MayFly135s

I'm also a previous 2007 applicant for "SECOND OFFICER" that is unable to submit a new 2007 "FIRST OFFICER" application or make updates.

Has anyone had success with getting buddies to walk in a new cover letter and updated resume? Since I am leaving the AF in a month I need to get the HR folks a new address...

Waborita

The million dollar question is WHY does UPS hire this way? Have they had any incidents or accidents with new F/O's without prior heavy int'l experience? Or high failure rates in the training on the MD11, A300, 747?

Does FEDEX assign class dates this way?

I know CAL hires right into the 777 and 757-767 and they don't seperate domestic and int'l seniority lists like UPS does. So they could have a 1 year RJ F/O who was an intern at CAL with 1500 tt flying the 777 int'l and it seems to work well there!

Any feed back would be appreciated.

exp96

You might want to check your sources. UPS has one seniority list.

Waborita

What I meant was A/C seniority lists. For example a 757-767 ,777, or 737 pilot at CAL will fly domestic and int'l there is no seperation of domestic vs intl. like at UPS.

1Seat 1Engine

I called one of my UPS contacts (a fighter guy) and he told me,"at UPS they want the abuse of the employees to start early in the employment process."

varrin

I've heard rumors that people with MD-11 time are sought after by UPS. I've been on the MD-11 for 6 years as an F/O / IRO and am typed in it (maybe 2500 hours or so) and, needless to say, have *lots* of ocean crossings, including currently regularly flying many of the routes UPS is flying in the -11 out of ANC. However, when I got this job, I didn't have 1,000 hours of PIC (jet / turboprop) and I'm not getting any right now. Because of that, the online app says I'm not qualified (technically true).

I'm probably one of a *very* few people with that unusual set of qualifications. I wonder, does UPS know it's excluding people like me, and do they intend to do that? If they really don't want me due to the lack of PIC time, that's perfectly fine, but I wonder if there's any way I could present that to someone in the hiring department to see if they'd be interested in at least interviewing me? Somoene have an address I can mail a letter to? I couldn't find one on the website and I'm certain that's intentional Maybe someone from UPS would have some insight???

V-

thestableone

Here's my FWIW on the online app. - - Looks like you can edit all you want to - - unless you completly fill in all the areas. As soon as you fill in the last box on the last page it seems to just boot you out. If you filled it all in and try to go back into the edit place it says "your app doesn't need any attention". So you better fill everything in right the first time.

viktorbravo

I for one think that requirement for oceanic crossings sucks. Flying the westpac, northpac, or NAT is about as easy as flying gets. If a person is proficient enough to fly 8 legs a day in and out of places like LGA, DFW, ORD, ATL, LAX, etc an ocean crossing would seem like a day off in comparison.

Many will disagree with me, but thats how I look at it.

iballdriver

i don't think it specifies "heavy", just transport category a/c. i think the kingair fits that description. the b-1900 does, as well as any 19 seat t.prop a/c.

Led Zep

I will agree that crossing the Atlantic and Pacific is not a very hard task to accomplish. However, when contingencies and abnormals arise, that is when it can become very challenging and very different from the domestic flying.

With that said, I don't think anyone is immune from learning how to do it. Not any different from learning anything else, all that is required is some reading and some training. I think a fighter guy, a heavy guy, and a guy hauling checks can learn it. In today's environment, I think the people being sought after are the ones who have already learned it and only need to learn the company-specific procedures that apply to it.