FDX-here comes the draft
01-31-2010 | 10:45 AM
#21
Gets Weekends Off
Joined: Nov 2005
Posts: 2,425
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From: 757 Capt
Understood it, that's why I said the Federales versus calling you a stuck in the mud stubborn SOB out to sabotage the company and force me out of a job... JK,
lighten up Francis
Lindy, I hope you'll highlight your situation somewhere other than APC. My suggestion would be to copy the crew notification with the time posted/ time received block and zap it to your ACP and ALPA, and compared with the schedule and times you actually worked. I would also copy the info over to NASA
ASRS - Aviation Safety Reporting System
I prefer to think changing the schedule after the fact resulted from CRS behing behind the power curve rather than a conscious decision in an attempt to avoid FAR extension pay and maximze duty time.
However, regardless of the reasons, a change after the fact is simply unacceptable.
A 1+15 prior to show to change duty time is unrealistic, and, personally, I would have worked my way up the chain to make CRS put a stby period into the pairing (for WX, so no disruption pay, damn contract). Benefit of the stby is that it would give CRS an idea of just how far I'm willing to stretch my day, assuming I think I can still safely operate the trip. (I'm not willing to go to 16 hours after a revised show time, depending upon how I feel-might be willing to go to 16 hours from the original show time. But that depends upon me, not upon the company declaring an operational emergency)
This is just me, but I never answer the phone in my hotel. And I never answer my cell if I don't know who's calling me, especially if it's a 901 area code. If it's CRS, I have at least 15 mins to try and figure out what they want to do with me and whether it's something I want to do. Maybe take the time to refresh my memory of the contract. Whatever I do, don't want to walk into the phone conversion without an idea of what's going on.
Don't get me wrong. Want to help the company if I can. But the amount I'm willing to help is written down in the contract and determined by my evaluation of whether I think I can safely operate the trip.
I'm not a just say NO to anything the company wants because we're in 4A2B. I want the company to be so profitable that when we hit contract negotiations that there's no way they can hide the money. I want the company's profits to be so large that even when they come after us with the "average cost of a pilot" is lower than it was 10 yrs ago so we need to adjust the FedEx pilots wage scales to reality or freeze pay, we can say no way in heck.
lighten up Francis
Lindy, I hope you'll highlight your situation somewhere other than APC. My suggestion would be to copy the crew notification with the time posted/ time received block and zap it to your ACP and ALPA, and compared with the schedule and times you actually worked. I would also copy the info over to NASA
ASRS - Aviation Safety Reporting System
I prefer to think changing the schedule after the fact resulted from CRS behing behind the power curve rather than a conscious decision in an attempt to avoid FAR extension pay and maximze duty time.
However, regardless of the reasons, a change after the fact is simply unacceptable.
A 1+15 prior to show to change duty time is unrealistic, and, personally, I would have worked my way up the chain to make CRS put a stby period into the pairing (for WX, so no disruption pay, damn contract). Benefit of the stby is that it would give CRS an idea of just how far I'm willing to stretch my day, assuming I think I can still safely operate the trip. (I'm not willing to go to 16 hours after a revised show time, depending upon how I feel-might be willing to go to 16 hours from the original show time. But that depends upon me, not upon the company declaring an operational emergency)
This is just me, but I never answer the phone in my hotel. And I never answer my cell if I don't know who's calling me, especially if it's a 901 area code. If it's CRS, I have at least 15 mins to try and figure out what they want to do with me and whether it's something I want to do. Maybe take the time to refresh my memory of the contract. Whatever I do, don't want to walk into the phone conversion without an idea of what's going on.
Don't get me wrong. Want to help the company if I can. But the amount I'm willing to help is written down in the contract and determined by my evaluation of whether I think I can safely operate the trip.
I'm not a just say NO to anything the company wants because we're in 4A2B. I want the company to be so profitable that when we hit contract negotiations that there's no way they can hide the money. I want the company's profits to be so large that even when they come after us with the "average cost of a pilot" is lower than it was 10 yrs ago so we need to adjust the FedEx pilots wage scales to reality or freeze pay, we can say no way in heck.
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