In episode 4 of our Retirement Education Series podcast, we talk with Captain Pat May (Negotiating Committee Chairman), Captain Ben Douglas (Retirement & Insurance Chairman), and Captain Kevin Biggins (Retirement & Insurance Vice Chairman).They discuss economic and non-economic risk that is associated with both a DC and a DB plan. They discuss inflation risk, longevity risk, investment risk and bankruptcy risk.
In this episode of our podcast, we talk with Council 22 Secretary-Treasurer and Block 7 Representative, First Officer Brian Wald. Brian discusses his background, his union experience, his motivation for becoming a MEC Representative, volunteerism, the pilots’ role as we go into negotiations, the upcoming online survey this fall and the importance of pilot participation, the COVID pandemic, preparations for Contract 2021, and the understanding that We Are ALPA.
In Episode 3 of our Retirement Education Series podcast, we talk with Captain Ben Douglas, R&I Committee Chairman and Captain Rich Brown, Negotiating Committee Member. They discuss the history of the defined benefit and defined contribution plans at FedEx and the advantages and disadvantages of the defined benefit and defined contribution plans.
In Episode 2 of our Retirement Education Series podcast, we talk with Captain Ben Douglas, R&I Committee Chairman and Captain Rich Brown, Negotiating Committee Member. They discuss qualified and non-qualified plans, what qualified and non-qualified plans we have and the formulas associated with our defined benefit and defined contribution plans.
In this episode of our podcast, we talk with Council 7 Secretary-Treasurer and Block 8 Representative, Captain Nick Bolander. Nick provides an update on preparations for Contract 2021 during the COVID pandemic. He also discuss the pilots’ role in Section 6 negotiations, recent union wins, the online web-based survey coming in the fall, pilot participation, “My Union Speaks for Me” and pilot unity.
In this episode of our podcast, we talk with MEC Chairman Captain Dave Chase, MEC Vice Chairman Captain Bill Hubbell, and MEC Secretary/Treasurer First Officer Don Loepke. They provide an update on the coronavirus and its impact on flight operations, discuss coronavirus testing sites, business necessity jumpseats, issues with the Crew Travel desk, results of our latest phone survey, and preparations for contract 2021.
In Episode 1 of our Retirement Education Series podcast, we talk with Captain Ben Douglas, R&I Committee Chairman and Captain Rich Brown, Negotiating Committee Member. They discuss the retirement education series, why we are talking about retirement now, different types of retirement plans to include defined benefit plans and defined contribution plans.
In this episode of our podcast, we talk with MEC Vice Chairman Captain Bill Hubbell. Bill discusses his first days in office as MEC Vice Chairman, his background at FedEx and previous union experience, his previous role on the Coronavirus response team, his current role as MEC Vice Chairman, preparations for Contract 2021, and volunteerism.
In this episode of our podcast, we talk with MEC Chairman Captain Dave Chase. Today marks Dave’s first day in office as MEC Chairman. Dave discusses his role as he moves from Vice Chairman to Chairman, challenges and opportunities, operating during the coronavirus pandemic, preparations for Contract 2021, the ongoing phone survey and upcoming retirement education.
In this episode of our podcast, we talk with MEC Vice Chairman Captain Dave Chase. Dave discusses PDR question trends related to the coronavirus pandemic, creating working groups with the Company to help resolve issues, PPE (personal protective equipment) availability, social distancing, aircraft cleaning, training in this current environment, training building protections, different country testing procedures and COVID-19 testing.
In this episode of our podcast, we talk with MEC Chairman Captain Pete Harmon, MEC Vice-Chairman Captain Dave Chase, and Negotiating Committee Chairman Captain Pat May. Throughout this podcast, they discuss the coronavirus pandemic, the recently released China Flying OIM (Ongoing Implementation Measure), the importance of submitting PDRs, transit hotels, hotel confinement, fatiguing flight sequences, jumpseating and other issues related to the flight operations during the coronavirus pandemic.
In this episode of our podcast, we talk with Captain Pat May, Negotiating Committee Chairman and Captain Rich Brown, Negotiating Committee Member. They discuss the recently released Negotiating Committee communication regarding the Section 24 OIM (Ongoing Implementation Measure). Throughout this podcast they discuss why we have OIMs, the OIM process, highlights of this particular Section 24 OIM, what changed for FDA pilots, the difference between a notional and an actual award, the Micro System Bid and some new terminology.
In this episode of our podcast, we talk with Captain Walt Owen, Training Committee Chairman. Walt discusses his background, his union experience, the role of the Training Committee, the Training Review Board (TRB), the Enhanced Oversight Program (EOP), the Proficiency Enhancement Partnership Program (PEPP) and the importance of providing feedback in the training environment.
In this episode of our podcast we talk with Captain Mark Stafiej, Trip Services Committee Chairman. Mark discusses his background, his union experience, what the Trip Services Committee does, the importance of submitting PDRs and INSITE reports, the hotel inspection program and selection process, ground transportation and catering.
In this episode of our podcast we talk with First Officer Kandy Bernskoetter, Pilot Assistance Team Hotline (PATH) Chair. Kandy discusses the importance of the Casualty Assistant Liaison (CAL) program, why it’s important to assign a CAL, and adding or updating your emergency contact information.
In this episode of our podcast we talk with First Officer Kandy Bernskoetter, Pilot Assistance Team Hotline (PATH) Chair. Kandy discusses her background, her union experience, her role in bringing the PATH committee to FedEx pilots, what the PATH committee does, PATH training, why you should call PATH and how to call PATH.
In this episode of our podcast, we talk with Captain Ben Douglas, R&I Committee Chairman. Ben discusses the upcoming Annual Open Enrollment window, the Memphis Benefits Fair and Benefits and Retirement Seminars in ANC, IND and LAX.
In this episode of our podcast we talk with Captain Bill Hubbell, Strategic Preparedness Strike Committee (SPSC) Chairman. Bill discusses his background, his union experience, his role as LEC 79 (Anchorage) non-status representative and Secretary-Treasurer, the Strategic Plan, Contract 2021 preparations and volunteerism.
In this episode of our podcast we talk with Captain Nick Bolander, LEC 7 Secretary Treasurer/Block 8 Representative. Nick discusses his background, his union experience, the pilot mentoring program, his role as Block 8 rep, Contract 2021 preparations, pilot input in negotiations, the PDR, engagement and unity.
In this episode of our podcast we talk with Captain Kevin Biggins, Retirement & Insurance Committee Vice Chairman. Kevin discusses the Anthem Health rewards program.
In this episode of our podcast we talk with Captain Vic Tansey, Membership Committee Chairman. Vic discusses his background, his lengthy union experience, pilot hiring, the retiree recognition program, the pilot mentoring program, volunteerism and unionism.
In this episode of our podcast, we talk with Captain Pat Meagher, Family Awareness Committee Chairman, who discusses his background, his union experience, pilot mentoring, various family awareness events, building unity, volunteerism and unionism.
In this episode of our podcast, we talk with Captain Bill Secord, Legislative Affairs Committee Chairman who discusses his background, educating lawmakers on pilot issues, the importance of Call to Actions and ALPA’s Political Action Committee (PAC).
In this episode of our podcast, we talk with Captain Ben Douglas, Retirement & Insurance Committee Chairman, who discusses his background, the pilot volunteers and ALPA staff on his committee, Retirement Seminars, recent changes to our pharmacy benefit, annual benefit enrollment dates, and the Pilot Retirement Savings Plan (PRSP).
In this episode of our podcast, we talk with Captain Chris Wood, Grievance Committee Chairman, who discusses the grievance process and various other topics related to his committee.
In this episode of our podcast we talk with Captain Pat May, Negotiating Committee Chairman and discuss his background at FedEx and with ALPA. He also provides a brief introduction to the members of this important committee.
In this episode of our podcast, we discuss various topics with MEC Chairman, Captain Pete Harmon and MEC Secretary/Treasurer, First Officer Don Loepke.
In this episode of our podcast we continue our conversation with Negotiating Committee Chairman Captain Pat May as he discusses negotiations related to Ongoing Implementation Measures (OIM), Training Activity Display (TAD) and Training Support (TSUP).
Communications Committee Chairman Captain Chris Lee speaks with Negotiating Committee Chairman Captain Pat May for an update on the ongoing Retirement project in the first episode of the FDX ALPA Podcast series Fly By Night.
Pilot Data Report (PDR)
We understand the importance of open communication between you and your union and we are always working to advance the way we interact with our members. We are excited to tell you about a new addition to our Quality of Life Initiative, an online tool called Pilot Data Report (PDR). The PDR is a web-based system accessible from your desktop, smartphone or tablet with identifying information, drop-down menu categories, a comment box and a place to attach supporting documents. Once logged in, the system will populate much of your information such as name, employee number, seat position and aircraft. When you make your selection in the drop-down menu, the system will send your report to the appropriate committee or resource within the union for action.
It is our hope that the PDR will become a useful and convenient place for you to communicate with your union on a variety of topics. Should you experience any problems on the line or simply just want to communicate with us, click anywhere you see the PDR logo to access the system and fill out a report. You can also find the PDR here and bookmark the web address.
As we get more and more reports from you, the PDR will allow us to track problem areas and trends that are occurring or reoccurring. This is just one more tool in the toolbox to enhance our working quality of life while enhancing our communications.
Our goal is to always find better ways to hear from you. While this new system has been tested extensively prior to its launch, we will continue to make any tweaks necessary to improve this process.
Please keep in mind, the user experience will improve with higher participation rates, so please utilize the PDR system. Your feedback is greatly appreciated.
In a recent Quality of Life communication we briefly touched on the secondary line system and we would now like to expand on this topic.
In an effort to clear up a misconception that some pilots seem to have, the current secondary line system fiasco many of you are now experiencing belongs to the Company. Due to the current chaos surrounding the “upgrade” and its results, one could well imagine the Company would like our pilots to believe otherwise.
We were only allowed to beta test the system for the Company and provide input. During that testing we discovered and relayed to the Company that the system was fraught with programming issues. We felt it was imperative that the Company provide pilots with, at a minimum, a clear user guide to include a list of definitions. After it was turned on for the HKG, LAX and IND bases, we recommended that any outstanding issues be worked out before the system was rolled out to additional bases. Our recommendation was discounted and the rollout continued. The upgrade was simply not ready for systemwide implementation.
Obviously, the Company felt otherwise.
Although the Company may not be violating any CBA provisions, it has certainly not garnered the enthusiasm they wanted and needed. It is simply not ready. As pilots, we like to know the rules, but how can we know those rules when the Company refuses to provide any guidance or take any ownership? This product and the lack of a helpful user guide would never pass muster or quality control if FedEx was offering it to its clients and consumers. We ought to expect the same ‘professional’ treatment as our quality of life depends greatly on the schedules that come from systems such as this.
In the absence of a user guide from the Company, we are providing you with the attached Guerrilla Guide to the Secondary Line System. As we move into Peak, this is our attempt to provide you with some helpful guidance as to how we understand some features of the current upgrade. We are doing it to fill an obvious void created by the Company. Hopefully, in the future, the Company will stop ignoring the chaos this upgrade has created and at least provide all of us, at a minimum, a detailed and in-depth Company user guide for its own upgrade. We are standing by.
As part of our Quality of Life Initiative, we would like to highlight a couple of benefits that we believe you should consider during this open enrollment period. Please note, the annual open enrollment period for FedEx benefits opened on October 18, 2018, and runs through November 1, 2018.
FDX MEC Long-Term Disability: Special Enrollment Period, November 1-December 31, 2018
We have negotiated a substantial reduction in premium costs, which complements and greatly enhances the total long-term disability (LTD) package offered by the corporation and the union. This plan provides 17 percent of pre-disability income, and that benefit is not subject to federal income tax or most state income tax as well. During the special enrollment period, Evidence of Insurability (EOI) is NOT REQUIRED with proof of an approved FAA physical.
ALPA Critical Illness & Accident Insurance: Year-Round Enrollment Begins November 1, 2018
Critical Illness and Accident Insurance are two separate plans that provide a cash benefit payout that when used with the wellness benefit, can reduce your payments to little or nothing. For example, if you are married with two children, elect Accident Insurance, and obtain the max wellness credit (by submitting an annual wellness exam for you and each covered dependent), your monthly premium would be $5.24 a month.
Yes, we know this sounds too good to be true but please reach out to the R&I Committee (901-752-8749 or FedEx-R&IChair@alpa.org) for further details.
There are multiple covered accidents that qualify for benefits under this plan. For example, if you have an emergency room visit, the plan will pay you $300. If a covered participant fractures their leg, the cash payout would be between $2,500 and $5,000.
A s you can see, we believe these benefits will greatly enhance your quality of life. For more information, please see this recent communication, which provides more detail, or call the FedEx ALPA office at 901-752-8749 and ask to speak with a benefits specialist.
You hear us say this all the time, “no data, no problem.” The Company has created a system where we have to fill out time-consuming reports and forms to validate what we know to be a problem.
Is there any doubt when ground transportation does not show up on time or does not show up at all? Is there any doubt when a pairing has unrealistic times associated with it, either the leg itself or the turn? What about trips that were diverted, revised, or a million other things the Company altered that caused a problem?
But yet, we still have to fill out a report to prove there was a problem. Remember, “no data, no problem.”
The Company has built a system of reports and forms so that we can let them know when there is a problem. Yet, time and time again after we do, nothing gets changed. We often hear from pilots that a report was filled out, but they never heard anything back or received any feedback.
Why do these reports and forms have to be excessively difficult to complete? Why do they have to be confusing and inconvenient? This picture comes to mind for some when filling out Company reports.
Company reports are the equivalent to a retail store’s rebate system. Why do stores provide rebates instead of just putting an item on sale? If we are purchasing a $1,000 pool table and the store has a rebate for $200, why doesn’t the store just sell the pool table for $800 in the first place?
Here’s why. Up to 60% of all rebates are never redeemed. These businesses know that only a certain percentage of people are going to take the time to go through what is typically an inconvenient, sometimes complicated, time-consuming task required to accomplish the rebate process. The result is the store is able to keep their price point for the pool table high (it remains a $1,000 product) and only refund those customers who successfully completed the rebate procedure.
Let’s compare this to filling out a Company report. Frankly, the Company knows that a certain number of pilots are just not going to take the time to fill out these reports. Let’s say that eliminates 60% of the pilots. That leaves 40% who might actually take the time to fill out the report. The pilot actually tries to go to PFC to fill out the Company report and experiences a technical issue; the PFC website is down, you can’t get a computer to work in AOC or you attempt to fill out the report multiple times only to get kicked out of the system each time. How often have those failures happened lately? Well, that just eliminates more pilots; let’s say another 10%. Now out of the 30% of pilots who are left, some realize the reports are too complicated or time consuming and 10% more give up. You can see that now there are only a small percentage of pilots left who are actually successful in filling out these reports to notify the Company of a problem.
As a result, the Company can make claims like we don’t have any Insite reports or only 20% of pilots have this or that issue. Then they can also make claims that they have industry-leading programs that might not be so industry leading.
Again, “no data, no problem.”
Please don’t let these complications we write about above deter or stop you from filling out these reports as these are the games we have to play to try and improve our quality of life. When you are successful, we ask that you send us a copy.
Have you flown economy class lately on a deadhead that exceeded 5 scheduled block hours? How about on a deadhead with 10 or more scheduled block hours?
Have you noticed that when a higher class of service is authorized for your trip the Company delays and purchases your ticket much later, which oftentimes causes you to be waitlisted for the higher-class ticket?
These are more examples of the games the Company plays with our quality of life. Efficiency gains for the Company always trump a pilot’s quality of life.
Due to Company shenanigans when booking our deadhead tickets, we are forced to spend a lot of our time—time for which we are not paid—searching for the correct class of service. All it would take is for the Company to do the right thing and book our deadheads early and at the correct class of service before the only available seats left to book are economy class. When a higher class of service is contractually mandated, the Company should simply purchase your deadhead tickets without delay.
Additionally, there would be no reason to waitlist us if the Company did not wait to list us in the first place.
Have you ever asked the Company why our deadheads are sometimes in economy instead of a higher class of service in accordance with the CBA? And then received the following response: “We do not chase class of service.”
This article poses many questions, but the biggest question we would like to ask you is this: Do you think the Company chases class of service downward to economy when booking our deadheads?
So do we.
On September 14, 2013, the Company wrote an article in their On The Radar series titled “PIBS Might Sound Good in Theory, but . . .”
In that article, the Company wrote:
“This leads us to one of the last remaining rationales for refusing to even consider PIBS at FedEx: a perceived lack of trust.”
They also wrote:
“We are not asking for your blind trust when it comes to PIBS; we never would.”
Currently, one of the top complaints we receive from pilots is the elimination of reserve lines in the bidpacks across all fleets. Pilots who until recently were able to hold reserve lines are now being forced into the secondary line system. The secondary line system is an opportunity for the Company to show us how good PBS could be only if we would embrace it.
The Company appears to be playing fast and loose with concepts like known reserve days. There appears to be competing factions within the Company where one group is eliminating reserve lines in order to increase their reserve utilization numbers, and another group is interpreting known reserve in a way that also decreases reserve lines in the bidpack and again forces pilots into the secondary system.
Even though we are a few years away from Contract 2021, it is very important to remember that the same Company that wants you to trust them for PBS is the same Company that has now eliminated many of your reserve lines and made the new secondary line system a failure for many.
And now for a final quote from the Company:
“The Company has been clear that is has no intention of unilaterally imposing a set of parameters resulting in the kind of significant dissatisfaction described . . . or any other set of parameters for that matter.”
So, if you are one of the many pilots who used to hold a reserve line but now can’t because of the Company’s unilateral decision to wipe out your reserve lines, trust us, we just want you to know that we hear your significant dissatisfaction!
Please watch for continued communications regarding issues that impact our Quality of Life.
On a recent trip, the Company published a pairing with a revenue leg, followed by a deadhead at the end. The pairing was scheduled with a duty time of 13 hours and 55 minutes. The scheduled Day duty limit is 13:00 (Section 12.C.4.a.). However, Section 12.C.4.g.ii, Deadhead Following Revenue Flight, states “If the duty period began in the day or night period, the entire duty period may be scheduled up to 2 hours beyond the scheduled limitations in Section 12.C.4.a. or b., in order to accomplish the deadhead.” This results in a scheduled limit of 15:00 hours for Day duty and 13:30 for Night duty.
Section 12.C.4.i. states “If a pilot is scheduled to deadhead to base after revenue flying, and his duty period exceeds 10 hours, he may obtain a hotel room at Company expense, in order to take a later flight, as provided in Section 5.B.1.f.”
Section 5.B.1.f. states “at the conclusion of the revenue portion of a trip, at the pilot’s election, when the final duty period of that trip exceeds 10 hours and the pilot is scheduled to deadhead by air to his base as the concluding segment of the trip.
i. The room shall be located in the city in which the revenue portion of the trip terminates and the deadhead is scheduled to originate.
ii. The pilot is responsible for maintaining his eligibility and legality for a subsequent assignment.
iii. Unless operational circumstances preclude it, CRS shall assist the pilot in making his reservation at the contract hotel, or, if unavailable, at another comparable hotel in the same city.
iv. Deviation from scheduled deadhead procedures as referenced in Section 8.C.1.h. (End of Trip Deviation) shall be followed.”
Therefore, if the final duty period exceeds 10 hours, and you comply with Section 5.B.1.f. then you can get a hotel room. However, no adjustment will be made to your pairing as this is a deviation. Contact CRS and cite the applicable CBA language, and if necessary, contact the Duty Officer. In this crew’s case they did everything right. They contacted CRS and the Hotel desk for assistance with their requests and had the information placed on the trip pairing. Additionally, they filled out Fatigue and Insite Reports and passed their information to FDX ALPA via the SIG and Fatigue Committees.
If you have any contractual concerns, please contact FDX ALPA Contract Enforcement at Fedex-Enforcement@alpa.org.
How Can a Pilot Receive a No Show for a trip despite being unaware that it was assigned to him?
When a pilot submits a bid line adjustment for general make-up, the pilot is responsible for any make-up assignment that complies with his submission (25.L.6.b.v.). CRS shall notify a pilot via VIPS that the submission has been accepted or denied (25.L.1.a.). If the notification is not closed out by the pilot, CRS may attempt to notify via a telephone call. Removal from the trip as a No Show is the likely result if the pilot cannot be contacted. We encourage you to check your crew notifications and remember to withdraw a submission for general make-up when you are no longer available. If you have any questions, please contact FedEx-Enforcement@alpa.org.
Did you know that seat selection fees are allowable/reimbursable expenses (8.C.3.a.iii.)?
The fee is limited to the greater of $40 per flight segment or $80 per positioning sequence. The pilot must charge the fee(s) to the Company issued travel card and provide the receipt.
Did you know a pilot who declines substitution (SUB) before the showtime of the original trip (i.e., the trip or series of trips that actually created the SUB eligibility) can make up the credit hours at 125% of the pilot’s normal pay rate? This is making an election for open time priority or for short, OTP (Sec. 25.H.11.). A pilot in OTP is pay protected for the trip guarantee of the original trip for the remainder of the bid period in which the trip began plus three additional bid periods, a full bid period increase from the 2011 Agreement. The trip guarantee for the original trip is deducted from the first paycheck after the pay protection ends (Sec. 4.N.1.). The ideal result is the pilot takes advantage of OTP and makes up the credit hours before the pay protection ends. Sometimes life gets in the way and we cannot obtain the ideal result, but don’t worry. The credit hours not made up before OTP expires are available for general make-up (Sec. 25.L.4.).
Please contact FedEx-Enforcement@alpa.org if you have any questions or concerns regarding the CBA.
A quality of life enhancement in the 2015 CBA is Section 12.A.8., which reduces trip extensions by 12 hours compared to the previous language. Domestic trips can be extended 36 hours and international trips 84 hours into time previously scheduled free from duty at base. Please note that the 36/84 limit may be exceeded due to maintenance or weather disruptions particular to the pilot’s specific flight, but only to that limited extent.
Critical Period Pay
One of many pay enhancements in the current CBA are the Critical Period Pay Events (Section 4.GG.). This language applies to all domestic trips, regardless of the assignment code. Also, it is paid in addition to other compensation. There are four situations that qualify for the Critical Period Pay.
- Critical Period Departures
Following flight deck duty that operates anytime in the critical period, if a pilot has an intermediate stop at a facility other than AFW, CDG, EWR, IND, MEM, or OAK (or other like facilities as agreed upon by the SIG), that is greater than 2 but less than 4 hours (from block-in to block-out), the pilot shall be paid 1.5 CH. This event shall not apply to trips that depart base in the critical period and return to base in the same
duty period (out and backs).
- For any duty period that begins in the critical period, a pilot shall be aid 1.5 CH for each landing in excess of 2 in that duty period.
- For any duty period that begins in the critical period, if a trip departs from base and returns to base in the same duty period, and blocks in after 10:15 LBT, the pilot shall be paid 1.5 CH.
- For any flight deck duty period that operates in the critical period, and has a flight in excess of 4:30 block hours, the pilot shall be paid 3 CH for each subsequent flight in that duty period.
Please contact Fedex-Enforcement@alpa.org if you have any CBA questions.
Please note that Section 25.C.12.f. (trip or R-day block conflict with recurrent training), and 25.E.4.b.i.(a)(1) – (4) (secondary line holder designation of number of vacation days) have not been implemented. To view the Implementation Schedule posted on the FedEx MEC home page, please click here.
A pilot’s current bid period schedule, including carryover, takes precedence over a subsequent bid period schedule. Any trip that conflicts with carryover (including a previously removed carryover trip) will be dropped as CIC (Carry-in Conflict) and is eligible for make-up. If your new trip is greater than 120 hours TABF, you may request to keep this trip on your line if the carryover trip is less than 72 hours TAFB or 3-day block (Sec. 25.F.3.a.).
When bidding vacation with carryover, remember that carryover conflicts will cause the trip in the new bid period to drop out before the vacation period is considered. This means that if you bid a long trip in your next month’s vacation week, and if this trip is also in conflict with carryover, the trip in the new bid period will be dropped for the conflict before it is dropped for vacation.
- In January, suppose you have a carryover trip (into February), but the trip is dropped owing to a January vacation. When you bid for February you MUST remember to bid to de-conflict (if that is your wish) with the carryover trip even though the trip has been dropped. Otherwise any trip in conflict with that trip will be dropped as CIC.
- In another scenario, suppose you have a January carryover trip (into February) and you have vacation in February, but the vacation does not conflict with the carryover trip; however, the carryover trip is in conflict with a trip on your February line. In addition, the February trip is also in conflict with your vacation. What knocks out the February trip, the carryover trip or vacation? Answer = the carryover trip.
Vacation days are considered work days for minimum days off protection.
Please contact email@example.com if you have any CBA questions.
Section 8.C.3.a.vi. provides additional flexibility in deviation travel. If your deadhead ticket has been booked in economy class and you are scheduled for less than 16 hours of duty but more than 10 hours of scheduled block, you may deviate to obtain a higher class of service on another carrier.
Under these circumstances, your Deviation Bank shall be credited with 130% of the Established Fare on the scheduled deadhead route, and your deviation travel is not required to match the scheduled routing. Please keep this in mind as an option for deviating and contact ContractEnforcement (FedEx-Enforcement@alpa.org) with any questions regarding this provision or Section 8 of the CBA.
If a management pilot bumps a line pilot from his scheduled trip or a portion thereof, the line pilot shall receive the scheduled credit hours and deviation credit, if any, for the trip or portion thereof. Consequently, duty should not be added in place of the bumped trip or portion thereof. (Section 9.A.2.)
Whether continental or intercontinental, a pilot who deviates from deadhead travel at the beginning
of a trip may check in at the contract hotel a maximum of 2 days early. (Section 8.C.3.d.iii.) The
umber of days was increased with the 2015 CBA. This hotel use is a deviation expense and is
charged to your bid period deviation bank.
Please contact Fedex-Enforcement@alpa.org if you have any contract concerns.
Did you know a reassignment trip (RAT) is triggered if the assigned/awarded trip is revised to:
- show at least 4 hours earlier then the original scheduled trip. (Section 25.H.2.b.)
- release at least 4 hours later than the original scheduled trip. (Section 25.H.2.b.)
Once offered a RAT, the pilot can request 30 minutes from CRS to decide to accept or decline the offer. The 30 minutes may be granted if time allows. If the showtime is within 1:30 hours, the pilot must accept or reject the offer upon notification. (1999 CBA Appendix C, Reassignment Trip Offer)
- If a RAT is declined, the pilot is placed into Substitution for the original trip. (25.H.10.b.ii.)
- If a RAT is accepted, the pilot will be paid the higher of the trip guarantee of the original assigned trip at straight pay or the trip guarantee of the RAT at 125% pay. (4.M.1.)
- RAT assignments are not eligible for disruptions as described in Section 25.S.2. or extra duty periods as described in 25.V
- A pilot may trade a RAT, but will only receive the trip guarantee for the trip(s) assumed from the trade. (25.H.10.b.iii.)
- If, after accepting a RAT, a pilot calls sick for the RAT, the pilot is compensated the trip guarantee for the RAT at straight pay. The Company will deduct the same value from pilot’s sick bank. (4.M.3.)
For a Substitution Decision Tree involving RAT, click here.
Please contact firstname.lastname@example.org if you have any contract concerns.
- Bidding a line after your first full bid period post-activation, and
- Did not have a custom line in the first full bid period after your activation
- Not projected for a timely consolidation (using one projected-accrued block hour per remaining non-extension consolidation day)
Example: Pilot activates in his new crew position at the beginning of the May bid period. The pilot fully participates in bidding for a line for the June bid period and receives a Regular, Secondary, or Reserve line for June. If the pilot is not on track for consolidation at the close of bidding for a July schedule, he or she will be subject to the bidding limitations discussed below.
The applicable bid restrictions are as follows:
- The pilot may be awarded a regular line provided that the line includes at least 30 scheduled block hours, or is in the top 50% of the lines in that base in terms of scheduled block hours. The pilot will not be awarded such a line if he doesn’t bid it or lacks the seniority to hold it. This is not a “super-seniority” provision for non-consolidated pilots.
- The pilot may be awarded a secondary line with bidding preferences/priority determined by the SIG/SLWRG, but the pilot may not voluntarily use standby trips, reserve blocks or relief flight officer trips as part of his or her construction. Again, this is not a “super-seniority” provision for non-consolidated pilots.
- The pilot may be awarded a reserve line only if he or she can’t be awarded a Regular or Secondary Line (as described above).
Please contact email@example.com if you have any contract concerns.
Do you know the timeframe for filing a grievance? (20.B. – Filing of Grievance)
- A grievance must be filed with the Company within 60 days following the date the pilot gained knowledge of the event that is the issue of the grievance.
- The 60-day period shall be extended to 90 days, if the pilot has written evidence within the 60 days that he or she tried to resolve the issue with flight management or FedEx Labor Relations during the same 60-day period.
- A grievance may be filed beyond the 60-day limit:
- if the grievance arises from a bookkeeping or clerical error, that does not involve a dispute of the Company’s interpretation or application of agreements between ALPA and the Company; and
- the grievance can be definitively resolved by reference to Company records.
Please contact Contract Enforcement within the timeframe to file a grievance in order to preserve time limits as well as investigate the facts. Oftentimes a resolution is reached without the filing of a grievance.
This communication concerns the subject of pilots being payroll deducted due to missing, incorrect or late expense report receipts. Section 5.A.7. of the Agreement provides that “An expense report shall be submitted within one bid period to document expenses incurred during the preceding bid period.” Likewise, Section 8.C.5. provides, “Any time an expense is charged to a Company-issued Travel Card, a deviation ticket is purchased, or a deviation expense is incurred, an expense form shall be submitted, with appropriate original receipts (or electronic reproduction thereof)”, and “Such expense form shall be submitted no later than the end of the subsequent bid period.” The Agreement does not contain language to reopen an expense report once it is closed. We encourage all pilots to review and promptly act upon notifications concerning expense report receipts. Below are descriptions of the notifications you will receive if you have not submitted an expense report or if your credit card/ticket expenses have not been classified. Please note that the second notification is essentially the last notification upon which to act as the final notification is a notice of payroll deduction.
- At the end of a bid period, you will receive a notification to remind you of any missing credit card transactions or deviation tickets, or if you have not submitted the expense report for that bid month.
- If you still have missing receipts after the due date of the expense report (end of next bid period), you will receive a second notification. It will remind you that some of the receipts are still outstanding and a deadline to submit the missing items to avoid payroll deduction. PLEASE HEED THIS DEADLINE.
- A third and final notification is received if the items were not addressed from the expense report. It will detail the amount that has been submitted for payroll deduction.
PLEASE NOTE, even if you have submitted an expense report, if you still have an outstanding receipt(s) you will receive a notification regarding the missing receipt(s) and a deadline to submit the missing item(s) to avoid payroll deduction.
Even if you think you have submitted your receipt(s) and believe that you are receiving notifications in error, please resolve the matter with Crew Audit prior to the deadline for submitting missing items.
Please contact firstname.lastname@example.org if you have any CBA questions.
Are you wondering if you keep the deviation bank associated with the removed trip? That depends on why the trip was removed. Listed below are some of the common reasons a trip may be removed from your schedule and whether or not bank monies would remain intact:
A trip is canceled by the Company
Yes, deadhead bank monies remain intact (Section 8.C.2.d).
A trip is revised
Yes. This also falls under Section 8.C.2.d. A comparison is done for the value of the deviation bank at award/assignment versus the value at block-out/actual operation. You are entitled to the higher value.
A trip is removed and you become eligible for Substitution (SUB) assignments
Yes, the Company has changed or revised a trip causing you to become eligible for SUB; the deviation bank monies will remain intact (Section 8.C.2.d). In fact, you’ll keep the bank for the original trip in addition to the bank associated with SUB assignments.
A trip is dropped
No, you won’t keep the bank because the removal of the trip was not due to a change or cancellation by the Company (Section 8.C.2.d).
A trip is Per Diem Only (PDO) bumped
No, if you are bumped you will not keep the bank. The pilot operating the trip earns the deviation credit for the trip (Section 25.L.11.b.iv).
A trip is removed due to calling in sick
If you call in sick prior to a trip, you do not retain the deviation bank. However, if you become ill or are injured during a trip, the Company is required to provide transportation back to your base or residence. Travel costs in this scenario are limited to the cost of returning to base (Section 14.B.4). You will also keep the bank for deadheads operated prior to calling sick on that trip.
A trip is bumped for training
Yes, if bumped from an entire trip, the deadhead monies remain intact (Section 25.U.2).
A trip is bumped by management
Yes, if a management pilot bumps a line pilot from their scheduled trip, the line pilot receives the deviation credit for the trip or portion of the trip removed (Section 9.A.2).
A trip is removed operationally for legality (1-in-7, international buffer, etc)
Yes, you will keep the deviation bank credit for the removed trip (Section 8.C.2.d).
For less common trip removals, retaining deviation bank credits may be dependent on the circumstances and timing of the situation (emergency drop, bereavement, etc).
Please remember that all deadhead travel is classified into two categories, Front/Back-End, and Mid-Trip. For the purpose of deviation bank credit, each category is treated separately.
If you have questions, please contact Contract Enforcement at email@example.com.
1. Section 4.U. of the 2015 CBA includes an added provision which provides 1 CH of pay for aircraft ground operations performed for a purpose other than flight during a trip or base standby. For example, if during a trip you complete an engine run-up to facilitate maintenance of an aircraft, you may be eligible for an additional 1 CH of pay. If you think you are due the additional compensation, please submit a pay log.
Contract Enforcement recently became aware that pilots may have been denied critical period pay under 4.GG.3. if the applicable landing was an air turn back. This is an improper denial; however, this pay is not automated and requires the submission of an Insite ticket (paylog).
- This paragraph applies to all trips, regardless of assignment code, and shall be paid in addition to all other compensation.
- Critical Period Departures Following flight deck duty that operates anytime in the critical period, if a pilot has an intermediate stop at a facility other than AFW, CDG, EWR, IND, MEM, or OAK (or other like facilities as agreed upon by the SIG), that is greater than 2 but less than 4 hours (from block-in to blockout), the pilot shall be paid 1.5 CH. This event shall not apply to trips that depart base in the critical period and return to base in the same duty period (out and backs).
- For any duty period that begins in the critical period, a pilot shall be paid 1.5 CH for each landing in excess of 2 in that duty period.
- For any duty period that begins in the critical period, if a trip departs from base and returns to base in the same duty period, and blocks in after 10:15 LBT, the pilot shall be paid 1.5 CH. 5. For any flight deck duty period that operates in the critical period, and has a flight in excess of 4:30 block hours, the pilot shall be paid 3 CH for each subsequent flight in that duty period.
With the implementation of new portions of the contract for Secondary Line Holders, we wanted to send a bidding reminder out to help best guide you through the bidding process.
- 12.D.1.d. – The international duty-free buffers (24 hours before the start of a trip, and 48 hours after the end of a trip) are not waivable for vacation for trips that exceed 120 TAFB.
- 7.E.2.c. – Sliding vacation to within 48 hours of the scheduled end of a trip in which the last activity is an international duty period does not apply to EUR trips operated within domestic parameters.
- ANC 11, HKG, IND, LAX, & MEM 11, 57, 67 ONLY
- Vacation Slides
- You may slide your vacation once as normal during the View/Add Window.
- A Secondary Line Holder may slide the vacation again during the SWW.
- Vacation Slides
- ANC 11, HKG, IND, LAX, & MEM 11, 57, 67 ONLY
- Recurrent and R-days
- ANC (Excluding), CGN, & MEM (Excluding 11, 57, 67)
- As of now, you must split the block of R-days with at least 2 days on either side of your recurrent training for your full block of R-days to drop.
- Example: You have R-days from the 7th-13th. Your recurrent training cannot start earlier than the 9th or must end by the 11th for your full block of R-days to drop.
- As of now, you must split the block of R-days with at least 2 days on either side of your recurrent training for your full block of R-days to drop.
- ANC 11, HKG, IND, LAX, & MEM 11, 57, 67 ONLY
- 25.C.12.f. has been implemented. If a recurrent training session conflicts with any portion of a block of R-days, the entire block shall be dropped as a phase-in conflict.
- ANC (Excluding), CGN, & MEM (Excluding 11, 57, 67)
- 11.E.1.i. – Prior to and upon completion of ground school or SIM training, a pilot shall receive a minimum of 12 hours off.
- 25.F.4. – International duty-free buffers may be waived to avoid a phase-in conflict.
It is our understanding that in June and July some pilots (fewer than 100) had Lufthansa (LH) flights incorrectly purchased as non-refundable due to an incorrect code entered by LH. Global Travel cancelled all non-refundable tickets that had not been used and re-issued them as fully refundable. If a LH ticket had already been used, Crew Audit may have disallowed the ticket on your expense reports prior to being aware of the issue. If you had a LH ticket purchased in June or July on your expense report and it was denied due to it being a non-refundable ticket, file a discrepancy and the issue will be reviewed and corrected.
- While sick, you are given an assignment and leveled. When given a subsequent assignment, it may not conflict with your previous assignment (overlap).
- When you are given an assignment, and hub turned into another assignment, the duty limitations still apply. Therefore, if given a day showtime the scheduled hours may not exceed 13:00 hours.
- While sick, you are assigned a trip that, if flown, would cause you to exceed FAR flight time limits.
A reserve pilot on sick leave shall be assigned open time as if he were not on sick leave (Section 25.G.3. Open Time Assignment and Section 25.M.6. Reserve Assignment Options). A reserve pilot will maintain his leveling position on the reserve list, and the scheduled credit hours for any trips he is assigned and removed as sick will be credited toward his RLG/ mini-RLG and deducted from his sick bank. Commencing at 0900 LBT each day, a reserve pilot with an assignment(s) having a showtime during the next day shall be removed for sick leave and such assignment shall be available for open time assignment by CRS.
Did you know that an FDA pilot is eligible for a return household goods shipment during the “FDA Transition Window” and only during that window? Paragraph C.2.h.ii. of the FDA LOA provides an FDA pilot a return household goods shipment during the pilot’s FDA Transition Window. Paragraph C.2.f.i.(b) defines the FDA Transition Window as “the period beginning 6 months prior to his activation into his post-FDA crew position and ending upon either his activation in his new crew position or 60 days after termination of his employment, whichever is earlier.” As you can see, the FDA Transition Window ends upon activation into the post-FDA crew position, which in turn ends an FDA pilot’s eligibility for FDA benefits. Of course, you should know that all associated benefits (i.e., housing allowance, return household goods shipment, de-positioning airline tickets, paid relocation days off, hotel use during exit transition, and transition allowance) are affected by the FDA Transition Window. The Agreement/FDA LOA does not provide any exceptions to the requirement of relocating prior to activation into the post-FDA crew position.