Originally Posted by HIFLYR (Post 2990237)

Your statement.

No pilot should have to use sick or vacation time if they don’t feel they should take the risk of them or their family getting infected.



So what would a HKG pilot who requested not to fly in China do to get paid? HKG is in China right and they fly predominantly in ASIA right?

Originally Posted by Tuck (Post 2990463)

Sounds pretty similar to our own...except with less options.



All I can say is the crying about how "industry standard" is getting paid sitting at home when a trip is removed is just a sign of ignorance within our crew force...oh yeah and the whining that seems to be a big part of young crew members here. Anyone ever try to read the DAL sub chapter? It's about 4x as long as ours and requires a PhD to understand any of it.

Originally Posted by Stan446 (Post 2988274)

FedEx freight doesn't move, we don't make money. That a little different from the pax carriers. Guys need to quit *****ing. You signed up to fly for a cargo airline. Moving freight is what we do. If it entails risk, so be it. Half you whiners flew for the military doing higher risk jobs. Now you are highly compensated to do a job and you are whining. Don't want to fly to China, stay home and do sick leave, vaca or makeup. If we have freight to haul out of China, we are fortunate. And this virus stuff will happen again and again.

Originally Posted by FXLAX (Post 2991533)

No, not really actually. We don’t have a requirement that the new assigned trip falls strictly within the footprint of the previous trip. That is significant in that we bid for lines with trips and plan accordingly.

As far as I know, no one gets to have no reassignment or phone liability. It’s in the restrictions of the reassignment/phone liability that many, in essence, get to stay home and get paid.

Personally, I feel our sub section, 7+ pages with dozens or references to many other sections of our contract, requires a law degree and a lot of time and patience to full understand completely. So I’d like to see it simplified with restrictions that are within the original footprint of the affected trip. That shouldn’t be so difficult to articulate in less pages and less references to other sections of the contract.

I’m a QOL guy. So I rather protect my time off more than getting any sort of extra pay. Pay wise, I’ve already bid and planned for the credit hours for the trips in the line I was awarded or subsequently traded. So maybe I’m just different that way?

Originally Posted by kronan (Post 2991927)

The SUB footprint is virtually the same. A SUB assignment can show no earlier than 4 hours prior to the trip that was canceled and end no later than 4 hours after the originally scheduled return.



If you've got an 0130 show...well, might be One or two trips that show just prior to that but I'd guarantee there's nothing showing at 2130 the night prior. If you've got a 1400 show....might get a 1000 DH trip somewhere, but odds definitely against it.

That 4 hours earlier limitation essentially brackets our typical 4 hour flying window. IOW-a trip at the very end of the window that's canceled still has some SUB options.

And pretty tough to wind up with a different return footprint with an extra 4 hours



What typically happens with late-breaking trip cancellations is that you go unused. When CRS swaps planes from a Bus to an MD or an MD to a 777, or vice versa, the crew that get's removed that late in the game simply goes home/with pay. Yes, CRS very happy to have someone decline SUB to get OTP time. Company is ecstatic when someone who was removed from a trip for legality declines SUB.

Almost as happy as when people don't claim their NOCAT or disruption compensation