In this podcast episode, we talk with Grievance Committee Chair Captain Chris Wood. Chris discusses the grievance process, with particular focus on the administrative side of grievances. He also discusses the recent settlement agreement for Grievance 22-08 and where you find more information on this settlement agreement. Finally, Chris discusses the importance of contacting our Professional Standards Committee first whenever there is a conflict between crew members. Our Professional Standards Committee members are trained for conflict resolution and can assist crew members before something potentially escalates.
In this episode of our podcast, we talk with Scheduling Committee Chair Captain Marty Harrington. Marty discusses what’s new with the October build week, the production of the SIG Notes, 4.A.2.b./4.A.2.c., and the SIG Quarterly. Additionally, Marty discusses trends in credit hours, extra pairings, and asks for feedback on whether you like receiving this type of scheduling information via the podcast format.
In this episode of our podcast, we talk with Scheduling Committee Chair Captain Marty Harrington. Marty discusses the September build week, 4.A.2.b. and 4.A.2.c., and the System-Wide Average Metric (SAM). Additionally, he discusses weekend layovers, open time assignments, base airport standby and other issues related to scheduling.
Click here to view transcript.
In this episode of our podcast, we talk with Scope Committee Chair Captain Randy Brockwell. Randy’s discussion does not include a discussion on the new TA language but instead focuses on how scope works at FedEx and the scope topic in general.
In this episode of our podcast, we talk with MEC Vice Chair First Officer Tom Merrill and MEC Executive Administrator First Officer Brian Baldwin. Tom and Brian discuss the MEC’s resolution authorizing the MEC Chair to call for a strike authorization vote and provide background information leading up to this decision. They discuss what a strike authorization vote means and the importance of every pilot participating in the process and continuing to remain engaged.
In this episode of our podcast, we talk with Council 22 Chair and Block 2 Representative, Captain Tony Cutler. Tony discusses his background prior to joining FedEx and his previous union experience. Tony also discusses his role as a member of the MEC and what fellow pilots can do as we continue in Section 6 negotiations.
In this episode of our podcast, we talk with MEC Vice Chair First Officer Tom Merrill and MEC Executive Administrator First Officer Brian Baldwin. Tom and Brian discuss the importance of being financially prepared in the event of a strike. They also discuss a new section of our website titled, “Be Prepared.”
In this episode of our podcast, we talk with MEC Vice Chair First Officer Tom Merrill and MEC Executive Administrator First Officer Brian Baldwin. Tom and Brian discuss the RLA process and where we’re currently at in that process. They expound on the expedited mediation concept and explain what comes next in the process.
Click here to view the transcript.
In this episode of our podcast, we are replaying the Delta MEC podcast titled Lawyers, Guns, & Money which was initially released on June 22, 2022. In this podcast First Officer Ryan Argenta, Delta Engage podcast host and Delta MEC Communications Committee Member, and Marcus Migliore, ALPA General Council and Director, Legal Department discuss the implications of the Railway Labor Act (RLA) on Section 6 negotiations and how pilot-coordinated self-help actions can adversely derail progress at the table.
In this episode of our podcast, we talk with the Trip Services Committee Chair Captain Jay Owen and Trip Services Committee Vice Chair Captain Don Unwin. Jay and Don discuss how they became involved in union work, their committee’s goal when serving the FedEx pilots and outline some of the processes involved with hotel and catering issues. Additionally, they discuss what pilots can do to assist their committee’s purpose.
In this episode of our podcast, we talk with Bereavement Committee Chair Captain Craig Aber and Bereavement Committee Vice Chair First Officer Jim Coletti. Craig and Jim discuss how they became involved in union work and the various ways the Bereavement Committee helps fellow pilots. They discuss the importance of familiarizing yourself with the Survivor’s Guide and designating a Casualty Assistant Liaison (CAL).
Click here to view the transcript.
In this episode of our podcast, we talk with Strategic Preparedness and Strike Committee (SPSC) Chair, First Officer Eric Moraes. Eric discusses recent SPSC and Family Awareness co-branded events. He also discusses the upcoming Pilot Rally and Informational Picketing on June 28th in Memphis. Finally, Eric provides details on how to RSVP and the importance of having pilots show up and be counted.
Click here to RSVP.
Click here to view the transcript.
In this episode of our podcast, we talk with Negotiating Committee Chair Captain Pat May and Negotiating Committee Member Captain Rich Brown. Pat and Rich discuss approaching the end of the protocol agreement goal of reaching a TA by the end of May. They discuss where we are now and what happens next. They provide a negotiations update and discuss what they have been working on in recent negotiating sessions, the upcoming Informational Picketing, and the importance of pilot unity and pilots showing up to support the Negotiating Committee.
Click here to view the transcript.
In this episode of our podcast, we talk with Negotiating Committee Chair Captain Pat May and Negotiating Committee Member Captain Rich Brown. Pat and Rich discuss other agreements that have been negotiated such as the Hong Kong base closure MOU and an updated Medical Measures MOU all while continuing with the larger Section 6 negotiations. They discuss what is similar and what’s different in the new Medical Measures MOU and other details related to this MOU.
Click here to view the transcript.
In this episode of our podcast, we talk with MEC Chair Captain Chris Norman, MEC Vice Chair First Officer Tom Merrill and MEC Secretary Treasurer First Officer Don Loepke. The MEC officers discuss their union experience and background prior to joining FedEx. They also provide an update regarding current issues and how they view their role as MEC officers versus their prior positions as MEC representatives. Finally, they provide an update regarding negotiations and what every pilot can do to support the Negotiating Committee.
Click here to view transcript.
In this episode of our podcast, we talk with Council 7 Vice Chair and Block 4 Representative, First Officer Anita Shew. Anita discusses her background prior to joining FedEx, her previous union experience and explains what pushed her to get involved with FDX ALPA union work. Anita also discusses her role as a member of the MEC and addresses the challenges of MEC turnover. Finally, she discusses Contract 2021, what pilots can do to support the Negotiating Committee, and provides final thoughts related to other topics.
In this episode of our podcast, we talk with Council 500 Chair and Block 14 Representative, Captain Tim Fingers. Tim discusses his background before joining FedEx, why he chose to get involved with union work, and how he views his role as a member of the MEC. He also discusses Contract 2021, the line pilot’s role during negotiations, and some of the current issues happening in the Indy base.
In this episode of our podcast, we talk with MEC Vice Chair Captain Bill Hubbell about the upcoming Amendable Date Rally in Memphis on November 7th. Bill discusses the significance of our contract’s amendable date and how pilots can show their support for our Negotiating Committee.
In this episode of our podcast, we talk with Captain Bill Schild, Security Committee Chair, about the roles and responsibilities of the Security Committee. Bill also discusses his background and who makes up the Security Committee for FDX ALPA. He explains the Security Committee’s coordination with FedEx’s Aviation Security Department and current initiatives that pilots can get involved in to help the Security Committee.
In this episode of our podcast, we talk with First Officer Eric Moraes, SPSC Chair, who discusses his committee’s mission regarding the MEC’s strategic plan and the role SPSC plays during contract negotiations. He also discusses the importance of continuing to be engaged, seeking factual information. Additionally, Eric emphasizes how actively participating and volunteering are critical during contract negotiations. The SPSC is currently seeking volunteers to assist in one of the many tasks associated with the planning of SPSC events.
In this episode of our podcast, we talk with Council 26 Vice Chair and Block 11 Representative, Captain Nick Bolander. Nick discusses his position as Block 11 Representative, Contract 2021 Negotiations, the importance of pilots being engaged and informed, and the Company’s proposals to date during negotiations. He also discusses the importance of having accurate and updated contact information with ALPA and the importance of unity during contract negotiations.
Click here to view the transcript.
In this episode of our podcast, we talk with Retirement & Insurance (R&I) Chair Captain Kevin Biggins who discusses his background and union experience, the makeup of the R&I Committee to include the roles and responsibilities of the R&I Committee. He also discusses the upcoming benefits open enrollment dates and other enrollment deadlines, including a new law that might impact any FedEx pilot who lives in the state of Washington. Finally, he discusses his committee’s involvement with the Negotiating Committee during Contract 2021 negotiations and the best way to contact the R&I Committee.
Click here to view the transcript.
In this episode of our podcast, we talk with Captain Dave Chase, MEC Chair who discusses the delays and difficulties our pilots face due to flight operations and COVID, the Delta variant and the importance of testing especially on international flights, upcoming Family Awareness events in Anchorage, Indianapolis and Memphis, where to find information on the state of our current negotiations, and his recent resignation announcement.
Click here to view the transcript.
In this episode of our podcast, we talk with Captain Dave Chase, MEC Chairman, Captain Rich Hughey, Safety Committee Chairman, Captain Marty Harrington, Scheduling Committee Chairman and Captain Rob Bassett, Fatigue Risk Management Committee Chairman who discuss the issue of fatigue, contractual language regarding fatigue, the risk fatigue poses to our operations and our pilots, how system form is flown day to day compared to the CBA, what happens when you call in fatigued, the trip removal process and other fatigue related topics.
In this episode of our podcast, we talk with Captain Rich Hughey, Safety Committee Chairman, Captain Steve Heid, Safety Committee Vice Chairman and Captain Jim Perry, Safety Committee Vice Chairman who discuss the roles and responsibilities of the Safety Committee, Safety Programs, the System Safety Group, the Safety Program Group, mitigating risks, the COVID Safety Working Group, the importance of pilot reports, and how distractions can impact safety.
In this episode of our podcast, we talk with Council 79 Chairman and Block 9 Representative, Captain Bob Cecchi. Bob discusses his background, his union experience, volunteerism, his role as MEC Representative to the Anchorage based pilots, the pilots’ role during contract negotiations, and the growth of the Anchorage base.
Click here to view the transcript.
In this episode of our podcast, we talk with Captain Dave Chase, MEC Chairman and Captain Pat May, Negotiating Committee Chairman who discuss the protocol agreement, the process of creating the Opener document, what the Opener represents, what the ALPA Opener includes, the Company Openers and communications moving forward.
Click here to view the transcript.
In this episode of our podcast, we talk with Captain Marty Harrington, Scheduling Committee Chairman who discusses his background, the roles and responsibilities of his committee to include the Scheduling Improvement Group (SIG) and the Pilot Scheduling Improvement Team (PSIT), the bidpack build process, the challenges of this last year and how the pandemic has impacted scheduling, the new sunrise sort, and manning.
In this episode of our podcast, we talk with Captain Mark Jefferson, Professional Standards Committee Chairman who discusses his background, pilot volunteers on the committee, what Professional Standards does for the pilots, the Professional Standards Letter of Agreement (LOA), how and why pilots come to Professional Standards, what Professional Standards does not do, how to handle a conflict, and the importance of solidarity and participation in organized labor.
In this episode of our podcast, we talk with MEC Chairman, Captain Dave Chase and Negotiating Committee Chairman, Captain Pat May. They discuss the process in preparing for upcoming negotiations, the MEC Negotiating Goal, the protocol agreement, openers and the pilots’ role as we move into bargaining for Contract 2021.
Click here to view the transcript.
In this episode of our podcast, we talk with Negotiating Committee Chairman, Captain Pat May, Negotiating Committee Member, Captain Mike Weskalnies, and Negotiating Committee Member, Captain Rich Brown. They discuss their background on the Negotiating Committee, their experience negotiating agreements with the Company, the topic of professional negotiators, what pilots can expect and how they can help as we move into bargaining for Contract 2021.
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 discuss the current uptick in COVID positive cases within the pilot group, flight operations as it is associated with the COVID pandemic, the Everbridge App and Crew Member Health Monitoring Form, COVID Protocols, Hong Kong layovers returning in the December bid pack, and peak operations.
In the episode of our podcast, we talk with Captain Ben Douglas, R&I Committee Chairman about the Annual Benefits Enrollment period that is now open. Ben discusses the enrollment period dates, what elections the pilots are allowed to make during this enrollment period, what happens if you don’t make any elections, and the new fedexpilots.bswift.com website associated with the annual benefits enrollment period.
Click here to view the transcript.
In this episode of our podcast, we talk with MEC Chairman, Captain Dave Chase. Dave discusses moving the survey deadline, his goal for 100% survey participation, why we have phone and online surveys and the difference, the importance of pilot input, why participation matters and the continuing preparations for Contract 2021.
In this episode of our podcast, we talk with Council 100 Chairman and Block 12 Representative, First Officer Mark Vaughan. Mark discusses his background, his motivation for becoming a MEC Representative, his role as MEC Representative to the Los Angeles based pilots, the pilots’ role as we go into negotiations, the importance of pilot participation including the ongoing survey, and preparations for Contract 2021.
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 current work within the Association, discuss virtual Pilot Unity Building (PUB) Events, the upcoming online survey, and the importance of participation as we prepare for contract 2021.
In podcast 7 of the Retirement Education Series Captain Pat May (Negotiating Committee Chairman), Captain Rich Brown (Negotiating Committee Member), Captain Ben Douglas (Retirement & Insurance Committee Chairman) and Captain Kevin Biggins (Retirement & Insurance Committee Vice Chairman) discuss the goals of the Retirement Education Series, the pros and cons of DC-only plans, flat dollar formulas, improving the benefits in our current defined benefit plan and the proposed PSPP plan. Our team of SMEs also discuss our retirement negotiating history, a cash balance plan and preparations for contract 2021.
In podcast 6 of the Retirement Education Series Captain Pat May (Negotiating Committee Chairman), Captain Rich Brown (Negotiating Committee Member), and Captain Ben Douglas (Retirement & Insurance Chairman) discuss an alternative pension plan design that was presented to FedEx in 2018. Our team of SME’s discuss how we arrived at the Pilot Stabilized Pension Plan (PSPP), the plan design, potential features, accrual, and funding requirements.
Podcasts are listed from newest to oldest.
Retirement Education Series: Episode 5
Retirement Education Series: Episode 4
Fly By Night: LEC 22 Secretary Treasurer/ Block 7 Representative Brian Wald
Retirement Education Series: Episode 3
Retirement Education Series: Episode 2
Fly By Night: LEC 7 Secretary Treasurer/Block 8 Representative Nick Bolander
Fly By Night: MEC Officer Update
Retirement Education Series: Episode 1
Fly By Night: MEC Vice Chairman, Captain Bill Hubbell
Fly By Night: Captain Dave Chase, MEC Chairman
Fly By Night: COVID-19 Episode 2
Fly By Night: COVID-19
Fly By Night: Section 24 OIM
Fly By Night: Training Committee
Fly By Night: Trip Services
Fly By Night: Casualty Assistance Liaison
Fly By Night: Pilot Assistance Team Hotline
Fly By Night: Open Enrollment & Benefits Seminars
Fly By Night: Strategic Preparedness Strike Committee
Fly By Night: LEC 7 Secretary Treasurer/Block 8 Representative
Fly By Night: Anthem Health Rewards Program
Fly By Night: FDX MEC LTD Plan
In episode 5 of the Retirement Education Series Captain Pat May (Negotiating Committee Chairman), Captain Rich Brown (Negotiating Committee Member), Captain Ben Douglas (Retirement & Insurance Chairman), and Captain Kevin Biggins (Retirement & Insurance Vice Chairman) discuss defined contribution plans, the advantages and disadvantages of defined contribution plans, IRS limits in defined contribution plans and a defined benefit plan that has the characteristics of a defined contribution plan called a cash balance plan.
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 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.