MX727

There is a conference call today.

I'd like some be able to address some concerns that you guys have.

Legit questions please, not "why the TA sucks" type questions, but real questions about what impact the language has.

One question I want to ask is about the deviation/commuting issue related to claiming the tickets as income on the expense report.

Fire away, there are a few P2P guys here so hopefully we can get the majority of the questions answered.

clutch

1st,,thanks for your time in this....what exacly is osc and how will that impact us...2...we did not get min pay per duty period back....why?...thaat was a huge giveaway last time and i was under the impression from our nc that we would not back off of that....3. how is the deviation tax thing going to effect us..4.why would we go to a 3.75 trip rig on flying only and not for vacation days and duty period credit hours?..thanks for you help on these things..take care, clutch

ClutchCargo

Clutch:

Do you mean min pay per day? If so, we've never had that. As, far as I know we have never given up our MPDP provisions either. Look at MPDP A-F(?). Those are your min pay per duty period provisions.

Regards,

MEMFO4Ever

Will the conference call be webcast?

TA Questions:

1. What is the status of the wet-lease penalty payments?

2. What was the formula, if there was one, to determine the signing bonus?

Thanks!

MX727

Keep 'em coming

clutch

.we did have min pay per duty period/day...and we lost it in this last cassel contract...that is why we are all working on average 2.5 to 2.6 days a month now...before this current contract..we got paid the maximum..per duty period..of trip rig or block hours, if they were more...(used to be 7 hour per day trip rig)...any leg...over 7 hours was paid to us/....now.. in order for us to recieve any block hour pay..the block hours must exceed the total pay for the entire trip..ie tafb.and trip rig wash out(maybe we flew two 8 hour legs on a tripand a 9 hour leg)..no pay for any legs unless the leg is over ten hours long..and then only for the time over ten hours..in excess of....george sees warned us about this before we approved this contract and he was exacly right....the 2.5 to 2.6 duty days more per month is documented by our sig....that is about 30 more duty days per year worked at fedex for no more pay..almost two months of productivity not paid for by the company...no wonder they didn't want to give this back...maybe this osc thing will help..i don't understand it as of yet...take care, clutch

Overnitefr8

I think he means why didn't MPDP change to reflect 3.75 trip rig. In other words, the MPDP should be 6.4 not 6

Overnitefr8

Can anyone explain an "anchor zone"?

RedeyeAV8r

I thinK (My opinion) the intent was/is the zulu time you start your duty at check becomes your Anchor Zone...........

From then on your future duty periods are supposed to start +- 8 hours of this Zone to attempt to keep you on a certain circadian cycle. However, if you keep reading (I am still trying to decipher this GRID thing) you will see that if you are given an 18 hour layover your Anchor Zone now is reset. Also the former 36 hour required reset layover seems to have been reduced to 32....

Again this is my interpretation, so if there is anyone one out there who can explain this Grid........please do so.

MD11Fr8Dog

b. Anchor Zone Requirements

An Anchor Zone is an 8 hour period of time, scheduled free from duty, that is common throughout a specified sequence of layovers. An anchor zone is required if a pilot’s planned trip, or series of trips involves operation in the critical period. The following shall apply to trips requiring an anchor zone:

i. The Anchor Zone shall be established based on the layover immediately preceding the first operation in the critical period and shall apply going forward only. If the first duty period in a trip or series of trips involves operation in the critical period, then the anchor zone is established based on the layover following such first operation in the critical period.

ii. By providing a layover of 18 hours or greater, an anchor zone may be reset. If the anchor zone is reset, then for the purposes of the anchor zone concept, the remainder of the trip following the reset anchor zone is considered to be a separate trip. An anchor zone is not reset merely due to the existence of a layover of 18 hours or greater; an anchor zone is only considered reset if the anchor zone after the 18 hour layover does not share a common 8 hours with the anchor zone prior to the 18 hour layover.

iii. An anchor zone may not be reset more than once during any trip or series of trips.

iv. An anchor zone is not required in a layover preceding a deadheadonly duty period that concludes a trip.

v. An anchor zone is not required on a standby trip.