I don't think getting a few random w2 posts would give you an accurate assessment. Try clicking on the airline profiles page to get a better idea.

 

Not sure if this will help or not, but I am in my second year at FDX and can provide my 2018 numbers up through the end of March (1/4 of the year). I am a commuter and as open time has been scarce I have not flown extra, nor have I dropped any trips. I have been on WB pay ($172ish/hr) all year and haven't sat reserve yet at all this year.

So through March 2018
My Earnings to date have been $45,620.
Average BLG/Mo: 79.3 (Our min guarantee is just a shade under 74 hr/month)
Average CR/Mo: 81.9
Avg Block Hrs Flown/Mo: 37.8
TAFB per 30 day month (realize we don't have 30 day months, but I made the calculations to show what it would be): 12 days at work, 18 days off
(NOTE: I would say as a commuter, my actual days away from home are probably an additional 1 or 2 due to my commute. The 12 days above is just using my TAFB from my monthly summaries.)

So, if you do the math, though my pay rate is $172, I have earned $181 per CH, 374 per block hour, and $1260 for each day away from base.

With all that being said, there is much more than the dollars that matter. This is just one small piece of the equation.

Hope that helps.

SF

 

I’d take a look a the the industry wide W2 comparison thread in one of the more general forums. Lots of FX guys chimed in there

 

How does this work? Apps in with both companies and living in Miami area for the foreseeable future. A FDX Captain told me with a little bit of seniority I could make MIA my own personal FDX Domicile...lots of reading on here and I can’t quite make sense of such an awesome comment/situation.

 

Many trips at FedEx begin and end with commercial deadheads (typically referred to as "double-deadheads". The basic premise of these trips is that FedEx needs a crew in a city (Miami, for instance) Monday night to be ready to fly that day's freight to a sort facility. It's not feasible to get that crew there by them flying a revenue flight on a FedEx aircraft, hence the commercial deadhead to position them there. At the end of the week, that same crew will end up back in Miami after delivering their freight. There's no reason for them to fly back to their domicile with an empty aircraft since we don't pick-up on the weekends. So, once again, to get them back to domicile and officially end their trip, they have to be flown commercial. This is happening week after week in many of the cities we service.

This creates two specific scenarios that answer your question. The first and also the best scenario would be if you can hold the trips that start and end with deadheads to Miami (in your case). You're already in position Monday morning when your deadhead from domicile would be boarding to fly you to Miami. So, you cancel that deadhead, report you're in position and your trip pay starts on schedule which means you get paid for the deadhead you don't do. You fly your schedule all week, which may consist of a flight to a sort facility, a few hours on the ground and a flight back to Miami each night. You would be scheduled to layover in a hotel but would have the option to just go home and layover there. At the end of the week, you are now back in Miami with a scheduled deadhead back to domicile (after a legal rest period, of course). You're home with no need to take the scheduled deadhead back to domicile. You cancel the deadhead, go home and you're on the clock until the deadhead you don't have to take arrives back at your domicile.

A slightly less optimum (but still very good) scenario is if you can't hold Miami double deadheads, but can hold some other city. You still cancel the ticket to Miami but now use the money from that cancelled ticket to buy a positive space commercial ticket to get you to the city you need to be in Monday night. At the end of the week, you do the same thing in reverse with another positive space ticket. You may be based in Memphis, but never actually commuted there for the trip. You also got paid for the commute you did make to city "X" via commercial air with no need to play jumpseat roulette.

There are other iterations of this with only a deadhead on the front or back of trip (rather than both ends) resulting in a "normal" commute at the start or the end of a trip. "A little seniority" is a very relative term which is highly dependent on how many FedEx pilots live in your home town and fly the aircraft you fly. As you can imagine, holding double-deadheads to your home city is a pretty cherry situation. Many local pilots in that city bide their time and wait for years to have that chance. Once achieved, many also forgo upgrades and moves to other aircraft long after they could take them in order to sit on those trips from home. The other variable is the choice of aircraft to serve that city. Sometimes those can change without notice and your sweet deal evaporates when the MIA double-deadheads suddenly go to another fleet. The bottom line is that holding these trips to a specific city can take some time and quite a bit more than "a little seniority". However, based on our projected hiring and retirements, if ever there was a time to get on here and have a reasonable shot at that goal, now is pretty good.

Hopefully that helps explain the situation.

 

Adlerdriver that is a perfect explanation. Thanks for your time and detailed explanation. Sounds awesome on top of the fact there are a lot of MIA to MEM flights on a plethora of carriers for the beginning. Obviously living in MIA the easy answer is UPS, but with this information, the rest on this thread and the one in the UPS thread, I think personally, I am a whoever calls first kind of guy. Fingers crossed. Cheers!

 

I cringe when I hear comments like this. There is a big difference between FedEx has never furloughed (truth) and FedEx does not furlough (it is possible but has never happened).

FedEx has invoked 4.A.2.b of our contract and reduced line values below the standard minimums in order to prevent furloughs. It was not a fun period for those stuck on aircraft who had their monthly average line values slashed.

THIS !!

YES!! This is probably the biggest threat to any FedEx new hire on property and anyone hired within the last five years. The current postal contract expires September 29, 2024. Should FedEx lose a significant portion of this contract, there will be numerous furloughs at FedEx. The postal contract is mostly responsible for the day sorts. And the day sort or day flying represents roughly 40% of flying at FedEx.

Amazon is building a very large sort hub in Cincinnati (CVG) and are buliding out a transportation network in the USA. Since Amazon is already very cozy with the USPS, Amazon could bid and win this postal contract in 2024. Or UPS which has been competing with FedEx for postal contracts could win the majority next time around.

Should FedEx lose this contract, or a significant share of what it flies now, you're going to see drastic cuts in the crew force and the network. NO OTHER AIRLINE CREW FORCE IS EXPOSED TO THIS HIGH OF RISK IN LOSING FLYING HOURS AND FURLOUGH.

If anything, UPS/Amazon and passenger airlines are in a better position to take postal service market share away from FedEx.

This is the elephant in the room. New hires should understand this risk.

 

Who is Amazon going to use for the Postal Contracts? ATSG/ATLAS/KALITTA? They will need to have aircraft and personnel to do this.. sure would be a stretch for any of them to get more aircraft (and crews) to fly them. I'll bet money that FedEx will get the contract again. Just my two cents...

 

are you on the 777?

 

Are the postal contract terms on the FDX Quicktake page accurate- 10.5 billion, 7 years ... 1.5 billion per year? That’s about 2.5% of yearly revenue. 40% of daily flying though sounds a lot worse.