FDX - Sick leave Flt Mgr
09-24-2008, 10:48 PM
#4
Gets Weekends Off
Joined APC: Jun 2006
Posts: 2,238
I've told my story before here, but be very careful these days when calling in sick.
Sick leave is for when YOU are sick.
Emergency leave is for everything else.
(This was what DM told me on my cell phone as I was driving to the hospital to meet my wife, who was in labor....)
Sick leave is for when YOU are sick.
Emergency leave is for everything else.
(This was what DM told me on my cell phone as I was driving to the hospital to meet my wife, who was in labor....)
09-24-2008, 11:58 PM
#6
Gets Weekends Off
Joined APC: Oct 2006
Position: 777 Capt
Posts: 403
I've told my story before here, but be very careful these days when calling in sick.
Sick leave is for when YOU are sick.
Emergency leave is for everything else.
(This was what DM told me on my cell phone as I was driving to the hospital to meet my wife, who was in labor....)
Sick leave is for when YOU are sick.
Emergency leave is for everything else.
(This was what DM told me on my cell phone as I was driving to the hospital to meet my wife, who was in labor....)
Chapter 8: Medical Facts for Pilots
Section 1: Fitness for Flight
f. Stress.
1. Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination.
2. Most pilots do not leave stress "on the ground." Therefore, when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved.
g. Emotion.
Certain emotionally upsetting events, including a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks that border on self-destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.
h. Personal Checklist. Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment contributes to many more accidents than failures of aircraft systems. A personal checklist, which includes all of the categories of pilot impairment as discussed in this section, that can be easily committed to memory is being distributed by the FAA in the form of a wallet-sized card.
i. PERSONAL CHECKLIST. I'm physically and mentally safe to fly; not being impaired by: Illness, Medication, Stress, Alcohol, Fatigue, and Emotion (I'M SAFE).
Considering that all of the above is contained in the Fitness For Flight section of the AIM, this would lead me to think the FAA would consider you unfit for flight if you're suffering from anxiety because your wife is in labor. Great time to tell the manager, "hold on a second, let me get my recorder, so you can repeat that for the record, and I can include the recording when I file my report with the FAA".
09-25-2008, 02:15 AM
#7
Proponent of Hysteria
Joined APC: Jun 2007
Position: "Part of the problem." : JL
Posts: 1,057
Dan, this did:
ALPA has recently discovered inappropriate conduct by a physician with the Company’s aeromedical advisor in apparent collaboration with a flight manager. At the bequest of the FedEx flight manager and without any advance notice to the pilot, the doctor in question contacted a FedEx pilot and engaged in a lengthy interrogation of the pilot concerning the pilot’s sick leave. Well beyond the scope of his responsibilities and authority, the doctor counseled the pilot to avoid using sick leave following military leave and advised that he provide specific details concerning his medical situation so as to minimize scrutiny from the FedEx flight manager. He also offered that FedEx could force production of medical records if they so chose. Finally, he discouraged the pilot from using ALPA’s representation.
For your self-preservation and in defense of our contractual rights, please refrain from voluntary contact with the Company’s aeromedical office until we resolve this matter. Should you have an ongoing matter with the Company’s aeromedical office and choose to complete your matters with that office, we strongly suggest that you deal exclusively with Dr. Wayne Kendall. If you receive any instruction from the Company with respect to using the Company’s aeromedical office, please contact Grievance Chairman C B @ (xxx) 555-5555.
It is unfortunate that a member of flight management has managed to disrupt the relationship between FedEx pilots and the Company’s aeromedical advisor because of an overzealous approach to sick leave management and an apparent bias against FedEx pilots with military obligations. Nonetheless, competent, experienced assistance remains available through ALPA Aeromedical (303-341-4435).
ALPA has recently discovered inappropriate conduct by a physician with the Company’s aeromedical advisor in apparent collaboration with a flight manager. At the bequest of the FedEx flight manager and without any advance notice to the pilot, the doctor in question contacted a FedEx pilot and engaged in a lengthy interrogation of the pilot concerning the pilot’s sick leave. Well beyond the scope of his responsibilities and authority, the doctor counseled the pilot to avoid using sick leave following military leave and advised that he provide specific details concerning his medical situation so as to minimize scrutiny from the FedEx flight manager. He also offered that FedEx could force production of medical records if they so chose. Finally, he discouraged the pilot from using ALPA’s representation.
For your self-preservation and in defense of our contractual rights, please refrain from voluntary contact with the Company’s aeromedical office until we resolve this matter. Should you have an ongoing matter with the Company’s aeromedical office and choose to complete your matters with that office, we strongly suggest that you deal exclusively with Dr. Wayne Kendall. If you receive any instruction from the Company with respect to using the Company’s aeromedical office, please contact Grievance Chairman C B @ (xxx) 555-5555.
It is unfortunate that a member of flight management has managed to disrupt the relationship between FedEx pilots and the Company’s aeromedical advisor because of an overzealous approach to sick leave management and an apparent bias against FedEx pilots with military obligations. Nonetheless, competent, experienced assistance remains available through ALPA Aeromedical (303-341-4435).
09-25-2008, 06:36 AM
#8
Gets Weekends Off
Joined APC: Feb 2008
Position: MD-11 Captain
Posts: 320
I guess DM and the mystery manager mentioned in the ALPA message haven't read the following sections of the FAA's Aeronautical Information Manual (AIM) recently:
Chapter 8: Medical Facts for Pilots
Section 1: Fitness for Flight
f. Stress.
1. Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination.
2. Most pilots do not leave stress "on the ground." Therefore, when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved.
g. Emotion.
Certain emotionally upsetting events, including a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks that border on self-destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.
h. Personal Checklist. Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment contributes to many more accidents than failures of aircraft systems. A personal checklist, which includes all of the categories of pilot impairment as discussed in this section, that can be easily committed to memory is being distributed by the FAA in the form of a wallet-sized card.
i. PERSONAL CHECKLIST. I'm physically and mentally safe to fly; not being impaired by: Illness, Medication, Stress, Alcohol, Fatigue, and Emotion (I'M SAFE).
Considering that all of the above is contained in the Fitness For Flight section of the AIM, this would lead me to think the FAA would consider you unfit for flight if you're suffering from anxiety because your wife is in labor. Great time to tell the manager, "hold on a second, let me get my recorder, so you can repeat that for the record, and I can include the recording when I file my report with the FAA".
Chapter 8: Medical Facts for Pilots
Section 1: Fitness for Flight
f. Stress.
1. Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination.
2. Most pilots do not leave stress "on the ground." Therefore, when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved.
g. Emotion.
Certain emotionally upsetting events, including a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks that border on self-destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.
h. Personal Checklist. Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment contributes to many more accidents than failures of aircraft systems. A personal checklist, which includes all of the categories of pilot impairment as discussed in this section, that can be easily committed to memory is being distributed by the FAA in the form of a wallet-sized card.
i. PERSONAL CHECKLIST. I'm physically and mentally safe to fly; not being impaired by: Illness, Medication, Stress, Alcohol, Fatigue, and Emotion (I'M SAFE).
Considering that all of the above is contained in the Fitness For Flight section of the AIM, this would lead me to think the FAA would consider you unfit for flight if you're suffering from anxiety because your wife is in labor. Great time to tell the manager, "hold on a second, let me get my recorder, so you can repeat that for the record, and I can include the recording when I file my report with the FAA".
09-25-2008, 10:54 AM
#10
Gets Weekends Off
Joined APC: May 2007
Position: 777 Multi-tasker
Posts: 712
The question that comes to my mind: Is the aeromed advisor a doctor? If so what about patient doctor confidentiality? The doctor is still bound by a code of ethics. Yes he is an company doctor, but is there still a line there some where that he violates ethically when he discusses your specific medical condition with the manager? Not that the company is going to give a stool sample....
inquiring minds want to know!
inquiring minds want to know!
