Again...my impression was this was a pseudo desperation move to get the 767 Hong Kong domicile fleeted up with a minimum of fuss. The training syllabus we got approved, however, really didn't give any advantage to previously qualified guys. There were no waivers or changes to consolidation requirements. In fact, we don't even have an abbreviated 767 FO to 767 captain program--you get the full monty (at least when I was going through...). So--I think any advantage the company sought in hiring current/qualified 767 pilots was negated by training requirements. Remember that at the time we started with the 767, we didn't even have a working sim. I never touched a 767--jet or sim--until I flew one to Vegas with an LCA on my checkout. I didn't do a simulated 76 V1 cut until I'd been in the jet about 18 months and our first sim was on line. All our training was in the 75.

Now--we have two sims, and more to follow. I don't think the company feels as much pressure as they did 3 years ago about the time the requirement changed. Thus--speculation only--I really don't see them hiring guys with less than 1000 PIC unless there are some really odd circumstances. IF they have a shortage of volunteer new hires for CGN or HKG on our next bid, maybe they'd consider an FDA volunteer that was close but just shy of the requirements.

I will also add that the interview process has been brutal lately. There are plenty of good pilots who have been turned down. I don't think the company senses any "shortage" of pilots wanting to work here, so I don't think they will have any compulsion to lower requirements anytime soon.

All of this is purely one guy's opinion. I do not converse with the hiring folks, and deliberately keep my distance out of respect for what they do. Your sponsor or friends here who approach management probably have more precise and accurate info.

 

Appreciate the info! I doubt any of the “big boys” are going to have any trouble getting pilots in the doors anytime soon..but ya never know if ya don’t ask!

 

I was hired just over a year ago with 6 years to complete undergrad and a mix of turboprop and turbojet. I had an easily explainable gap in college due to life circumstances - luckily FedEx saw enough good on my resume to bring me in for a shot at the dream job.

 

When you reference the 1k TPIC you're talking the multi-engine 12.5k lbs and greater kind correct? I've pretty much written off FedEx because while I do have >1000 TPIC most of it is T-6 time(single engine <12.5K lbs). I do have several hundred hours of the heavy kind and am still accumulating more in the reserves but it's slow going and will be several years before I hit 1k at which point I think I'll be too heavily invested in my current job.

 

That exclusion my be completely unintentional on their part. Next guy to make it over to the school house should point that out to hiring staff. Hell, when I got hired they didn’t realize the E2 was carrier-based. Would have never been offered the Mad -dog if I didn’t point that out to them.


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Anyone on the inside that’s reading this or may relay it... I’m 2 here. I’ve got several thousands hrs however the circumstances I’ve found myself in currently prevent me from having a shot at FedEx (ie 1000 HTPIC, I’m halfway there, yet my turbine pic is well over). I’d gladly leave my major to given the opportunity to make the jump. However I realize my position and timing, and know that I may never have the chance and am always weighing the timing and opportunity cost. May be worth mentioning if you know someone.

Or maybe I’m just wishfully pondering.

 

yes, PIC in a large multi-engine aircraft (greater the 12.5k) though F-16 (single engine counts as it is greater then 12.5k). I don't know any other single engine over 12.5k. My time was in C-130s (hired 16 years ago) so I do not know how turbo-prop is entered into the current system.

 

What major are you going to leave to come here?

 

This situation applies directly to my personal situation so hopefully I can offer some insight on what I’ve learned.

Both my sponsors have spoken with HR and looking specifically at my time: 1000 F15c and 1000T6 nearly all of it PIC and more than half IP time, the answer they got from HR is T6 time doesnt count for any of it based on both weight and not being multi engine turbo prop. Even my 150 T37 hours don’t count due to weight despite the multi engine. Their advice to my sponsors and thus to me was get another 500 hrs of Eagle time and wait for the call/email.

Multiple pilot friends of my sponsors have asked HR and their respective system chief pilots on my behalf if they really want to exclude T6 hours and all of their conversations it is an intentional decision by HR to exclude that category not out of spite or anything, just the desire to have more emphasis on heavier weight aircraft. Hope that helps clarify.

Here’s to more Eagle time, or maybe a regional...

colt

 

I suspect you’d get it faster at the regionals.


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