FDX - Deviation Bank
 

Does anyone know what this means? Specifically the part I've highlighted in purple regarding being treated separately for deviation bank credit:

CBA 8.C.2.d.All deadhead travel shall be classified into two categories, Front/Back-End, and Mid-Trip. For the purpose of deviation bank credit, each category shall be treated separately. However, if a deadhead trip is changed or canceled by the Company, the associated deadhead bank monies remain intact. Within each category, a pilot’s bank credit shall be determined as set forth in Section 8.C.2.a. (above). 

Meaning if deadhead goes away or the trip is canceled, you keep the bank.

Seriously??? Brilliant!:rolleyes:

Old contract all 3 types of DHs were one bank. New contract the mid trip DH was split out into its own accounting. According to NC, you can still spend deviation bank money without regard to bank (treat it like one total) but they are "earned" separately now.

This fixed a problem under the old CBA. One could have a double DH trip with front DH of $500 and back end DH of $500. The pilot would plan to spend $700 getting into position and $250 getting home at end of trip. Then while on trip, a revision which inserted a $1500 DH would happen and it would eliminate the back end DH. The pilot would have to take the scheduled mid trip as there was no other option that would meet parameters.

The trip started out with a $1000 bank and when the pilot blocked in at base, the bank was $2000 ($500 front and $1500 mid). Since $2000 was greater that $1000, $2000 was the final bank amount. But, $1500 of the $2000 had been used on the scheduled mid trip. Thus, only $500 was left in the bank, yet you had already spent $700 so you were out of pocket $200 due to a "retroactive" pairing revision.

This sounds complex and rare, but it really wasn't. It happened to me at least 5 but not 10 times over the last 7-8 years. I figured it out quickly and never overspent my front end. It happened enough on international trips especially that it was a fix item in negotiations. This splitting out the mid trip DH into its own accounting for accrual fixes this problem--especially since in most cases these late changes required the pilot to take the mid trip DH as scheduled. I asked the question and was assured that even though the banks were accrued separately, they could still be spent as if they were combined. We will see the company interpretation once they implement the programming.

Thank you. That makes sense. And yes, I too have been hammered by the exact scenario you described.

It will be interesting to see how the company interpret 's that one.

what about a trip (with a backend deadhead) that gets removed from your line and you are placed in substitution? Do you keep the bank money? Contract reference?

I'm too lazy to pull up the contract, you can go to section 8 and look, but yes, you keep the bank money. However, make darn sure that it's in your expense report, for scheduled bank. And if it isn't, you can add it.

However, from the original question, it looks to me like they are separating out the mid trip deviation bank from the front and back. That is a serious giveback, if I'm reading it right. Because, say you have a mid trip deadhead, it stands on it's own. If you spend more to deviate, you can't use the other bank, and if you jumpseat mid trip, the bank can't be used for front and back. I don't know if that's how it will be interpreted, but doesn't that look like how it's written? Bad deal.

Maybe this will come in high on the list of deviation Bank favorites. It's a good thing that we got rid of FIRST CLASS?

Qatar Airways announces plans for world's longest flight - Telegraph


:eek:

So, is the new "Established" column on the trip recap for the updated bank accepted fares, after the tickets have been purchased by Global Travel?

To answer my own question: trip recaps are now showing the new accepted fares method, to be implemented in June. A nice gain with the new CBA.

Actually scheduled for March. Implementation table #48 right?

I'm sure you're right. I asked Crew Audit over the phone, they said June. I didn't take the time to look at the implementation table. Thanks for clarifying.

That is almost correct...Somebody needs to communicate this!

The new Baseline/Established fares will be shown on your pairings starting in March(Phase 2). BUT, you will not get bank credit for them until implemented in Phase 3, June-Target, Sept-Deadline.

Don't try spending the Established Fares that you'll start seeing on March pairings, until Phase 3(at least June)!

The company couldn't possibly afford to do it any sooner. Where would they find the money? I mean, they just announced another $3.2 Billion stock buyback. That brings it up to $8 Billion, just since 2014. We're just lucky we could keep our A plan.:rolleyes:

Thanks for that info, Busboy. That is good to know.

Does anyone know exactly what this means?

8.C.4.c. The Company shall pay all fees associated with scheduled deadhead tickets. Fees associated with an unused deviation ticket shall not be allowable unless a Company schedule change was the reason why the ticket could not be used, or had to be changed. These costs/fees shall be handled in accordance with Section 8.C.5.b., and shall be limited to the actual cost but shall not exceed $25 per transaction.

So, if you buy a non-refundable ticket and the company revises your trip(like that would ever happen)...We can no longer expense the entire cancellation fee from our bank? Now it's only up to $25?

Looks like yet another win.:rolleyes:

Of course you keep the bank and if you bought the ticket through the company you are covered.

I don't know what "...if you bought the ticket through the company you are covered." means. :confused:

Covered for what? You bought a ticket you didn't use and still have to expense it.

Did you read the note below the paragraph you quoted. Seems pretty explanatory. If you ordered the ticket through PFC or Global travel they cover 100% of the change fees if the company changes the pairing.

Note: When a deviating pilot arranges for the booking of his deviation travel, either via an electronic system(s) or by phone contact with the Company’s travel department or vendor, the Company is responsible for any of the above-listed fees that may be incurred due to the cancellation of the scheduled travel, and/or the booking of the pilot’s deviation travel itinerary. However, in the event the pilot makes any subsequent changes to his deviation travel itinerary, and if those changes result in any of the above-listed fees, he shall be responsible for those fees.

Yes, I read that. Did you read the language above the note you quoted? It seems pretty self explanatory that the "above-listed fees that may be incurred", "shall be limited to actual cost but shall not exceed $25 per transaction."

8.C.4.c. The Company shall pay all fees associated with scheduled deadhead tickets. Fees associated with an unused deviation ticket shall not be allowable unless a Company schedule change was the reason why the ticket could not be used, or had to be changed. These costs/fees shall be handled in accordance with Section 8.C.5.b., and shall be limited to the actual cost but shall not exceed $25 per transaction.

Note: When a deviating pilot arranges for the booking of his deviation travel, either via an electronic system(s) or by phone contact with the Company’s travel department or vendor, the Company is responsible for any of the above-listed fees that may be incurred due to the cancellation of the scheduled travel, and/or the booking of the pilot’s deviation travel itinerary. However, in the event the pilot makes any subsequent changes to his deviation travel itinerary, and if those changes result in any of the above-listed fees, he shall be responsible for those fees.

Nowhere does it say that the company will cover 100% of the change fees. Unless, they're less than $25, of course. What fees, caused by not using a ticket, do you think they're limiting themselves to?

I took this section to mean the travel agency fee.

Doesn't matter what the contract says, as anything seems to be up to interpretation by the expense report folks. One person will process it one way, another person will process it another way. You can only hope your auditor does it the way you interpret. And that is pretty screwy.