Not to side track this thread too much, but....
To point #1...who cares about his probation status. I'm not saying I agree with the head work leaving oneself no back up options to make a trip.........but he made it.

Point #2.....Not saying I agree with this bit of head work either, however.....I seriously doubt that whoever pulled him off the trip knew whether he was painting his house or flying with the Guard when they decided to pull him (unless we're making a habit of monitoring pilot's pre-trip personal activities). They simply saw he was jumping into a long flight and yanked him. Details of his day became known later. Maybe he would have gotten a great nap in pre-show if they'd just left his ass alone.

As I said before, if he'd been a MEM guy working on his house all day who didn't lay down until midnight (or at all), is someone going to pull him off the trip when he shows? Total BS.

Point #3...If I had to pick a flight to work after a long day and a short nap, MEM-DXB would be it. The longer the better. Ask the Captain if you can rest first and you're in the bunk at top of climb. If you're an RFO it's probably that way anyway. The guys who grab a quick FTP at the squadron, nap and then commute to MEM for a 2 or 3 leg 757 am launch are more of an issue than some long haul FO on a 15 hour leg.

 

Actually, they did know he flew that day. Talk to one of the union guys that were representing us at the time, it's not as simple as you make it sound.

Also, what's the FAA's take on flying for the military and then flying for a 121 operation without a legal rest and over 16 hours of total duty?

The FAA doesn't have rules about mowing your lawn, painting your house, or working on your car, but they do have rules about flight time duty limits.

 

Ok. Valid points. Although, I wonder if you went by basic FAR rest rules if he might have had a "legal" rest period between wrapping it up at the Guard and show time the next morning. I'd also love to know how someone at Fedex somehow knew his Guard schedule. But, this one isolated incident has gone way outside the scope of my initial point.

I think Fedex management has over-stepped on this in most cases. There's no FAR to support their actions. No FOM or contract reference. Just a unilateral decision by folks who usually fly a desk that, in most cases, over complicates commuting to an international flight.

 

I'm sure glad somebody started a new thread!

Other people have asked how long it takes to do all day flying. I don't mind night flying. My personal goal is to have as many Sunday mornings as possible at home with my family. What do you folks think would be the timeframe from new hire to around 80% of Sunday MORNINGS at home? Rest of the weekend isn't as big a deal. I'll have a 4-1/2 hour commute to MEM.

 

There's so many variables ... time of year, seniority, which airplane you get, where your commute to (is it via airplane or driving)?

I loaded up the 757 April bid awards, examined the bottom 26 or so schedules awarded and counted the number of Sunday mornings those folks would have off.

The average was 2.19. I only counted the Sunday if they clearly had it off and didn't have reserve period the night before. I did not include situations where you were off Saturday and Sunday but for whatever reason couldn't commute home because of where you lived and flight schedules. (we have a limited flights on Saturdays).

Therefore, I'd say you'll be lucky to see 2 Sundays a month.

 

Good analysis above. But, you can always drop the trip preventing you from being home Sunday mornings. Then add in trip(s) during weekdays to make up the list pay if the drops. Of course, drops are based on manning levels. And, if you're on reserve, it's harder to drop or move around reserve days.

Oftentimes, if a seat is fully manned, reserves go more senior as people living in Memphis bid reserve and enjoy a fair number of extra days off when they aren't called out.

Anyone have information on how 757 FO is manned, and what percentage the "all is left is reserve" ends?

 

Only problem with the above is that the only New Hires getting 757 right now are going to Cologne and HKG. Nobody getting MEM 757. Junior planes for New Hires in MEM are the Airbus and 767. Always subject to change though.

 

Training letter has new hires going to the 757 again starting in July.

 

8 AM service, MEM by 2 PM would work for many/most of the afternoon departures on Sunday.

Church can be tough as a pilot. I deliberately didn't volunteer for any Sunday Schools or committees that required regular, consistent attendance. I looked for other places to serve, and btw...if you work at FDX and tithe you'll probably be in the top 5% of the contributors at your church. I actually had a chat with our minister when we joined explaining "we are not having marital issues, and I'm not out fishing...but sometimes I'm going to be on the other side of the world..."

The cool part? I did Easter Service in Paris with my daughters back in 2013....great memories.... Also regularly visited a few churches in Germantown when I've been there for training or on a trip.

Many of our pilots--including some in management-- are involved in a their churches and their communities in a lot of capacities. I think you will find our schedules lend themselves very well to church life, coaching sports teams, or a host of other stuff that makes you happy away from work.

 

That's awesome. I pray they call me soon!

EVERYTHING I read/hear about FDX is exactly what I want for a career.