Update to International Jumpseat

The TSA has had a prohibition on international jumpseating since 2001. You can't ride in an American, Delta or Continental cockpit right now just as they can't ride in ours.  They have in-flight security coordinators designated behind the IRCD in flight--so they can extend an open cabin seat--ONLY--to a jumpseater. Our entire upper deck becomes the "flight deck" any time the IRCD is opened. Remember how we operated with the Supernumerary pilots being scheduled to ride in the back as in-flight security coordinators to try and keep up with TSA AOSSP mandates (Aircraft Operators Standard Security Program)? So, if you try to ride a US carrier abroad--you will be denied the cockpit just like are forced to deny the cockpit, by the regulators--not FedEx. The only exception to this is Puerto Rico--in which management--not ALPA has elected to leave closed. I have repeatedly ask them to open those stations--which are DOMESTIC as far as the TSA is concerned, and where we have other US carriers offering us the cockpit jumpseat.

Now, having said all this--there is potential relief on the way, which is leading to the rumors. Pistole, in response to a white paper I wrote in DC with ALPA National Staff, has finally approved international flight deck access via CASS to US carriers that maintain a MCL. We do. All long haul international US carriers do. However, this will come on just like the evolution of CASS. One carrier at time, and at a trickle. Just like CASS. Every air carrier has to change software, and amend all manuals and technical writing to incorporate this provision into their AOSSP and operations software. Plus--an operator can't even start until each air carriers individual TSA PSS initiates it.  Further ARINC, the CASS server host, has to incorporate "fences" to maintain integrity of CASS access to the flight deck for those few air carriers that maintain an MCL only. If an off line CASS pilot gets into the flight deck abroad that is not on an MCL, that aircraft will not be allowed entry into US airspace. That check doesn't happen until four hours prior to that point. Therefore, any diversion would cost an airline hundreds of thousands of dollars and would risk operators opting out of CASS to prevent future problems.

So our hands--just as every other major airlines hands--are still somewhat tied by the regulators. I am sure you well know by now how fast regulation change takes place at the Federal government level of TSA and FAA. Ever heard of flight and duty times and the FAA reauthorization bill?

This is just another example of what ALPA does for you that gets no exposure. It's all going on, and the FedEx committees involved work it every day behind the scenes.  Updates are communicated via the message line, the website, AirLine pilot magazine, P2P and textcaster. If you don't regularly visit those venues or have auto feed to your devices and email, I would highly recommend you do so that you get that information as soon as changes apply.