How did this discussion get into this thread.... The only ones at FedEx that haven't chosen to be junior are new hires... The rest of you/us pretty much did it to your/our self. So I don't understand why you are so down on seniority

Ask the 2 guys who posted prior to me, I didnt start it. Pretty silly of you to criticise me for responding to a post when you are doing the exact same thing by responding to mine.

Not down on seniority, loving the C/O I am flying. Or more to the point, loving the trips I cherrypick out of CIC. I just think it is silly that some people can double BLG. I mean why have restricitions on BLG spread in the contract when 10-20% of the lines exceed the restriction.

One thing I hate about APC's cargo section is that it seems like every thread somehow either starts as a FedEx thread or ends up as one. Don't you guys have an internal forum somewhere where you can discuss all the cryptic parts of your contract and let us keep this thread about the NPRM and cargo carve_out?

I thought this was a SkyLease/pilot judgement thread...

hit a raw nerve?

Here's your flight time increase proposed in the new NPRM that you support. Notice the increase in flight times. Looks like more than the 8 hours max we have now for 2 pilots.

(NPRM table didn't cut and paste properly so....)

Un-augmented flight time based on home base time..
0500-0659 9 hrs
0700-1259 10 hrs
1300-1959 9 hrs
2000-0459 8 hrs


As far as judgement and more flight time is concerned, I question your judgement.

Go re-read the NPRM before you continue to embarrass yourself.

Regards,

Past....

First off, i think you're quoting from the "Industry" to maybe current CAA proposal... Table B(3) not the FAA proposal... the new rule emphasized duty time limits and not flight time limits.... and uses the context of local or base time in limiting the number of hours on DUTY and number of hours in flight. After all, when you're on duty, whether you're flying or not... you are AT WORK.. and subject to fatigue... and the time you begin that duty is also critical in that you may or may not have had a proper rest before hand. The fact that you may fly more hours but in a shorter day is a good thing most would agree, not a bad thing... and would force schedules to be more time efficient for us as well..

The table on page 44, 3B is not the NPRM proposal.. The B(1) and B(2) is.. for domestic unaugmented.

go to page 52 to begin reading the FAA proposal on augmented (long haul) and then you and I will be on the same sheet of music.

the most important thing to take away from this NPRM is the science based "Day time" or "night time" start of trip, and acclimated or non-acclimeted to time zone limits... not whether it extends flight time limits in certain cases...and whether to augment crews or not... as well as what is proper rest facilities and what is not... it's the entire rule in context.

You'll notice my edit.

Page 143 has the Proposed Amendment times which I edited on my post. The other issue is the max of 3 night FDP's in a row. That prevents our week on week off flying.

fine, bottom line... when you start your trip will limit your duty day in ways today's regs don't address, and the number of qualified pilots on board, and the type of rest facility will also be based on what type of flight... Most importantly however is the emphasis on TOTAL DUTY time, not just flight time..

I don't know if you fly domestic or international, but there is a world of difference between doing hub turns in the US, and flying over 5 FIR's in the middle of Asia at 2AM...