Quick answer: The large parcel carriers do not fly their own small aircraft into every city. They contract that work to independent feeder operators — and those companies are among the most accessible routes into turbine, scheduled flying for a pilot coming off instructing. Most of them fly the same two aircraft families, several participate in FedEx’s Purple Runway pathway toward the mainline fleet, and — contrary to the reputation cargo flying carries — a number advertise being home every day.
The catch is information. Almost none of them publish hiring minimums, which makes the network harder to plan against than it should be. This is a map of who flies what, where, and what to ask.
How the Feeder Network Works
A parcel network runs on a hub-and-spoke model. Freight consolidates overnight at sorting hubs, then has to reach hundreds of smaller cities that cannot justify a jet. That last leg is flown by regional operators under contract — independent companies, with their own certificates, aircraft and hiring, flying the parcel carrier’s freight.
For a pilot this is useful in a specific way: the operators are separate companies competing for pilots, several run defined pathways toward a major carrier, and the equipment is standardised enough that experience transfers between them.
Who Flies Where
The network divides geographically more cleanly than most people expect. Based on what each operator publishes:
| Operator | Territory | Crew bases | Fleet |
|---|---|---|---|
| Empire Airlines | Western United States | Hayden, Idaho | ATR 42, ATR 72, Cessna Caravan 208 and 408 |
| Mountain Air Cargo | Eastern US and the Caribbean | Indianapolis, Memphis, San Juan, Aguadilla | ATR 42 and 72, Cessna 208 and 408 |
| CSA Air | Upper Midwest, five states | Milwaukee, Cedar Rapids, Indianapolis, Sioux Falls | Cessna 208, Garmin glass panel |
Two things follow from that table.
First, geography is the main variable. If you want to stay in a region, that largely selects your operator. Empire covers the west, Mountain Air Cargo the east and Caribbean, CSA the upper midwest.
Second, the fleets overlap almost completely. The Cessna Caravan family and the ATR family dominate. That standardisation is genuinely valuable to you: turbine time in a Caravan is relevant at nearly every operator in the network, so experience does not strand you at one company.
It is also worth noting that Mountain Air Cargo holds both Part 121 and Part 135 certificates, which is a broader operating environment than a pure Part 135 feeder.
The Purple Runway Pathway
Several feeder operators participate in FedEx’s Purple Runway programme, described as a structured approach to pilot training and advancement leading toward the FedEx fleet. Empire Airlines and Mountain Air Cargo both reference it.
Pathway programmes of this kind typically formalise something that already happened informally — feeder pilots moving up to the mainline carrier — by adding defined criteria and support. For a pilot choosing between operators, participation is a meaningful differentiator.
It is also worth understanding precisely what it does and does not promise. Ask specifically: what are the entry requirements, what does the programme commit to, what does it require of you in return, and what is the realistic timeline given current hiring?
The equivalent on the other side of the industry is the UPS career path programme, which Ameriflight participates in.
The Quality-of-Life Point Worth Noticing
Cargo flying carries a reputation for punishing schedules, and much of it is earned — our guide to cargo feeder flying covers the split-duty day and circadian cost honestly.
But it is not uniform, and this is where the feeder network differs from the assumption. Both Mountain Air Cargo and CSA Air explicitly advertise flexible scheduling with pilots home every day and on weekends.
The reason is structural. Short out-and-back Caravan routes into regional cities return to base daily, unlike longer-haul freight flying. If schedule stability matters to you, this is a genuine differentiator between operators and worth asking about directly rather than assuming the worst.
The Information Problem
Here is the practical difficulty with this segment: most feeder operators do not publish hiring minimums. Of the operators reviewed for this article, only Ameriflight publishes detailed requirements by aircraft and seat.
That matters because Part 135 IFR pilot-in-command carries specific regulatory experience requirements — commonly cited as 1,200 hours total, 500 cross-country, 100 night and 75 instrument — and operators may layer their own requirements on top. Without published figures you cannot tell where you stand.
The workaround is straightforward but requires effort:
- Call or email recruiting directly and ask for current minimums in writing.
- Ask about first officer opportunities specifically. Some operators crew aircraft single-pilot and some do not, and that determines whether there is a low-time entry point at all.
- Audit your logbook against the sub-minimums — night, cross-country and instrument — before you apply anywhere.
- Ask how bases are assigned and how much choice you have.
What to Ask Any Feeder Operator
- What are the current published minimums, including the sub-minimum categories?
- Is there a first officer seat, or is the operation single-pilot?
- How are crew bases assigned, and can you request one?
- What does a typical duty day look like on your routes — and are pilots home daily?
- What happens operationally when a pilot delays or cancels for weather?
- What is the realistic upgrade timeline at current staffing?
- Which pathway programme do you participate in, and what does it actually commit to?
The weather question is the one that tells you most. Freight carries delivery commitments, and how an operator answers about cancellations reveals the culture you would be flying in.
Where This Fits in a Career
Feeder flying is the rung above the entry-level hour-building jobs. You generally arrive from instructing or another pathway with the hours and sub-minimums in place, and you leave with turbine time, multi-engine time, real instrument experience and Part 135 operational discipline.
That combination is what regional airlines and beyond are actually assessing, which is why the experience is so consistently well regarded. Add a formal pathway programme and it becomes one of the clearest routes available from general aviation into a major carrier.
For how it compares against the alternatives, see our overview of hour-building pathways.
All operator details above are drawn from each company’s own published information at the time of writing. Fleets, bases, programmes and requirements change — verify current details directly with each operator. This article is informational and is not affiliated with or endorsed by any company mentioned.
Frequently Asked Questions
What is a cargo feeder operator? An independent regional airline contracted by a large parcel carrier to fly freight between sorting hubs and smaller cities. They hold their own certificates, operate their own aircraft and do their own hiring, flying the parcel carrier’s freight under contract.
What is FedEx Purple Runway? A pilot pathway programme described as providing structured training and advancement toward the FedEx fleet. Several feeder operators, including Empire Airlines and Mountain Air Cargo, reference participation. Ask any operator directly about entry requirements, commitments and realistic timelines.
What aircraft do cargo feeder pilots fly? The Cessna Caravan family (208 and 408) and the ATR family (42 and 72) dominate the network. That standardisation means turbine time gained at one operator is relevant across most others.
Are cargo feeder pilots home every day? It varies by operator and route structure, but several — including Mountain Air Cargo and CSA Air — advertise flexible scheduling with pilots home daily and on weekends. Short out-and-back regional routes return to base each day, unlike longer-haul freight flying.
Why don’t cargo feeder operators publish hiring minimums? Most simply do not, which makes the segment harder to plan against. Ameriflight is a notable exception, publishing detailed requirements by aircraft and seat. For the others, contact recruiting directly and ask for current minimums in writing.
What experience do you need for Part 135 cargo flying? Acting as pilot-in-command under IFR in most Part 135 operations generally requires 1,200 hours total, 500 cross-country, 100 night and 75 instrument, and operators may add their own requirements. First officer positions, where they exist, can have considerably lower entry points.
