FDX - What is the penalty ...

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03-24-2013, 01:47 PM

#51

Overnitefr8

Gets Weekends Off

Joined APC: Apr 2006

Position: 767 CA

Posts: 1,876

It's been a few weeks since I have looked at the delivery schedule for the 75, but I believe we are still projected to get 12 or 13 75s before the end of the calendar year. That's a lot of training that needs to be done by people not on a training letter yet.

03-24-2013, 01:52 PM

#52

TonyC

Organizational Learning 

Thread Starter

Joined APC: Nov 2005

Position: Directly behind the combiner

Posts: 4,948

Quote:

Originally Posted by 2cylinderdriver

I understood the standby language on the video to mean that "if the actual spare aircraft being manned" (767 or 757) that the standby pairing(s) would be put in the appropriate bid period package.

Have you ever sat Standby when there was no airplane on the ramp? I can see a Captain and FO sitting airport standby in Indy on a B-757 trip when there is no B-757 on the ramp. Suddenly, a B-767 trip pops up ... wow, didn't see that coming.

It was a B-757 trip in the B-757 bid period package, and The Company gambled that the standby would not be used for the B-767 they knew would be there. If it is used, they pay to bump it up to wide-body pay.

Quote:

Originally Posted by 2cylinderdriver

I understood the Chair's comment about "WB rates attached to it.." goes back to the definition of a B767 trip. Meaning if a 757 trip is published in the 767 bid pack then that trip for that month "has WB rates attached to it". If you are a 757 pilot drafted or reserve assigned a "767 trip" that does not contain actual 767 legs, you still get WB pay.

That makes sense. Thanks. Actually, it's part of the definition of a B-767 trip, so it doesn't say anything about rates "attached." He could have just said, "757 pilots will be paid their current longevity wide-body rate if they block out on a Reserve Trip that is a B-767 trip."

Quote:

Originally Posted by 2cylinderdriver

I do not know why the metric of SCH was used but in your question I think one part you might be missing is it is "credit hours" in the CA/FO 767 crew position. So if a 767 requires an RFO on a trip that trip with have the "CH" of 2 FO's included into the SCH mix for the FO ratio that month. I read SCH to be the sum of the total "pay hours", by seat, in the B767. It is a much better measure than block, obviously.

While my simplified example might not have suggested it, I do understand that SCH is Scheduled Credit Hours, and that's per pilot. In fact, when you start flying longer legs with RFOs, the SCH ratio would skew the B-767 towards overmanning. There are pros and cons, I think, to just about every metric I can think of. But the most accurate for purposes of determining how many pilots are required is counting the number of days of work are required to operate the fleet. This would include operating the airplane, sitting in the hotel on weekend layovers, deadheading on commercial airlines, ... whatever it takes to run the operation. While it has the strongest correlation to manning required, it's a little more difficult to quantify until the bid period package is published, secondary lines built, and the month is flown to include the use of reserves, draft, volunteer, and all the trip revisions, pop-up trips, and all the other variables measured.

Quote:

Originally Posted by 2cylinderdriver

Either way Tony, I hope you get answers to your questions above from the horses mouth and please let us know what you find out.

Me, too.

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