I would say you could possibly get IND as a new hire (just luck if they offer it), or on the first bid your eligible for, if things continue as they are now. If you got it on the system bid after you were hired, I would guess you would move in there in about 2 years after hire...but everything can change.

Is pay per day 6 for line holders? Same for reserve?

Pay per day of flying varies from 6 to over 8 hours a day depending on the type of flying accomplished.

In the domestic system 6-6.4 hrs per day. Can be higher in the international system depending on the length of a flight or the length of the trip.

Reserve pay per day is 4.5-5 hours per day depending on the bid period.

The reserve pay per day is linked to the average BLG (Bid Line Guarantee) for the bid period. In months with higher BLGs the reserve pay per day is higher and vice versa.

As of late, the BLGs have been high so reserve pay per day has been about 4.7-5.0 hours per RDay.

JP

There really isn't a min pay per day. It's more like a min pay per trip (which is 6 hours). Technically, the min pay per full 24 hours away from base is 6.4 hours. That's based on the trip rig of 3.75 (24÷3.75=6.4)

Where this gets a little weird for someone used to a pax schedule is the basic "hub turn" trip that comprises a majority of the domestic trips at FedEx. A hub turn is a flight or series of flights from domicile to a layover followed by a return sequence to domicile. Time away from base ranges from about 18-21 hours. The most common is one leg out and one leg back. The "am hub turns" depart in the early morning (usually 0200-0400) and return around midnight the same day. They pay 6 hours unless the flight time exceeds 6 actual block hours which can happen but isn't common. Day or "pm hub turns" follow the same out/back pattern, but leave in the afternoon and return early the next morning with a TAFB typically in the 18 hour range. Those also pay 6 hours unless block time exceeds 6. A pax guy would see that as a two-day trip and might wonder why it doesn't pay more than the "am" trip completed within a single calendar day. That's just the way things morphed from almost exclusive night flying to both day and nights as the flying expanded here. Both trips have almost identical footprints, one just happens to span two calendar days while the other happens inside a single day - that didn't become part of the mix with respect to pay.

So, the majority of trips are either 6 hour hub turns or TAFB trips paid based on the 3.75 trip rig. There are some hard time trips based on actual block time but most are not.

Reserve days are based on the reserve line guarantee which can fluctuate as a result of the high and low line values. Most times, the R-day value is between 4.5 and just under 5 hours.

There are a handful of New Hire Pilot slots for Indy 76 starting Jan 17

What's the rule(s) for DHing into a city where you start your first leg? Can you DH and go live on your operating leg?

Eg, the typical 5-day 757 routes from any of numerous cities (like CLE-IND turns). Sunday is the double deadhead from MEM-CLT-CLE. But say you live in XYZ airport. Fedex lets you buy the deadhead from your XYZ airport to CLE. But does this have to happen on Sunday? Or can you buy a ticket on a commercial flight from XYZ to CLE that lands at 6pm Monday and then go live for your flight which departs around 10:55pm local.

Does that make sense? Just trying to see if you can DH on the day of departure to your first operating city.

No. Domestically you must be in position (within 100 NM of the city you operate out of) no later than 8 hours prior to show time (1 hour prior to takeoff).

The term "double deadhead" refers to a trip with a deadhead at the beginning of the trip and another at the end of the trip.

Most likely, a trip starting in CLE would have a deadhead early Monday morning - not Sunday. But, either way, you're not required to DH the same day the scheduled DH goes. You just have to be in position by the deadline, 8 hours prior in this case. So, 1355L in your example.

Can only DH into a live leg via a Company scheduled pairing. They are not the norm, but recovery pairings built only as needed (and probably almost all done by Reserve pilots)

Every other DH pairing has a legal rest built into it. That being said, there's been a few times when Wx or Mx issues have resulted in my travel being delayed and not having a legal-8 hour domestic rest. FAA doesn't care, and the big concern with the company is are you going to be there for the trip? Are you going to call in fatigued.

My answer to the fatigue question is that I don't expect to, but won't make any promises until just prior to actually reporting for duty

The problem with coming in to your operating city from your home town is not a (duty day) legality but of a contractual requirement to check in at your live leg city no less than 8 hours before duty. Most double DH layovers are 12 hours or more and many of us can and do arrive at their starting city (CLE in your example) later than the scheduled arrival, just no later than 8 hours before duty.

Most of the DH pairings that get you there late Sunday night do so because there isn't a flight from Memphis that can get you there in time on Monday with a rest period before your duty starts i.e. West coast or small town with few flights like Grand Junction. If you are fortunate enough to live close to the town then you could push your travel to Monday.

Bottom line: follow the guidance (with a solid backup plan) on the deviation checklist and you will be fine.

Thanks. Sounds like for a DH trip, you have to be in position of 100 nm of the airport. Is the same true for a regular trip originating out of MEM? Say a 2230 local departure out of MEM to XYZ. For this flight, report 2130L, do you have to be in MEM by 1330L? If so, I'm not sure I see the benefit for commuters. In the pax airlines no one cares as long as you're fit and rested enough. Commuting choices are left to the pilot, some require 2-3 backups and as long as you make checkin it is fine. Now with FAR 117 and the whole 8 hrs of uninterrupted rest before duty, I'll defer that to the experts. I guess all one can say is that plenty of pilots do same-day commutes and do so safely.

The difference between pax and cargo (or at least Fedex) is that although all the MEM based trips start in MEM, you may not fly a Fedex plane out of MEM (i.e. you deadhead commercially). FedEx wants to make sure a crew is at the city well ahead of time where the FedEx aircraft is located. That is why you have to be in position at a deadhead city 8 hours prior to show time. If for some reason you can't make it, they want to be able to find someone to fill the jet (either a reserve from MEM or as a last resort someone who lives in that city). You don't have to be in MEM 8 hours prior because there are usually plenty of reserves in MEM to fill a late sick call or other reason for a vacant trip.

No - the 8 hour limit applies only to deviating from a scheduled DH to another city. Unlike a domicile with a ready supply of reserve pilots, FedEx wants the crews in an outstation city in place to operate so they know the freight will move. This has little to do with rest issues or safety. Deviation options are great for commuting pilots, but the company isn't going to tolerate the freight not moving because someone cut it too close.

Commuting to domicile has no restriction on arrival time. You can show up whenever it suits you, as long as you make the report time (1 hour before takeoff).

If you want protection via the contractual commuter provisions, your company jumpseat has to block in 1:30 prior to report. This usually isn't a difficult requirement to meet since the inbound wave of flights guys commute in on and the outbound wave (first leg of their trips) are spaced by 3-4 hours to allow time for the sort.

You are kind of missing the point, FDX pays you for the scheduled DH. They don't pay you to commute to MEM. So if I live in LA and have a DH Sunday for a Ontario trip that starts Monday night I get full pay for the block (minimum 3 hours) of my scheduled commercial ticket on Sunday (or trip rig if greater) that I don't have to take. I just have to be within 100 miles of Ontario 8 hours prior. Now if my trip starts in MEM Monday I have to commute in with out pay but I only have to be there by showtime.

Ahh I see, that makes sense in regards to reporting to MEM versus reporting to outstations via DHs. I agree with the philosophy that at an outstation it becomes harder to recover a flight if someone didn't make it on time.


Another question was in regards to reserve lines. They seem to be letters, like R, A, and B. What does each letter mean and what is the reserve window (time frame)?

At FedEx a day starts at 01:30am local base time.

A reserve period A (RP-A) is a 12 hour period of time beginning at the start of the day (01:30). 01:30-13:30

RP-A+ is a 12 hour period of time beginning 6 hours after the start of the day. 07:30-19:30

Reserve Period B (RP-B) is a 12 hour period beginning 12 hours after the start of the day. 13:30-01:30

Reserve Period B+ (RP-B+) is a 12 hour period beginning 18 hours after the start of the day. 19:30-07:30

Reserve Period 24 (RP-24) is a 24 hour period of time beginning at the start of the day.

Reserve pilots on RP-24 must be given a minimum of 24 hours notice prior to showtime. All others are usually 1.5 hours notification prior to showtime.

Oh ok, the reserve lines themselves only show a "A" or "B" or "R" so how does a pilot know if that line is a A or a A+?

Sorry if it has been asked. Is there a Facebook group or similar for the Cologne base? Hopefully headed there and would be great to talk to people already there and get info. Thanks

Deadheads are a huge benefit for commuters. You can often cut off a day, sometimes more on the front and back end of a trip. For the same pay. Turn a 6 day trip into a 4 day one, for 6 days of pay. Even Memphis guys will sometimes jumpseat home immediately, and get home a day earlier, for the full pay of the trip.

And if you need to fly somewhere to wherever the trip starts, you don't have to jumpseat. FedEx will buy the ticket (within your monthly bank). Let's see, what would you prefer? Beg a ride on the pax carriers (or if you're lucky, FedEx), getting bumped, turned down, don't know for sure if you'll get there.....or have a paid for ticket on the airline of your choice? We can often fly first class or get inexpensive upgrades. Pretty easy choice....sipping wine, or begging for a ride.

The lines will show A+, B+ or whatever they are. If you're looking at a current bidpack, there probably isn't any A+ or B+. The only August bidpack that has anything but A, B or R-24 is the LAX MD-11 bidpack (some A+).

Maybe a dumb question...if you deadhead to XYZ city does the company put you up in a hotel for the 8 hours prior to your show time?

Yes, they always give you at least minimum FAR crew rest at a hotel. Many times they give you much more. It can be a really good deal if you happen to live in XYZ city!*?



.

Mark, I've got to ask... what's with the asterisk after every exclamation point? I keep looking for some hidden footnote!*.











*I still haven't found one

Awesome, thanks for the reply this has been a very informative thread.

I'm guessing it's an encoding issue on a punctuation mark or maybe and emoticon that is producing !*?, as all three of those marks are showing up together.

Middle East flying
 

Hi. I was wondering what aircraft types do the Dubai trips or other Middle East destinations? Also, at what point in the process do you find out what equipment and domicile you are assigned to? Thanks

Dubai is currently done by the 777 and MD-11. The -11 crews can be from any of the three domiciles for that aircraft. The only other regular Middle East destination is Tel Aviv which is currently flown by the Cologne 757 crews. There have been other locations over the years on military charters, but those come and go.

I'm not that tuned into the hiring process so I apologize if this is old info. From what I hear, folks going to the MD-11 are chosen specifically so they show up one day early and know right away. I think everyone else picks based on last 4 of SSN (high to low) on the first day.

ATL Commute
 

Fellas,

Been at Delta for less than a year and based/live in the ATL. Have an interview in a few weeks at FX. How's the commute to MEM from ATL? Appreciate the info.

Congrats! How long you have your app on file..?

Yes - though the company actually books the hotel access for you even further out --- 10 to 30 hours, even longer on international trips

Additionally, if you have excess $$ in your travel bank that month, they will cover hotel costs a day or two earlier on the front side of your trip to encourage you to get in place early

Unfortunately, domestically they won't cover additional hotel nights on the back side (...even if you can show them there's a cheaper way to travel home a day late)

ATL supposedly has the most commuters. So the jump seats will be very competitive.

Maybe an actual ATL commuter will pipe in. I looked at the typical busy nights, Mon/Tues inbound (ATL-MEM) and the same outbound on Friday (MEM-ATL) for the next two weeks. There are usually two night flights leaving between 2130-2230L with a mix of A300, 767 or MD-10. Each a/c has at least 4 seats or more. There are plenty of seats open tomorrow (start of Aug bidmonth) and the following week as well as at the end of each week coming back to ATL. Maybe that's a summer anomaly, but I don't see a big issue with seats in that small snap-shot. Add to that the fact that your currently employer has what appears to be 10 non-stops each day and I'd say you have some options.

Seems like bailing on an in domicile gig with Delta to commute to MEM would be a tough call. Good luck with the interview.

How would life be for a DC-area commuter (closet to me is BWI)? Are there plenty of deadheads but they senior? I would imagine having BWI, IAD, DCA and PHL within driving distance would make life easier.


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Sunday mornings (no BWI flights) and Monday/Friday nights are tough if you are trying to get to Mem but getting to IND or EWR is easy most nights. I probably would not try to commute to an IND domicile but holding east coast DH lines is very easy.

Lag,
Maybe I'm not reading this right, but these two statements don't seem to go together. If getting to IND is easy, why is commuting there a bad option? :confused:

Also, holding east coast DH lines doesn't seem to hinge on where he's commuting out of.

I've read this thread through and I see the phrase "holding a DH line" quite often. I would appreciate it if a Fedex pilot can explain this to a newbie.

Thanks in advance!

It means a monthly schedule of trips that has deadheads -- company-paid commercial travel to stage you for your trip -- at the beginning, end, or (best) at both ends.

Since deadheads pay 100%, and are positive space travel, the miles get credited to your personal frequent flyer account, and the deadheads can be re-scheduled to/from your home instead of just to/from your domicile (thereby eliminating the unpaid commute to/from work), bidding DH lines is apparently quite desirable.

Domestically, most of the first flights on any given business week are Monday night inbounds to the hubs. This is because there isn't any service on Sundays and nothing new enters the system until the packages dropped off all day Monday. So, having a bunch of MEM or IND based pilots ready to fly out of the domiciles doesn't help when the packages are at all the out bases ready to come in for the sort Monday night.

Long story short - sorry. FedEx needs pilots in place Monday night at the out stations to fly inbound. So, they deadhead them from their domicile to the outstation Monday morning or maybe Sunday afternoon. They layover and are ready to fly Monday night with the inbound freight to start their week.

So, a deadhead line allows a commuting pilot to get paid to use a commercial flight from their home town to the out station on their trip rather than commute on their own time to their domicile. The scheduled DH ticket from domicile can be cancelled and the $$ used for the ticket the pilot actually needs (as well as other travel expenses if there is extra). Best case scenario is the pilot lives in the city he's supposed to DH to and stays home until it's time to drive to the airport and operate out.

Some trips have the same arrangement at the end as well, since the last flights of the week are typically outbound. These types of lines are very desirable for commuters for obvious reasons.

Getting to Indy for the first reserve shift on Monday night might be tough if you are riding the Monday night IAD to IND Airbus. Same goes for getting home on Thirsday nite Friday morning. That and my opinion that commuting and IND domicile are not a good match, mainly due to the 4 night work week.

The train from BWI makes many east coast DHs if not a pleasure, certainly not very stressful. Along with bank friendly.

Thank you Hacker and Adlerdriver.

That clears it right up. For someone that wants to live in the NYC area, I imagine that this would be nice setup if they can hold those lines that include deadheads to EWR.