NightTruckin

I would say you could possibly get IND as a new hire (just luck if they offer it), or on the first bid your eligible for, if things continue as they are now. If you got it on the system bid after you were hired, I would guess you would move in there in about 2 years after hire...but everything can change.

bmxandjets

Is pay per day 6 for line holders? Same for reserve?

Jumbo Pilot

Pay per day of flying varies from 6 to over 8 hours a day depending on the type of flying accomplished.

In the domestic system 6-6.4 hrs per day. Can be higher in the international system depending on the length of a flight or the length of the trip.

Reserve pay per day is 4.5-5 hours per day depending on the bid period.

The reserve pay per day is linked to the average BLG (Bid Line Guarantee) for the bid period. In months with higher BLGs the reserve pay per day is higher and vice versa.

As of late, the BLGs have been high so reserve pay per day has been about 4.7-5.0 hours per RDay.

JP

Adlerdriver

There really isn't a min pay per day. It's more like a min pay per trip (which is 6 hours). Technically, the min pay per full 24 hours away from base is 6.4 hours. That's based on the trip rig of 3.75 (24÷3.75=6.4)

Where this gets a little weird for someone used to a pax schedule is the basic "hub turn" trip that comprises a majority of the domestic trips at FedEx. A hub turn is a flight or series of flights from domicile to a layover followed by a return sequence to domicile. Time away from base ranges from about 18-21 hours. The most common is one leg out and one leg back. The "am hub turns" depart in the early morning (usually 0200-0400) and return around midnight the same day. They pay 6 hours unless the flight time exceeds 6 actual block hours which can happen but isn't common. Day or "pm hub turns" follow the same out/back pattern, but leave in the afternoon and return early the next morning with a TAFB typically in the 18 hour range. Those also pay 6 hours unless block time exceeds 6. A pax guy would see that as a two-day trip and might wonder why it doesn't pay more than the "am" trip completed within a single calendar day. That's just the way things morphed from almost exclusive night flying to both day and nights as the flying expanded here. Both trips have almost identical footprints, one just happens to span two calendar days while the other happens inside a single day - that didn't become part of the mix with respect to pay.

So, the majority of trips are either 6 hour hub turns or TAFB trips paid based on the 3.75 trip rig. There are some hard time trips based on actual block time but most are not.

Reserve days are based on the reserve line guarantee which can fluctuate as a result of the high and low line values. Most times, the R-day value is between 4.5 and just under 5 hours.

KnightFlyer

There are a handful of New Hire Pilot slots for Indy 76 starting Jan 17

ShyGuy

What's the rule(s) for DHing into a city where you start your first leg? Can you DH and go live on your operating leg?

Eg, the typical 5-day 757 routes from any of numerous cities (like CLE-IND turns). Sunday is the double deadhead from MEM-CLT-CLE. But say you live in XYZ airport. Fedex lets you buy the deadhead from your XYZ airport to CLE. But does this have to happen on Sunday? Or can you buy a ticket on a commercial flight from XYZ to CLE that lands at 6pm Monday and then go live for your flight which departs around 10:55pm local.

Does that make sense? Just trying to see if you can DH on the day of departure to your first operating city.

Adlerdriver

No. Domestically you must be in position (within 100 NM of the city you operate out of) no later than 8 hours prior to show time (1 hour prior to takeoff).

The term "double deadhead" refers to a trip with a deadhead at the beginning of the trip and another at the end of the trip.

Most likely, a trip starting in CLE would have a deadhead early Monday morning - not Sunday. But, either way, you're not required to DH the same day the scheduled DH goes. You just have to be in position by the deadline, 8 hours prior in this case. So, 1355L in your example.

kronan

Can only DH into a live leg via a Company scheduled pairing. They are not the norm, but recovery pairings built only as needed (and probably almost all done by Reserve pilots)

Every other DH pairing has a legal rest built into it. That being said, there's been a few times when Wx or Mx issues have resulted in my travel being delayed and not having a legal-8 hour domestic rest. FAA doesn't care, and the big concern with the company is are you going to be there for the trip? Are you going to call in fatigued.

My answer to the fatigue question is that I don't expect to, but won't make any promises until just prior to actually reporting for duty

dckozak

The problem with coming in to your operating city from your home town is not a (duty day) legality but of a contractual requirement to check in at your live leg city no less than 8 hours before duty. Most double DH layovers are 12 hours or more and many of us can and do arrive at their starting city (CLE in your example) later than the scheduled arrival, just no later than 8 hours before duty.

FlyBoyd

Most of the DH pairings that get you there late Sunday night do so because there isn't a flight from Memphis that can get you there in time on Monday with a rest period before your duty starts i.e. West coast or small town with few flights like Grand Junction. If you are fortunate enough to live close to the town then you could push your travel to Monday.

Bottom line: follow the guidance (with a solid backup plan) on the deviation checklist and you will be fine.