FDX - 2 Leg front DH
 

It's been a while since I've had a two-leg DH where I wanted to keep the second leg and the GT at the other end.

When I just tried to do it by checking only the first leg on the view trip page and hit "continue" I get the big message across the screen about it cancelling all tickets and having to re-book all legs.

I thought we were past this, even before the new contract. :confused:

When I "cancel" my deviation request and back out to the deviation selection screen with the boxes by each leg, BOTH legs are now checked. Scheduling says he can deviate me on just the first leg, but I'm not convinced.

I actually already cancelled my scheduled DH ticket through GT and bought a completely different ticket. My main reason for doing that was the second leg of my deviation ticket is on the second leg of the originally schedule DH flight. I didn't want to be booked in two seats on the same airplane, same day.

Since I'll be joining the scheduled DH, I was thinking I'd be able to check in at the gate for the second leg and no longer be deviating (IAW the new contract). However, the implementation schedule doesn't even have a phase listed for when that kicks in.

So, I'm mostly concerned that when I actually deviate, my ticket might be affected since it's on the scheduled DH flight.

Does anyone know what I can expect when I hit "continue" re: my deviation ticket in hand and the GT on the other end. Thanks.

Whoever is in charge of this messed up deviation process should be fired ....... The entire process is not user friendly and promotes confusion . I have had to call the schedulers to get my deviation stuff done , it's way easier to call rather than fight with a set of screens that leads to nowhere

Adler, here is what I experienced last week. I had a scheduled MEM-PHL-BDL. I deviated from the first leg only. (Acknowledged the same caution message). I joined the second scheduled leg at PHL. Per the contract I called scheduling to check in. They said they could not check me in until I was within 100nm of BDL (no protection just like if I had deviated from both legs). He said there is "no date" for the implementation of that portion of the contract and they do no have the software to do that type of checkin allowing you to rejoin the scheduled DH. Basically the only positive/advantage was the scheduled ground trans from BDL to the hotel stayed. I WAS NOT protected if that flight canceled since I "deviated" per the scheduler.

Good to know about second leg protection. Though, I would hope a little common sense could be used (if needed) since we have a signed CBA with clear language addressing the situation......... awaiting implementation. :rolleyes:

Once I deviated, the system did only show me deviating on the first leg, so I expect GT will be available.

Anyway - scheduling was little help but the person at Global Travel set me straight. Our system doesn't know how to cancel one leg of a two-leg airline ticket. I'm not sure that's ever going to be possible. Normal travelers don't buy individual legs and the airlines really aren't set up that way either. We buy a ticket from A to C that happens to have a intermediate stop at B.

The other thing I learned was that tickets are coded in their system as "scheduled" or "deviation". So, the on-line deviation process will only affect scheduled tickets associated with that DH.

Scheduling is not the contract arbitrator. They can not tell you if you are in compliance or not. The main issue is whether or not you are trip protected. That would be determined after you talk to your ACP, I suspect that if you caught up with the scheduled you would be protected if something happened and the scheduled didn't make it on time.

I agree with this. If you won't make a trip because your DH doesn't make it in on time, it's the Duty Officer one calls. The DO will remove you from the trip, make other arrangements, etc--not necessarily doing it personally, but authorizing/directing the correct department to do it. The DO also makes the determination if one is CBA protected or not. The DO can see one deviated the initial leg and didn't on the second leg. The DO can see you checked in at the airport properly and in time for the second leg. If all of this takes place properly and conforms to the CBA, there should be no problem and no letter.

If the DO determines one is not missing/late for the trip, all is good. If the DO determines there is an at-fault problem then the information is sent to the "duty" fleet captain which may or may not be your fleet captain. This fleet captain makes the determination whether or not to issue an advisory letter. If one is issued, you will receive an email and a FedEx paper advisory letter to your residence. You will sign to acknowledge the letter, not to admit guilt or provide details. But, if you think it's wrongfully issued, you may write a rebuttal. The advisory letter may be considered if you have a disciplinary action within one year. The advisory letter is no longer a factor after two years. And, it's the PAC who handles the processing of the advisory letters once issued by a fleet captain.

I can't certify all the above is absolutely, perfectly accurate, but I've been here long enough to be confident this is basically correct. I welcome any corrections to the process if anyone has first hand knowledge.

Now, if someone can post the sick note point system and process, I'd appreciate that. There are still a lot of holes in what I've been able to figure out. From what I've pieced together, it's a 12 point system. Each sick call creates a point value. A sick call over a block of reserve may be 6 points, a sick over training may be 6, with 2 hours of a trip--6, within 4 hours of a trip--4, outside of that 2 points (or are they using six hours from a trip?). When one hits 12 points, a sick note letter is generated. I understand points fall off after a year. Anyone have better knowledge on this? I would appreciate knowing as I really think the system blows as it is, is arbitrary, and is in violation of the CBA and against FAA "I'm SAFE" directives. I can't believe this wasn't settled in our recent CBA! I think the company loses more in goodwill than it saves in $$ by chilling the use of sick leave. In fact, since calling in sick generates a letter every time once you hit 12 points, I believe this will cause increased sick useage over holidays. That's because one of the reasons one didn't call in sick over Christmas, etc was the desire to avoid the need for a note. With all sick calls, once a "bad boy", requiring a note, this slight impediment is gone!

Not that anyone here wants to actually read the CBA and its implementation schedule, but 8.C.1.d.iv is the new relevant paragraph and is part of Phase 3 of implementation this Summer. It is not yet effective and protections are not yet guaranteed when calling CRS from the gate of the second deviation flight.

:confused: As I mentioned in my first post, you are correct - not implemented. I'm surprised you have an implementation schedule that says something specific (summer) for that. Maybe I need to get an updated one. Mine has no time frame listed.