Extension in the field
11-06-2014, 09:29 AM
#12
Gets Weekends Off
Joined APC: Jul 2007
Position: 767 Captain
Posts: 3,988
a. the Company may extend a pilot:
i. on a domestic trip up to 48 hours into time previously scheduled free from duty at base; or
ii. on an international trip up to 96 hours into time previously scheduled free from duty at base.
b. maintenance or weather disruptions particular to the pilot’s specific flight shall, but only to that limited extent, provide the Company with the ability to exceed the 48/96 hour limit without the pilot’s consent.
Seems clear and strong, but when has that ever stopped them before?
However, if their broken jet was fixed and given to someone else, that seems like a pretty clear violation of the above.
i. on a domestic trip up to 48 hours into time previously scheduled free from duty at base; or
ii. on an international trip up to 96 hours into time previously scheduled free from duty at base.
b. maintenance or weather disruptions particular to the pilot’s specific flight shall, but only to that limited extent, provide the Company with the ability to exceed the 48/96 hour limit without the pilot’s consent.
Originally Posted by FDXLAG
I don't know has it been grieved. This might be an example of the pilots failing to enforce strong language.
However, if their broken jet was fixed and given to someone else, that seems like a pretty clear violation of the above.
11-06-2014, 09:49 AM
#13
Gets Weekends Off
Joined APC: Aug 2006
Posts: 3,931
It's only a violation if:
1) when notified of extension you notice the 50 hrs vs. 48 hrs and let them and the DO know you are not a volunteer for the extra 2 hrs and will file a grievance if they don't follow the CBA.
2) If for MX and forecast to be greater than 48 hrs you have to tell scheduling when the plane gets fixed you expect to be on it or on a DH. Later, when you aren't scheduled to on it, you have to notify scheduling and the DO you will file a grievance if they don't follow the CBA.
In short, when schedules calls you have to be ready for all the angles and notify them if you don't wish to accept the silent extension you are being offered. You didn't know they could offer it silently? You do now. It's always implied. They assume you are volunteering if you don't complain.
This can also occur when you are extended past operational limits.
1) when notified of extension you notice the 50 hrs vs. 48 hrs and let them and the DO know you are not a volunteer for the extra 2 hrs and will file a grievance if they don't follow the CBA.
2) If for MX and forecast to be greater than 48 hrs you have to tell scheduling when the plane gets fixed you expect to be on it or on a DH. Later, when you aren't scheduled to on it, you have to notify scheduling and the DO you will file a grievance if they don't follow the CBA.
In short, when schedules calls you have to be ready for all the angles and notify them if you don't wish to accept the silent extension you are being offered. You didn't know they could offer it silently? You do now. It's always implied. They assume you are volunteering if you don't complain.
This can also occur when you are extended past operational limits.
11-06-2014, 10:16 AM
#14
Gets Weekends Off
Joined APC: Sep 2006
Position: In the Purple Haze
Posts: 321
Originally Posted by FDXLAG
I don't know has it been grieved. This might be an example of the pilots failing to enforce strong language.
11-06-2014, 10:40 AM
#15
Gets Weekends Off
Joined APC: Jul 2007
Position: Gear Monkey
Posts: 3,191
Originally Posted by Gunter
It's only a violation if:
1) when notified of extension you notice the 50 hrs vs. 48 hrs and let them and the DO know you are not a volunteer for the extra 2 hrs and will file a grievance if they don't follow the CBA.
2) If for MX and forecast to be greater than 48 hrs you have to tell scheduling when the plane gets fixed you expect to be on it or on a DH. Later, when you aren't scheduled to on it, you have to notify scheduling and the DO you will file a grievance if they don't follow the CBA.
In short, when schedules calls you have to be ready for all the angles and notify them if you don't wish to accept the silent extension you are being offered. You didn't know they could offer it silently? You do now. It's always implied. They assume you are volunteering if you don't complain.
This can also occur when you are extended past operational limits.
1) when notified of extension you notice the 50 hrs vs. 48 hrs and let them and the DO know you are not a volunteer for the extra 2 hrs and will file a grievance if they don't follow the CBA.
2) If for MX and forecast to be greater than 48 hrs you have to tell scheduling when the plane gets fixed you expect to be on it or on a DH. Later, when you aren't scheduled to on it, you have to notify scheduling and the DO you will file a grievance if they don't follow the CBA.
In short, when schedules calls you have to be ready for all the angles and notify them if you don't wish to accept the silent extension you are being offered. You didn't know they could offer it silently? You do now. It's always implied. They assume you are volunteering if you don't complain.
This can also occur when you are extended past operational limits.
Especially, his very last sentence --- because this happens somewhat routinely (extension beyond operational limits) vs the uncommon extension in the field
The schedulers won't ask you to extend beyond operational limits or even mention that it's about to occur --- they'll just keep their mouths shut, and slip you the extra 3 hrs of FAA duty extension pay
You don't have to agree to it --- and you need not call in "fatigued" either, if you don't want to do it.
You don't need a reason or justification for your decision ---You have a choice!
The only time they can involuntarily extended you beyond operational limits is during an operational emergency
And then, safety still trumps all --- you can tell them you're "fatigued"
Fly Professionally - Fly Safely - Fly Well Rested!
11-06-2014, 10:44 AM
#16
Gets Weekends Off
Joined APC: Feb 2009
Posts: 160
Originally Posted by Whale Pilot
It also takes a "grief chair" that will follow your demand/request
1) It is every pilot's job to let them know he is aware they are violating the contract and whether it is acceptable or not. It's not management's job to spoon feed pilots.
2) Shoot me but in another place or another time, their approach to such things would be considered "just business". Do what needs to be done and if (and only if) such behavior becomes an impediment to business, then change the way they do business. So far, history has proved that is not necessary for them.
A stronger union leadership and strong supportive pilot group will make or break such behavior by management.
11-06-2014, 11:26 AM
#17
Gets Weekends Off
Joined APC: Apr 2006
Position: MD-11 Captain
Posts: 4,304
Read, know and understand your Contract!
Bottom line ... you need to be familiar with the Contract. More than once I've said to CRS, "I don't think the contract allows you to that?" and had them rebuild the entire trip pairing with MUCH longer layovers and FIRST CLASS deadheads (instead of FDX j/s ANC - MEM!).
CRS tried to justify their actions as an "Operational Emergency!" I called their bluff and ended up with almost 30 hours extra pay (Hint: deadheading me home on a company jumpseat is NEVER an Operational Emergency!)
The longer layovers were paid at 200% plus 3+30 additional duty period pay!
CRS tried to justify their actions as an "Operational Emergency!" I called their bluff and ended up with almost 30 hours extra pay (Hint: deadheading me home on a company jumpseat is NEVER an Operational Emergency!)
The longer layovers were paid at 200% plus 3+30 additional duty period pay!
11-06-2014, 02:18 PM
#18
Line Holder
Joined APC: Apr 2012
Position: Huey Gunship
Posts: 64
Think we may see more of this "creative" scheduling taking place through peak, especially if more guys decide to enjoy their days off. If scheduling can't fill their schedule through draft and volunteer, I wonder if we'll see more filling of trips by "operational extension" . . .
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