locked once you bid to a particular airplane?
Other than HKG or CGN are there base locks?
Any estimates on reserve length of time in MEM for 757 vs 767?
Any particular airplane(s) with more challenging training? I like easy

Thanks for the info!!

 

I would put FedEx Express because the "aircraft" side of things is Express but I haven't heard of anyone getting chewed out at a job fair over it

 

No lock for upward bid. i.e. NB FO to WB FO
First lateral or down bid from current seat - allowed after 24 months

I can't tell from our new contract whether a Base transfer to the same aircraft has any restrictions. Maybe someone else knows.

Memphis 757 pilots hired Aug/Sep 2015 are getting bottom lines or secondary lines with flying (as opposed to secondary line with only reserve).

No valid data points for Memphis 767. Bottom guys actually on the line flying there now were hired over 4 years ago. Junior schedules are flying lines or secondary lines with flying. Reserve is slightly senior to that.

There has been a training backlog in those fleets due to sim availability. I don't know if that has been fixed.

The 757 fleet is supposed to get 13 more aircraft between May 2015 and May 2016 (a 17% increase). 767 is supposed to go from 15 to 30 in the same time frame. I don't know if all those 767s are going to Memphis or if there are any slated for IND or HKG.

It would seem like movement due to increased flying and hiring would make schedule QOL improvement on either fleet a reasonable expectation within the first year or so (assuming sims issues get sorted out and you can actually GET to the line).

I think any competent pilot can handle any of the training courses here. I think the relative difficulty of each course is going to vary widely based on the pilot and his background. Can't speak to the A300 specifically - I've never heard anyone really complain about flying it. Boeings are generally more forgiving than the MD-11 as far as flying goes, but not enough to intentionally avoid it. Boeings are less automated (777 less so than 757/767), so certain tasks have more steps or a just a little more complicated than on the MD-11. On the Boeings and MD, there is an effort to avoid memorization for the sake of doing so. If you can't control or affect a certain aspect of a system, it's not emphasized. Memory items are reasonable and expected systems knowledge is operator oriented. Sims are top notch, good training aids and syllabi are generally logical and building block style.

 

Thanks, Adlerdriver. Great info!!




Sent from my iPad using Tapatalk

 

03MAR2016 VP Update:


Moving forward, Pilot hiring will lead to many opportunities for all FedEx Pilots, whether through seat upgrade, additional flying opportunities or simply seniority enhancement. Without a doubt,
staffing challenges can and will be overcome largely because of the continued willingness of this Pilot group to remain flexible and help keep the operation running smoothly. A large, upcoming system bid is just around the corner and will create even more hiring opportunities than previously communicated. The bright business outlook, combined with Pilot hiring and upgrades, is setting the
stage for a very bright future for FedEx Flight Operations. Thank you foreverything you do to keep our operation Safe, legal and reliable.

 

I'm curious, with all the rumors about large scale hiring, has FedEx ever had a hiring spree like this before? (last 20 or so years?)

 

2004-2006 was last giant hiring spree.. Nearly 1000 new hires.