Positive Rate Weekly - 7/6/17
Positive Rate Weekly - 7/6/17




e are currently posting the positions of Pilot Assistance Team Hotline (PATH) chairman, Safety Committee chairman and vice chairman and Training Committee member.

Previously, PATH was a subcommittee of the Pilot Assistance Committee. PATH will still be under the Pilot Assistance Committee umbrella, but is now a standalone committee within that group.

We are currently posting the position of chairman for our Safety Committee. This position has been filled by Captain Todd Carpenter. Todd has indicated he is ready to step down as the chairman of this committee and with his recent announcement, we are reminded of the work he's done for us over the past several years. Please join us in thanking Todd for his service to our union

Training Committee Chairman Captain Ty Sanders is looking for someone to serve on his committee and assist with their e-zine publication “Gear Up.”

In accordance with the FDX MEC Policy Manual, those pilots who desire to be considered for these positions should contact MEC Vice Chairman Captain John Cardaci at


* The following story is provided on behalf of one of our crewmembers as an opportunity to share their personal experience and remind fellow pilots of possible dangers while traveling abroad. Please note that the statistics below were provided by the Centers for Disease Control and Prevention (CDC). 


s a 10-year veteran of travel to our tri-cities in India, I have developed a bag of tools to keep myself out of the restroom as much as possible.
Typical safety measures include:
  • bottled water for just about everything
  • Clorox wipes for door handles, TV remotes, and hotel phones
  • changing my toothbrush frequently
  • minimizing shower time
  • and most importantly, limiting my exposure to certain types of food.
Cooked catering selections, carrying pre-packaged food and eating a lot of pizza in the hotel also help. It’s rare to fly with a crewmember that doesn’t have an experienced story of a foodborne illness in their travels to India. Most are shared with a common painful theme: It’s not fun.
ON A RECENT lengthy trip to/from Bangalore, I felt that old, too-familiar twinge in my lower abdomen as the trip was coming to an end. I had been so careful. What had gone wrong this time? I had eaten almost 100% of my meals with the other crewmember. Mostly in the hotel. The breakfast buffet with eggs cooked to order as I waited and watched, toast, coffee and bottled water. Nothing to eat or drink out in town on our few excursions to get out of the hotel. We ordered similar catering selections.
(between 3 and 7 days after first symptoms)
  • Difficulty breathing
  • Mucosal bleeding
  • Severe abdominal pain
  • Persistent vomiting
THE TRIP FINISHED with a deadhead home from Dubai. While not looking forward to spending 16 hours on an airplane with a stomach ailment, the thought of staying behind wasn't appealing either. I made the journey home, arriving at my hometown airport completely exhausted despite sleeping most of the way. I showered, cleaned up, and hit the comfort of my own bed. I slept for 12 hours. Upon waking, my symptoms had deteriorated. Fever, sweats, chills, headache, nausea, and body aches. I decided to drag myself to the ER for some fluid intake assistance.
THERE WAS NO WAY I could replace by drinking what I had lost in the past 48 hours. The ER visit went as expected. I told them what symptoms I had and what I “needed.” As the doctor progressed with his typical questions, he stopped at the one that asks “have you been out of the country in the past 30 days?” Of course I answered, “Yes, I had been to India.” His eyes perked up and he requested a full blood work panel to be taken. I was given 3 liters of IV fluids, 5 prescriptions for bacterial food poisoning, and sent on my way. Five days later, the ER doctor called and asked me to come back for more blood work and a review of my initial panel. I happily agreed. More fluids!
MY INITIAL PANEL showed a very low white blood cell count, a platelet count that was far too low for my condition, and a creatinine level that indicated very low kidney function. The doctor drew more blood and gave me another 3 liters of IV fluids. It was at this time that he told me he suspected Dengue Fever. A ghoulish term that I was unfamiliar with.
DENGUE FEVER IS a mosquito-borne virus transmitted thru a simple bite from an infected mosquito. It is very rare in the United States, but prevalent in India. The tests came back positive. As a virus, there is no medical “cure” or pill to be taken and no current vaccine available. Just lots of bed rest and fluids. It took me almost two weeks to fully recover from the initial symptoms that masqueraded themselves as food poisoning. I was exhausted for about 5-7 days, slept 18-20 hours a day, and lost about 15 pounds. I gained notoriety with the state health department and made two of the evening news channels (privacy protected) for being the first case detected of Dengue Fever this year.
AS OF THIS WRITING, I have fully recovered with no long-term implications and I share my story in hopes to assist someone that may read this. I have added more frequent trips Honolulu on my bid pack selections and have purchased a small can of insect repellent to add to my ever-growing bag of tools. In my 10 years of traveling in and out of India, my primary concern had been food, not a mosquito bite.


aptain John Gabriele who will be retiring on July 15, 2017 submitted the following retirement announcement. We would like to congratulate Captain Gabriele on his upcoming retirement and wish him all the best!

In 1995, I was a new hire Newark-based B727 Flight Engineer.
I remember great layover dinner discussions with then Captain Jack Anzur and First Officer Joe Motola both motivating me to join our union. Jack next encouraged me to serve and so I became an ALPA Accident Investigator.
I’m most thankful to Captains Gary Janelli, Todd Carpenter, Chuck Dyer and John Cardaci for the many years of supporting my ALPA Accident Investigation (AI) training, NTSB assignments and Chairmanship.
I’m honored to have had the opportunity to represent ALPA FedEx pilots on two MD11 NTSB accident investigations. I vividly recall my sense of responsibility to do my best to singularly ensure our pilots and their actions were treated with utmost professionalism throughout the investigative process focused on preventing future accidents.
I’m thankful for the opportunity to have worked so well with my valued Vice Chairman Captain Jim Perry seeking to train and rebuild our Accident Investigation team membership to be prepared to quickly respond to cover all our global flight operations, especially given the current high turnover in retirements, new hires, individual pilot seat, aircraft and domicile changes expected for years to come.
I’m encouraged by those stepping up to serve in our Aviation Safety efforts by their great work with FOQA, ASAP and AI.
My hat is off to our current great team of AI folks who each responded within hours to serve as ALPA party members on the Fort Lauderdale MD-10 NTSB Accident Investigation team. After the NTSB answers are found and the improvements are implemented, please remember their dedicated efforts on your behalf.
In closing, and as I encourage each of you to consider your potential, please know that it’s been my distinct honor and pleasure to serve.
Thank you and farewell,
Captain John Gabriele
If you would like to contact John, he can be reached at


he following pilots have completed their probationary period with FedEx and are now active ALPA members. Please join me in congratulating these pilots and welcoming them into active membership! Shane Bohiman,

Richard Bengoa, Lucas Clair, Todd Moore, Dave Hillner, Luke Shanks, Chris Grosjean, William Guthrie, Ryan Williams, Jeremy Latham, Brian Huster, Thomas Frosch, Jason Johnson, Curtis Macready, William Fry, Clint Harris, Jon Squadrito, Doug Bradshaw, Neil Desio, Mike McBride, Seth Beaubien, Andrew Kenny, Ryan Yost, Chris Henslee, Paul Willinngham, Mitchell Newton, David Kroc, George Schmuke.

o you know the timeframe for filing a grievance? (20.B. - Filing of Grievance)

  • A grievance must be filed with the Company within 60 days following the date the pilot gained knowledge of the event that is the issue of the grievance.
  • The 60-day period shall be extended to 90 days, if the pilot has written evidence within the 60 days that he or she tried to resolve the issue with flight management or FedEx Labor Relations during the same 60-day period.
  • A grievance may be filed beyond the 60-day limit:
    • if the grievance arises from a bookkeeping or clerical error, that does not involve a dispute of the Company’s interpretation or application of agreements between ALPA and the Company; and
    • the grievance can be definitively resolved by reference to Company records.

Please contact Contract Enforcement within the timeframe to file a grievance in order to preserve time limits as well as investigate the facts. Oftentimes a resolution is reached without the filing of a grievance.

FROM CONTRACT ENFORCEMENT - 25.U. - Bumping for training

Did you know that a pilot may be removed from their trip, or a portion thereof, for required training of another pilot?

If a pilot is removed from his or her entire trip for this reason:

  • The pilot shall have no further responsibility for that trip and will earn trip guarantee.
  • Deadhead monies associated with a removed trip shall remain intact.
  • If a pilot is bumped from a trip in a series of trips, he is entitled to a hotel room as an allowable deviation expense.

If a pilot is bumped from a portion of a trip to facilitate the training of another pilot, the following applies:

  • Based on standard trip construction practices, the trip will be revised to contain the remaining portion for which he is still required
  • If a pilot is bumped from a trip in a series of trips, he is entitled to a hotel room as an allowable deviation expense.
Example:  If a duty period(s) is normally constructed with an RFO

(e.g., duty periods over 7:35 block hours) and a First Officer is

bumped to facilitate OE training, the First Officer will be kept on

the RFO leg(s), because the student must leave the controls when

the LCA leaves the cockpit to rest.

  • On occasion, a pilot's crew designation will change to facilitate training of another pilot (example FO to RFO). Keep in mind, the 2015 CBA introduced a new type of disruption pay, Crew Designation Disruption. If you are awarded/assigned as a Standard Crew member on a flight, but actually operate as an RFO, or vice versa, you may be eligible for an additional 1:30 CH for each flight changed (see Sections 25.W.2.d and 4.W.1.d).

Please contact if you have any contract concerns.

ecently, some of our pilots with reserve lines that were involuntarily converted to a secondary line under Section 25.D.4. of the 2011 Agreement have encountered pay concerns. Some pilots have received the BLG difference between the reserve line and the converted line as Priority Non-premium (PNP) make-up instead of pay. PNP is not appropriate under these circumstances. If a pilot’s reserve line is involuntarily converted to a secondary line, the pilot’s BLG should be equal to the greater of BLG for the converted line or the RLG of the reserve line.
If you have any concerns regarding your pay in this instance, contact Futures and provide the relevant CBA Section ( 4.E.2.b. of the 2011 CBA). If your pay is not corrected, please contact Contract Enforcement at Thank you.
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