Why I'm Voting No
09-12-2015, 09:48 PM
#21
Gets Weekends Off
Joined APC: Aug 2012
Posts: 711
Originally Posted by TonyC
We will never see $210,000 (the current IRS limit on how much you may receive in a calendar year as the BENFEFIT from your Defined Benefit Plan "A Plan") unless the Final Average Earnings Cap (the CBA limit to the income that can be multiplied by 2% x Years Of Service to calculate the annual retirement benefit, so maximum of 50% of FAE) is raised to twice $210,000, or $420,000. Unless and until the FAE cap is raised or removed, we can never reach that IRS limit.
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09-12-2015, 09:57 PM
#22
Organizational Learning
Joined APC: Nov 2005
Position: Directly behind the combiner
Posts: 4,948
Originally Posted by Raptor
We weren't talking about Benefit, but we were talking simply about wide-body F/O compensation. As you were Tony!
D.
09-12-2015, 10:03 PM
#23
Gets Weekends Off
Joined APC: Aug 2012
Posts: 711
Originally Posted by TonyC
So, what $210,000 were you talking about? How does that number affect anybody?
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09-12-2015, 10:12 PM
#24
Organizational Learning
Joined APC: Nov 2005
Position: Directly behind the combiner
Posts: 4,948
Originally Posted by Raptor
It doesn't affect anyone. It was just one of those side-tracked conversations. Look at post two--it begins there.
Thanks for pointing me in the right direction.
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09-13-2015, 01:02 AM
#25
Gets Weekends Off
Joined APC: Jul 2007
Position: 767 Captain
Posts: 3,988
Originally Posted by hellsbells
...... I am on the 777 and I routinely fly with F/O's that make $260 or better. Last year I flew with a F/O that has averaged over $300k for the last 5 years and recently flew with a F/O that made $350k last year.
Originally Posted by hellsbells
Certainly working much harder than I care to but on the 777, with high RLG's and all of the overrides added in, $260K for a F/O is within reach.
or overrides.
09-13-2015, 09:42 AM
#26
New Hire
Thread Starter
Joined APC: Sep 2015
Posts: 5
Originally Posted by FDXAV8R
the bottom line is the value of our A fund is being diminished by time and inflation. Plus with age 65 FedEx is having to paying out less money as crewmembers work additional years prior to drawing retirement.
09-13-2015, 11:33 AM
#27
Gets Weekends Off
Joined APC: Jan 2007
Position: 777
Posts: 866
Originally Posted by pinseeker
Top rate in W/b is $187 + 7 intl overide = $194/hr.
$260k/194/12 = 111.6 hours per month. I am a top scale W/B FO and have never come close to $210k. So how are you averaging almost 111 hrs/month?
$260k/194/12 = 111.6 hours per month. I am a top scale W/B FO and have never come close to $210k. So how are you averaging almost 111 hrs/month?
09-13-2015, 03:20 PM
#28
Avoiding Memphis
Joined APC: Apr 2005
Position: Intl Feeder Jet
Posts: 504
Can we please stop quibbling about whether a 777 FO can hit the limit and discuss the real problem - that the limit should be $410K this year, and that no FO can hit that.
The limit should be something that guys strive to hit - upgrade to make my high 5. We've all flown with guys doing that. Why? Because it was worth it!
I see two options for the A plan. Either tie it to IRS limits (that adjust every year) or tie it to our new pay rates (that adjust every year). It should stay at a minimum of highest WB CA x 1000. If the WB CA rate hits $300, then the A-plan cap is $300K. The dollar amounts are negotiated together.
The A-plan is nothing more than deferred compensation. We could get much higher payrates now if we gave up the A plan. But it is a negotiated benefit that we HAVE given up compensation before to secure. Letting it die on the vine is an insult to us and previous negotiations.
The limit should be something that guys strive to hit - upgrade to make my high 5. We've all flown with guys doing that. Why? Because it was worth it!
I see two options for the A plan. Either tie it to IRS limits (that adjust every year) or tie it to our new pay rates (that adjust every year). It should stay at a minimum of highest WB CA x 1000. If the WB CA rate hits $300, then the A-plan cap is $300K. The dollar amounts are negotiated together.
The A-plan is nothing more than deferred compensation. We could get much higher payrates now if we gave up the A plan. But it is a negotiated benefit that we HAVE given up compensation before to secure. Letting it die on the vine is an insult to us and previous negotiations.
09-13-2015, 03:46 PM
#29
Gets Weekends Off
Joined APC: Nov 2006
Position: 767 FO
Posts: 8,047
Originally Posted by pilot141
...
The A-plan is nothing more than deferred compensation. We could get much higher payrates now if we gave up the A plan. But it is a negotiated benefit that we HAVE given up compensation before to secure. Letting it die on the vine is an insult to us and previous negotiations.
The A-plan is nothing more than deferred compensation. We could get much higher payrates now if we gave up the A plan. But it is a negotiated benefit that we HAVE given up compensation before to secure. Letting it die on the vine is an insult to us and previous negotiations.
09-13-2015, 03:47 PM
#30
Banned
Joined APC: Mar 2009
Position: 757 Capt
Posts: 798
Why I'm voting no - in a nutshell.
I am forced to read every single line of every single section and know, beyond any shadow of a doubt, that it will be misinterpreted, abused, misrepresented, and go undefended by my union.
Look at any contract through that lens and it's ugly.
The real problem is the environment of mistrust that has been created by flight management the past few years.
Maybe it will cost them some money to repair that relationship.
Pipe
I am forced to read every single line of every single section and know, beyond any shadow of a doubt, that it will be misinterpreted, abused, misrepresented, and go undefended by my union.
Look at any contract through that lens and it's ugly.
The real problem is the environment of mistrust that has been created by flight management the past few years.
Maybe it will cost them some money to repair that relationship.
Pipe
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