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E-Lines: April 19, 2019

Date: April 19, 2019

A Message from our MEC President

Take a minute to read a message from Ken Diaz, United MEC President.

 

 



 


Welcome Class 1910!
MEC Communications Committee

On Friday, April 19, 2019 we welcomed the 66 graduating Members of class 1910 to the line. Our newest flying partners will be reporting to their respective bases at EWR, IAD and SFO on April 26, 2019 for orientation and will be available to fly on April 28, 2019. Please join us in welcoming the newest Members of our Flight Attendant community.

                    


Spring 2019 Regular Meeting of the United Master Executive Council Concludes
MEC Communications Committee

The Spring 2019 Regular Meeting of the United Master Executive Council (MEC) concluded on April 18, 2019.  In addition to conducting the regular business of the MEC meeting, our MEC Grievance, Central Schedule and Employee Assistance/ Professional Standards Committees presented their annual Committee updates to the United Master Executive Council. Daily summaries are available on Unitedafa.org

Elections were held for several positions on Committees of the United Master Executive Council including the Negotiating Committee. Candidate’s credentials were reviewed, and interviews were conducted with those present. We congratulate those who were elected or re-elected to positions in our Union.


Newark to Delhi – Extended Suspension of Service Advisory
MEC Communications Committee

On April 17, 2019, management has advised, due to seasonal winds and the continued closure of Pakistani airspace, United will extend the suspension of service between EWR and DEL  through July 2 eastbound and July 3 westbound.

For the May 2019 bid month and as a result of the cancellations resulting from the suspension of service, Flight Attendants will potentially be subject to reassignment under the provisions of Section 7.Q.3., that is, Notice of One or More Calendar Days,. Flight Attendants will individually have the option for one of the following under the JCBA:

  • Make up the time lost on days not originally scheduled to fly in which case her/his line guarantee will be adjusted. She/he will then be relieved of all reassignment responsibilities, or
  • Make up the time as close as possible to the time lost on days originally scheduled to fly with no loss of pay. She/he will then be relieved of all reassignment responsibilities, or
  • Be subject to reassignment in accordance with the following:

a. After 1600 local time the day before check-in of the original trip, the Flight Attendant may contact Crew Scheduling who will advise the Flight Attendant whether she/he is likely to be given a trip assignment.

b. If she/he chooses to remain subject to reassignment, the Flight Attendant must then contact Scheduling between 1800 – 2200 local time the day before the original trip was scheduled to depart. Scheduling will either reassign the Flight Attendant or relieve him/her of all responsibility with no loss of pay.

Given the timing of these recent cancellations in proximity to the release of line awards for May, it is anticipated that the automation realities may delay the company’s ability to remove these pairings immediately from the lines of those Flight Attendants directly impacted by these cancellations.   We continue to explore options with management on ways to remove these pairings from lines of flying, methods of finding replacement flying for those affected and even increasing the availability of Day at a Time (DATV) vacation for those wishing to avoid reassignments.

As additional information becomes available, we will share that with you.


COBUS – Flight Attendants Assigned to Company Business Assignments, not Flights.
MEC Communications Committee

Questions and confusion continue regarding management directing COBUS Flight Attendants to perform boarding duties that we believe are the contractual responsibility of working crew members assigned to pairings or on a Standby assignment.

It is important to remember that we negotiated Company business assignments.  That is, to allow Flight Attendants to be assigned by the Inflight Service Division on a voluntary basis to Company Business assignments that are non-managerial in nature and that are related to the Flight Attendant position.  What we must also remember is that our disagreement, codified in the form of an MEC grievance, is not with those who are us nor should we direct our frustrations at the COBUS Flight Attendants.  Management is responsible.

What we can do is talk with those who are part of our workgroup.  Reassure that that we are prepared to fulfill all of our responsibilities.    Politely reassure them that we are not only aware of our responsibilities, we are prepared to fulfill them – all of them.  Our responsibility is to maintain control of the cabin during boarding.  If their presence on board the aircraft is disruptive or prevents you from fulfilling your duties, respectively ask them to leave the aircraft.

Please review this recent article that details further how we can calmly handle these situations and properly report them.


Marginal Service Reporting – Critical to the Effort
MEC Communication Committee

Since United elected to match the reduced staffing levels of our competition at American and Delta, we must all recognize the frustration that exists from not having enough of us to go around.  It is this realization around which we must coalesce. It is here where we share common ground. This is where we must collaborative collect information that will permit the leadership of the Union with information about difficult working conditions and situations where we are unable to successfully complete the scheduled services.

Always remind one another of the importance of proper reporting procedures. Social media venting, while perhaps a release of frustration, does not effective reporting of issues through the appropriate channels that creates real documentation when AFA representatives have discussions with management.

JCBA Section 7.Z.2. provides AFA with the ability to address any staffing issue that creates a marginal service condition. Examples include not being able to complete our standard practice work assignments within the allotted times. As we have previously communicated, there is a Marginal Service Conditions Report form on our website that has been designed to provide you with the opportunity to advise AFA of these conditions.


Deadhead - Reschedule to Work
MEC Communications Committee 

Flight Attendants continue to ask about the circumstances under which management is permitted to re-schedule a deadheading Flight Attendant to working status on the same aircraft.  

On January 1, 2019, AFA published the outcome of an Implementation Mediation.   

United and AFA agreed to clarify the JCBA terms regarding the rescheduling of deadheading Flight Attendants to working status on the flight they were scheduled to deadhead as follows:

1.    United may reschedule deadheading Flight Attendants to work the flight in order to:

a.       Maintain Federal Aviation Administration (FAA) required number of Inflight Crew,   including any required augmentation, and

b.       Reschedule Flight Attendants up to United’s Established Staffing Guidelines (“ESG”) to prevent understaffing.

2.    Nothing in this settlement limits United’s right to supplement additional staffing above the ESG through the creation of additional open positions.

For additional information, please refer to our January 1, 2019 E-lines for a more in-depth description of the process.


The CAUSE Foundation® “Trip Drop Raffle” Winners
MEC Communications Committee

The CAUSE Foundation® recently held a "paid trip drop" raffle during the months of February and March. To be eligible, Flight Attendants either were already giving to CAUSE® through monthly payroll or monthly website donations or signed up to make monthly recurring donations.

The 8 winners of The CAUSE Foundation® “Trip Drop” Contest are:

ORD

Debbie Eckhardt

HKG

Milan Kamerkar

IAH

Tracy Koehler

DEN

Jackie Larson

IAD

Michelle Lee

EWR

Nydia Rivera

LAX

Jay Williams

SFO

James Viggiano

 

Since its inception, The CAUSE Foundation® has helped more than 1,000 United Airlines Flight Attendants.  The grants awarded during that time equal more than $5.2 million dollars, donated by United Flight Attendants all with a clear focus to help other Flight Attendants.

CAUSE is an acronym standing for Concerned Attendants for a United Support Effort.

For more information, visit The CAUSE Foundation® website.


Break (BRK) Days and Resolving 1-in-7 Schedule Conflicts

Sections 6.P.3. & 8.I.2

With the award of May schedules that occurred earlier this week, we are taking this opportunity to review our how Break Days (BRK) are applied to a Flight Attendant’s schedule at the conjunction of the two schedule months and the Flight Attendant’s ability to resolve a 1:7 Contractual legality conflict.

 

A “BRK” is a tool used by crew scheduling as a placeholder when a Flight Attendant has a potential 1-in-7 legality present in her/his line. It is also used to prevent inadvertent violations of the 24-in-7 Federal Aviation Regulation (FAR 121.467). Based on current automation, no other scheduling actions may be applied to the line in COSMOS when this potential legality exists. As a work around, placement of a BRK day into the line is required in order to make any further assignment(s). 

 

Whenever a Reserve is not scheduled with at least one (1) calendar day off at her/his home domicile in any consecutive seven (7) day period, crew scheduling is responsible for providing either a day off or a BRK to resolve the schedule legality issue. 

In these cases, when the Flight Attendant’s new-month schedule is loaded, crew scheduling will insert a BRK somewhere in the block of seven (7) or more days “on” in order to temporarily resolve the conflict.

However and in accordance with JCBA Sections 6.P.3. and 8.I.2., if as a result of the Flight Attendant’s schedule selection, she/he has not been provided one calendar day off in seven, one of the other scheduled days off may be used to provide for the required one calendar day off in a seven day period.  In the case of “1:7” problems resulting from schedule selection, the Flight Attendant should contact scheduling prior to the first day of the [new] schedule month for rescheduling.  Failure to do so will result in the Flight Attendant waiving the 1:7 rule for the seven-day period involved.

Flight Attendants have the negotiated ability to decide if and how she/he would like to reconcile her/his schedule at any time prior to the first day of the schedule month in one of the following ways:

1.   Contact crew scheduling prior to the first day of the new bid month to have the 1-in-7 conflict resolved. 

·     If a BRK has initially been inserted by Scheduling, but the Flight Attendant would prefer to move a day off to resolve the 1-in-7 conflict, she/he may contact scheduling prior to the first day of the new bid month in order to do so. The Flight Attendant may indicate her/his preferences as to which day off will be moved, and these preferences will be considered, if possible.

·     If the Flight Attendant will be a Lineholder in the new month, she/he will work with Scheduling to adjust the schedule. If it is necessary to drop a paring to resolve the 1-in-7 conflict, the Flight Attendant’s preference as to which trip to drop will be considered by scheduling, if possible.

2.   Waive the 1-in-7 legality by doing nothing.If the Flight Attendant does not contact crew scheduling before the first day of the new bid month, the 1-in-7 is considered automatically waived. If waived, the 24-in-7 FAR must be satisfied with a 24-hour period free-from-duty in the consecutive seven (7) days. The BRK will remain unless and until this has occurred.

It is important to remember that a BRK day does not become a permanent day off until the Flight Attendant has been specifically released to the BRK day by crew scheduling.Prior to that time, a BRK may be moved within the block of days where the conflict exists based on operational needs, as long as the 24-in-7 FAR is satisfied.

Unless previously released to the BRK by crew scheduling, Reserves are still required to check for their next-day assignment between 1930 and 2400 HDT by using one of the automated means on the day prior to a BRK in order to ascertain whether or not they have, in fact, been released for the day (RLSD).

If you have additional questions, please contact your Local Council.


How does Deadhead Deviation Impact Holiday Pay?

Section 3.I.. of our JCBA provides for deadheading as well as deviation from deadhead.  In particular, Section 3.I.13.provides us with the ability to Last Segment deadhead.  A lineholder with prior notice and a Reserve with prior approval from Crew Scheduling, may elect not to fly on a scheduled deadhead segment.    If not, she/he may elect to:

·      Be released from duty, or

·      Deadhead on an earlier flight over the same routing if seats are available.  

When exercising either of these two options, the question becomes one of how each of these elections impacts holiday pay.

In a situation where a Flight Attendant provides the appropriate notice or receives permission to deviate and she/he requests the company modify her/his pairing to schedule them to return to base earlier than was scheduled in her/his original pairing, she/he will have her/his holiday pay recalculated using the formula outlined in Section 4.I based on the early return to base and reduction in her/his time away (TMA) from home.  Said another way, rescheduling to return home early reduces time away from home and can impact the total holiday pay associated with the pairing.

Should a Flight Attendant provide the appropriate notice or receive permission as a Reserve to be released from duty to deviate, she/he will be paid her/his holiday pay based on the originally scheduled time away (TMA) based on the original arrival of the return flight schedule, regardless of how that segment home actually operates.

If you have additional questions, please contact your Local Council office.


Reminder – Easter & Easter Monday Paid Holidays in Germany & the U.K.
JCBA Sections 2.Q and 4.I

Flight Attendants based in the United Kingdom & Germany who fly on their designated Easter holiday will be paid holiday pay as set forth in Section 4.I. of our JCBA. 

Flight Attendants based in FRA observe the Easter holiday while those based in the United Kingdom observe the Easter Monday holiday.  Section 4.I. of the Contract provides information on the formula used to determine holiday pay. 

If you have additional questions, please contact your Local Council office.


Have You Taken the AFA Census?  

The recent release of the AFA Census from AFA-CWA International has caused confusion in regard to the purpose and use of the data collected. The AFA Census data collected is in no way related to our upcoming negotiations with United Air Lines nor the upcoming elections at any Local Executive Councils. 
 
The questions on the census should take you no more than 15 minutes to complete. Please look for an email from "Sara Nelson via UNH" with the subject line "AFA Census – Response Requested." If you haven't received an email or a phone call, you can take the AFA Census here >


Reminders and Quick Links

April 18               New Hire Class 1910 Graduates from Inflight Training 
April  25              New Hire Class 1911 Graduates from Inflight Training
April 30               Deadline - CWA Joe Beirne Foundation Scholarship

 

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