how many sick calls?
There seems to be a number of times, that will trigger a call/ mail from an ACP. Is it 5 (or ?) per running year (or calnder year). Also, is there a window of how many hours before a trip that you can call in sick that causes an irregularity report and again a question from an ACP? Fedx?
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Originally Posted by skeebo2
(Post 53106)
is there a window of how many hours before a trip that you can call in sick that causes an irregularity report and again a question from an ACP?
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Originally Posted by skeebo2
(Post 53106)
There seems to be a number of times, l that will trigger a call/ mail from an ACP. Is it 5 (or ?) per running year (or calnder year). Also, is there a window of how many hours before a trip that you can call in sick that causes an irregularity report and again a question from an ACP?
I have heard many answers but it seems to be more than 6 sick calls in 365 days. I hear any sick call less than 4 hours to show or any in the field generate an IR. I am sure others have heard variations. FDX were talking. |
As far as how many times, it's 7 in a 365 day period. I know this because I got an automatically generated Vips message for hitting 7 times. It was hard to achieve 7 in 365, but if I put my mind to something, you just can't stop me:cool:
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Ask Don Mcarthur for his letter on when to use sick leave. He is an ACP in MEM.
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Id rather not ask an ACP, hence the post. Can you please give some details on whats in his letter.
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Originally Posted by MEMA300
(Post 53134)
Ask Don Mcarthur for his letter on when to use sick leave. He is an ACP in MEM. Use sick leave when you are not fit to fly. (Within 4 hours to showtime triggers a call - - I got one. I know of one person who got a call and said he found himself too tired to fly the trip, so he called in sick. His ACP said that wasn't a legit sick call, so he changed it from SICK to DROP, and adjusted his pay accordingly. After the grievance process was complete, he got his pay back, and sick bank adjusted. When I got my call, all I volunteered was that when I determined I was not fit to fly, I called in sick. End of story.) . |
Originally Posted by skeebo2
(Post 53142)
Id rather not ask an ACP, hence the post. Can you please give some details on whats in his letter. 1. WHAT IS CONSIDERED PROPER USE OF SICK LEAVE? a. CBA, Section 14.A.1. The purpose of sick leave is to protect a pilot from loss of pay, to the extent of his sick leave accrual, when he is unable to perform his assigned duties because of injury, physical or mental illness, or fatigue. (1) The message here is that if you're sick you shouldn’t come to work - you're not doing the Company or your fellow crewmembers any favors by reporting to work when injured, ill, or fatigued – it’s not safe, and it’s probably an example of bad headwork. (2) On the other hand, if you're not sick, then use of sick leave as a scheduling tool is inappropriate and is a matter of integrity – enough said! If you need to get off the schedule for some reason and you're not sick, then try to trip trade, drop the trip, or call any ACP – we can help! (3) Sick leave is only for use when YOU are sick. If someone in your family is sick, e.g., the kids, wife, etc., and you need to get off the schedule to care for them, try to drop the activity in VIPS; if this doesn’t work, contact the ACP or the Duty Officer for assistance. (If pay is an issue, we have the option of awarding an unscheduled vacation.) (4) Fatigue for purposes of the CBA is more than the physiological state defined in Webster’s Dictionary. Specifically, we can’t call in fatigued and use hours from the sick bank to pay for a trip unless we’ve already begun the trip. In other words, we can’t call in fatigued prior to the start of a trip. (Note: If some life event has caused you to be “fatigued” prior to the start of a trip I AM NOT SAYING THAT YOU SHOULD FLY . . . I am saying that you shouldn’t call in fatigued. Instead, try to drop the activity in VIPS; if this doesn’t work, contact your ACP or the Duty Officer for assistance.) (5) The last thing to consider is the Jumpseat Certification Guide, which states, "if you are on suspension or leave of absence (personal or medical), sick leave or worker's compensation, you are not eligible to use the jumpseat". Not only is this the policy, it also makes good sense: if you’re sick, you may not be able to safely egress the aircraft in the event of an emergency; or at the very least, your illness may expose other crewmembers to whatever it is that ails you? b. CBA, Section 14.A.6., The Company may require the pilot to provide his Regional Chief Pilot with a written statement from the pilot's physician explaining his inability to perform his assigned duties if: (a), the Company has a good faith reason to question a pilot's use or attempted use of sick leave; (b), the absence of duty occurred in conjunction with his vacation period or a holiday; (c) the pilot has requested to use his disability sick account. (1) The last thing anyone in Flight Management wants to do is spend time during the day questioning one of our fellow pilots about use of sick leave, so I can tell you now that none of us are on a witch hunt looking for sick abusers! (2) But, sick activity is tracked automatically, and it’s nice to know what will put your name in lights. Following are the reports generated regarding sick activity that are sent to the VP of Flight Operations and others below him in the chain of command: (a) VIPS Sick Report for 7 or More Sick Calls in 365 Days. The average FedEx pilot calls in sick about 3½ times per year, so this report identifies pilots that call in at twice the average; but what purpose does this information serve? Personally, I like to know how to measure myself against other golfers - other than by height and weight! Knowing what the average is, if I was actually sick this many times in a year, I’d probably call my doctor to see if everything was OK. If I wasn’t actually sick yet I had called in this many times . . . well, we all know the issue here . . . (2) Irregularity Reports for Sick Less Than 4 Hours Notice, and Sick In the Field. These generate interest for at least two reasons. First, if a crewmember has “fallen and can’t get up,” we want to know this as soon as possible so we can provide any required assistance. Secondly, these instances impact flight operations and our ability to meet customer expectations for on time delivery. We follow up on these to ensure affected trips are covered with either a Reserve or Draft crewmember - believe it or not, this is not always possible. As for that part about "we want to know as soon as possible so we can provide any required assistance" part about the irregularity reports. The e-mail ("call me ASAP") I got about calling in sick within 4 hours of showtime came when I was on day 3 of a 5-day trip - - if they couldn't figure out I was OK by then, and back to duty, well, then, oh, never mind... put it this way, I didn't need their assistance, and I certainly didn't need it a week after the matter. :rolleyes: I think that particular rule is ridiculous. Most of us starting trips in the Critical Period will not be waking up more than 4 hours prior to show time to assess our fitness to fly. If I wake up and don't feel like flying, I'm not going to let an automatic irregularity report stop me from calling in sick. I consider such an operation to be implied pressure to work even when I'm sick, and I don't think that's wise. See, there you have TWO opinions in the same post! :D . |
As for UPS, I called in sick in the middle of a trip for one day cause of food poising. I never heard a word....
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