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Old 07-04-2006, 05:33 PM   #1  
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source: www.ipapilot.org

ARTICLE 13 (aka, "Scheduling" -ed.)

EXECUTIVE SUMMARY

Navigating the new article 13 will be a daunting task for crewmembers, and we hope to provide the tools necessary to complete this task, thereby enabling all crewmembers to make an educated decision regarding the proposal presented to you for ratification.

This article was in dire need of reparation. We all know the numerous problems associated with the various areas of article 13. We have outlined below many of the "new" concepts and hopeful fixes for historically problematic areas. We will provide greater detail in follow up documents.

13A-
  • EDW concept identified as duty period that touches, overlaps or blocks in during the timeframe of 0230-0459 local domicile time. Trips that block in prior to the EDW but release within it are not considered EDW. This represents a more accurate identification of "night" flying vs the current notion that a report at 0200 is daytime flying. A pairing is identified as EDW if ANY of the duty periods within it contain duty within this timeframe.
  • EDW duty periods are limited to 11 hours scheduled and 14 hours max.
  • International duty periods containing 4 segments are now limited to 12:15 scheduled.
  • International non-extended deadhead limited to 15:30 scheduled.
  • If a reserve crewmember is assigned a trip with a duty extension for the purpose of deadheading, he shall either be revised to now have a rest period prior to the deadhead or, if he has to complete the duty extension deadhead, upon return to domicile, he shall have the next complete on-call period off. Lineholders, JA assignments and open time pick up crewmembers who have a duty extension deadhead may request a layover prior to deposition.
  • The peak duty limits have been limited to now only include the 14 zulu days prior to Christmas.
  • Shift period concept identified which mandates that all duty within an EDW pairing must fall within the same 16 hour period. If duty is outside of the shift, a 30 hour rest must be provided to "reset" the shift. This eliminates many of the day-night-day scenarios that fail to identify and protect circadian rhythm.
  • EDW duty periods are limited to 4 segments. Segments include ALL travel, i.e. ground and air.
  • EDW duty periods are subject to in-transit stop limitations. If an in-transit stop (time on ground) is incurred anywhere within the pairing, that is equal to or greater than 2 hours, the duty following the stop is limited to 2 segments. Additional stops must be less than 2 hours. If 2 segments are scheduled, the total block time is limited to 4:14, with neither segment greater than 2:59 block. If only 1 segment is scheduled, total block is limited to 4:35. This eliminates the west-coast double hop death march and the double sort in SDF and SAT followed by another stop in ELP. For this section- ground time, i.e. limo, is the same as block time.
  • Rest after commercial deadheads is now required to be 18 hours prior to EDW duty periods and 11 hours for non-EDW duty periods. If a crewmember uses Company provided transportation (i.e. Company paid for ticket or UPS jumpseat) and does not allow for this much time to be SCHEDULED, (i.e. 18 hrs) he shall incur a 3 hour reduction in pay credit. No pay credit is incurred for travel that does not use UPS funds or aircraft, i.e. driving, personal aircraft, etc., or for travel that was scheduled within this timeframe but was cancelled or altered due to unforeseen circumstances. This was designed to eliminate the Monday morning commercial deadheads for EDW trips that are non-circadian compliant. This does not apply to deposition deadheads.
  • A deposition deadhead on an EDW trip may have only 9:30 rest prior to the deposition only duty period.
  • If a report time is modified so as to meet rest requirements, the crewmember shall be notified prior to the start of the rest period. If the crew has not been notified and the start of the duty period was modified in order to meet rest needs, the rest period shall be considered to have been reduced. This should eliminate the problem when you show up on time and you actually needed more rest but they forgot to tell you.
  • LHR-STN co-terminal was added.
  • Block hour limitations were identified in case the FAR's should change. We captured the current regulations in language.
  • Domicile rest increased to 10:30.
  • Many international duty periods require rest greater than the minimum 12 hours. It was identified that rest in domicile following an international trip can never be less than what would have been required if the rest was in the middle of the trip. A minimum of 48 hours rest in domicile is required following an international trip greater than120 hrs TAFB.
  • Non-EDW duty period layover rest increased to 10 hours.
  • EDW duty period layover rest increased to 10:30; if the duty period has 10:30 scheduled duty or contains 4 segments, the minimum rest has been increased to 12 hours.
  • Rest can only be reduced 2 times within an international or EDW pairing.
  • Reserve 24/7 breaks must encompass 1 complete on-call period. If this is not possible, the Company can schedule a maximum of 2 breaks per bid period that do not meet this requirement but encompass only a 24 hour timeframe. This limits the break on arrival scenario to a max of 2 times per bid period.
  • International crossings were identified as duty period that contains a 4.5 hour time change between departure and arrival airports.
  • Crossing are limited to 4 occurrences per pairing. 30 hours rest is required within pairings that contain 3 or 4 crossings. 15 hours rest is required prior to all crossings except for those that are deadhead only depositions at the end of the trip.
  • Rest after 8:01-12 hours scheduled block increased to 17 hours.
  • International rest has been patterned so that there can now only be a maximum of 3 consecutive layovers with rest below 14 hours. Pairings are now limited to 4 consecutive layovers with rest below 30 hours.
  • A minimum of 18 hours rest must be provided at an international location following commercial deadhead, prior to a live flight segment.
  • International in-transit stop limits were identified for stops equal to or greater than 4 hours. Subsequent stops must be less than 2 hours. Segments following the stop are limited to 2, with block limit of 6 hours and no segment can be greater than 4 hours block. If only 1 segment is scheduled, it is limited to 6 hours.
  • IRO duty periods are limited to 10 hours block if an in-transit stop of 4 hours or more is scheduled.
  • International duty periods are limited to 4 segments, air and ground. Here can only be 3 consecutive duty periods with 4 segments. There is a max of 1 domestic segment in a duty period, with a max of 2 total domestic segments per international trip.
  • Extended deadhead identified as deadhead only duty scheduled from 15:31 to 18 hours. Limited to 3 segments, air and ground. Requires 20 hours scheduled rest after completion of duty period. A line containing a trip(s) that has extended deadhead duty is limited to a max of 3 trips per bid period. Coach tickets can never be used. Extended deadhead can only be used for position/deposition duty periods.
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Old 07-04-2006, 05:40 PM   #2  
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13B-
  • Bid period changed to start in Sunday now rather than Saturday. Should eliminate those nasty vacation pieces that we get stuck with on SA morning. Vacations will follow this pattern, i.e. SU to SU.
  • Increased days off average from 26 to 28 in a 56 day bid period.
  • Reduced average number of duty days in a 56 day period from 28 to 27.
  • Domiciles within a domicile (i.e. SDFZ) now count as their own entity for quality parameter purposes.
  • Stuffer trips identified. No stuffers allowed on any EDW line. No stuffers or additional trips can be put on a line that would meet or exceed guarantee without it.
  • Holiday weeks- an additional trip can be added to EDW lines but it has to be on a line that was affected by the holiday; the additional trip cannot be separated from other trips by more than 48 hours and both trips must start and end within the same 8 consecutive calendar day period. EDW and non-EDW cannot be mixed. The holidays are identified.
  • EDW turns cannot be placed on international lines, EDW layover lines or non-EDW layover lines. EDW turns with a report time prior to midnight are limited to 10 trips per pay period; EDW turns with a report time after midnight are limited to 12 trips per pay period. If a turn line contains even 1 EDW turn with a report time before midnight, it is limited to 10 trips per pay period. Non-EDW turns can be put on international and non-EDW lines but only 1 non-EDW turn can be put on an international line. EDW trips cannot be placed on international lines. If non-EDW turns are put on an international line, they must be put on it consecutively with no intervening single calendar days off.
  • EDW trips can only be placed on lines that contain other EDW trips. 100% of EDW lines must be 4 trips or less. AT least 75% of these lines must have a minimum of 5 calendar days off between trips.
  • Base trip lines give the Company an outlet for the trips that cannot conform to the 100% week on week off domestic EDW. These are trips that are less than 110 hrs TAFB and they cannot be modified to construct an EDW line of at least 62 hrs. These lines can contain multiple domestic trips only- EDW, non-EDW, turns, layover trips all below 100 hrs TAFB. Only 10% of the base trips can fall between 96 hrs and 110 hrs TAFB. Base trip lines are exempt from the single day off criteria. They will use the 50% short/long block days off patterns. Trips must be shift compliant or the last duty period of the prior trip must be less than 6 hours and must contain at least 18 hours rest between trips. There cannot be more than 20% base trip lines per fleet/seat/domicile and there can never be more than 15% of these system-wide.
  • Bid packages will be provided to crewmembers to illustrate all of the new Art 13 rules and a footprint will be included in the M&I in order to illustrate the maximization of week on week off and for future contract compliance.
  • Layover lines are non-EDW and are restricted to a max of 15 trips per bid period. They must use a 60% long block days off patterning.
  • Turn trips must use a 60% long block days off pattern.
  • EDW turn lines limited to 15% of total number of lines per fleet/seat/domicile, with a 7.5% system-wide limitation.
  • MIA domicile specific rules: Americas flying lines identified. Americas flying lines can only have a max of 4 single days off occurrences per pay period. Max number of trips on Americas flying lines is 16. EDW parameters apply. No min number of days off between non-EDW and Americas trips that are less than 96 hrs TAFB. Number of turns on international lines not restricted so long as EDW and non-EDW are not mixed. Americas turn trip lines exempt from 60% long block days off patterning.
  • Peak limited to December pay period, during which time quality parameters are reduced to long/short block (60/40) days off requirements.
  • RSCA/RSCP put on VTO lines can be traded with open time for trip(s).
  • Base trips that are built on VTO lines count toward max allowable percentage and must follow construction rules.
  • Trips placed on VTO's will reflect the index segment and credit values.
  • A VTO lineholder who has CA/CP will be considered to have met guarantee.
  • Domicile airport standby will be constructed into 3 blocks of 4 consecutive periods or 3 blocks of 5 consecutive periods.
  • Calendar days off start at 0300 and end at 0259.
  • Time for an assignment to depart reduced to 10 hours from start time of standby.
  • Standby lineholders cannot be converted to any type of reserve.
  • Allowed for a second hot be performed at a different gateway but put in restrictions for all hots- implementation decision #68 added into language- mandates a green aircraft, full crew complement, etc.
  • Standby can be traded for trips with open time. Cannot trade trips for standby unless the trade is with another crewmember.
  • RMUL's built as base trip lines count toward the total allowable percentage. RMUL's will be posted on the website allowing crewmembers 24 hours to submit preferences.
  • Reserve lines- 6 types: A, B, C, D, CA, and CP.
  • International duty extension for crews without an IRO is 4 hours; with an IRO it is 5 hours.
  • Extended deadhead restricted to assignment to reserve only through preferencing or RADAR in duty period prior to departure. All provisions requiring first class ticket and rest apply.
  • C reserve additional provision- C reserve will not use 33% for turn-out from domicile. If ANY C reserve is available, the inbound C reserve will not be turned outbound when he has arrived inbound following the completion of a trip.
  • All reserve duty periods reduced by 1 hour to a max of 12 hours on-call.
  • Domestic duty extension is 3 hours.
  • Call out time was not changed. However, the 1:30 check in time for a reserve shall be complete when he/she arrives at the guard shack or parking lot within this timeframe. No discipline for anyone who is late to the ASC but on time, i.e. within 1:30 to the guard shack or parking lot as indicated by the ID swipe.
  • Preferencing for longer call-out time allowed. Crewmembers can preference 3 hours prior to report time. No crewmember can ever be called prior to the start of the on call period and if no preference for call out is made, the default shall be no earlier than 2 hours prior to report time.
  • Reserves will be provided with a complete assignment upon departure when going into days off so as to ensure compliance. This means they have to show that they can really get you back before you go into days off by giving you a schedule indicating such.
  • Turn language revised. Reserves CANNOT be turned for a departure that is outside of their original on-call period. This eliminated the scenario whereby a B reserve is called out and then they try to turn him when he arrives back in the domicile during the same duty period.
  • FIFO changed to RADAR. This was done because there appear to be times when the work is not being distributed equally. RADAR will count all TAFB for a calculation as to where a crewmember sits on the list. Turns and sims will use duty time or block time, whichever is greater. This should eliminate the scenario whereby 2 crewmembers have the same number of days of availability- crewmember #1 gets a 10 day trip, crewmember #2 receives no assignments until day #10 and then he does a sim- he gets done 10 mins after crewmember #1 returns. In today's world crewmember #1 who just completed the 10 day trip stays number 1 on the list. RADAR would place him in order according to his TAFB so crewmember #2 in this scenario would be ahead of him until he/she had accrued more TAFB than crewmember #1. Clear as mud, right? :
  • Reserves with more than 3 days of availability shall be considered first for hot standby.
  • Short and long list incorporated into one list.
  • If a crewmember was a lineholder in the bid period prior to being a reserve, his placement on the original list will use his last lineholder assignment.
  • RADAR will be updated hourly. Real time with implementation of CMS-II.
  • Company can out of RADAR order only for: consolidation flying, reserve who has 14 days of availability prior to currency loss, to cover a trip that would be uncovered if TAFB order was followed- Company cannot match days of duty with days of availability.
  • Reserve preferencing added: crewmembers can preference (or not) an open time trip that is in the next, same category on-call period. Preferences are submitted prior to the end of previous on-call period and any trips not preferenced shall be assigned to reserves in RADAR order at that time. The Company does not have to do preferencing if they are down to 2 or less reserves (i.e. they can opt to JA)
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Old 07-04-2006, 05:58 PM   #3  
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13C-
  • Numerous changes were made that will be captured in a new timetable. We tried to make changes that gave folks a real picture of open time with respect to the numerous adjustments that were taking place
13D-
  • Removed language requiring signatures for trip trades. Allow for verbal trip trades within 24 hours of departure at Company discretion.
  • Allow FNP/PNF between domiciles
  • Hotel, per diem and ticket bank use is available for FNP crewmember.
  • FNP who calls sick will now be charged if he calls sick for the segment(s).
  • Removed language that required trade to cover equal or greater number of days. Now says you can trade as long as it increases your credit hour projection, equals it or will not reduce it by more than the value of a day at trip rig. Trip trades that reduce you more than 1 hr below guarantee will not be allowed. That said, if you are projected to be more than 1 hour below guarantee and you trade for something that reduces your credit further, your guarantee will be adjusted by that amount.
  • If you call in sick and a reserve covers your trip, you have the option to pick up your trip at any location prior to the beginning of a scheduled duty period. No longer required to lose value of an entire trip if it does not pass thru the domicile, or make yourself available. You are responsible for your own transportation and you will be considered off sick at report time for the duty period in which you rejoin the trip. You must let the Company know 12 hours prior to the beginning of the duty period that you are going to rejoin the trip. If you do not elect to rejoin the trip, the old language about being available applies.
  • Added a FAT policy hat no longer just automatically debits your sick bank upon calling fatigued. A joint IPA/UPS fatigue working group will be established that will be tasked with reviewing all FAT calls on an individual basis. The Company cannot engage in discipline or harassment for FAT calls.
  • The Company can add a position or deposition deadhead for revised trips due to vacation or training. The shift must be complied with any duty periods for training or flight involve the EDW.
  • Crewmembers can request positioning or depositioning deadheads to remain on original trips that do not transit the domicile.
  • Crewmembers can now trade trips or pick up trips that are scheduled to occur 24 hours or more after the scheduled completion of training. You are no longer prohibited from picking up or trading trips due to landing currency or training issues.
  • Transition trips that conflict with vacation or training- pay and credit for the transition will be determined by calculating the transition conflict with the new trip and then applying the vacation/training to the adjusted line.
13E-
  • If you are on duty in a domestic gateway and they cancel your flight, you must be assigned within 1 hour after the notification of the cancellation for a departure within 3 hours after the originally scheduled departure time. (otherwise they have to release you)
  • If the above mentioned cancellation is due to wx or mx, they window for reassignment is 2 hours (was 4)
  • Reserves or airport standby lineholders flying open time trips cannot be given sim support or standby duty.
  • 13A duty and rest limitations apply to revisions except as follows: shift and segment limits apply unless there is an uncontrollable situation (and yes we defined this in M&I). Legal to start, legal to finish for schedule purpose applies. So this means if they revise for something other than wx or diversion, the schedule must be recalculated as it would be with block time in this scenario; 18 hr rest after commercial for EDW applies for revision where original deadhead is still available or an alternate is available. International crossing limits apply but rest patterning may not be guaranteed- crewmember shall never operate 4 crossing without 30 hr rest. Segment limits apply as noted for domestic ops. Rest after block applies but if necessary to make service and the crewmember is contactable (ie capable of being revised), he must have at least 12 hours off and receives JA pay for revised segment. No revision permitted to extended deadhead only duty period unless required rest was received. Extended deadhead requirements apply.
  • Lines that contain extended deadhead will be identified as such in bid package.
  • If entire line or a complete pay period is cancelled, Company can construct a substitute line of the same type only, ie if you have EDW you will get EDW and vice versa. Once the crewmember is assigned a substitute line, he may choose to construct a new line out of available open time. If he does this, he has 48 hours to build the new line, provided it is submitted no later than 48 hrs prior to the departure of the Company's substituted line. If the new line is within +/- 5 hours of the Company's line, the crewmember developed line shall be used. The crewmember still gets a 6 hr premium regardless of which line is used. The crewmember shall have first priority for open time assignment.
  • The Company now has to tell you ahead of time when they are trying to assign you something that requires a contract waiver.
  • You will now get a 2 hr premium when you are assigned additional segments that may or may NOT increase your duty day. This means that if you bid to fly SDF-RFD-SDF with a 5:50 sit in the sort each nite and they call you to stop in DEC but it does not increase your duty day- you still get a 2 hr premium for the change. :
  • Pay registers will be updated in CMS whenever a premium payment is altered. Approval or disapproval is required within 7 days after the duty period in which the revision occurred. A broadcast message, v file notice or crew advisory shall be provided whenever a premium is altered.
13F-
  • Company can assign reserves from a different domicile to cover a trip if they are in compliance with 14K provisions. Current language allows this all the time for uncovered flight segments. (means anything that has left the domicile or is not the as published pairing) We added some additional requirements, ie staffing formula compliance.
  • Company can elect to JA rather than use a reserve.
  • Company may place sim support in open time.
13G-
  • No changes
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