MEC Central Schedule Committee DSL Report - September

Date: August 16, 2022

Central Schedule Committee

DSL Review Report to the United Master Executive Council

August 16, 2022

DSL Review Information

The System Schedule (DSL) meeting to review the September 2022 flying assigned at each base/satellite was held Thursday, August 4 at Willis Tower and Friday, August 5 via Teams.

In attendance for the company were Scott Anderson, Lucille Bangura-Doxey, Max Caviness, Sean Kinkaid, Phil Middleton, Kaella Nowac, Mary Fran Oates, Shannon Pisciotto, Robert Poleski, Warren Rys, Edith Sanfillip, Tim Wilson, and Kara Wojcik. Central Schedule Committee members in attendance were Jo Fullerton, Karen Sullivan, Wayne Talaski, James Thrombley, and Ryan Winkelman. Los Angeles Local Schedule Committee Member Ludmila Parev attended as a guest of AFA.

September is a thirty-one (31) day month (A): Tuesday, August 30th through Thursday, September 29^th.

Paid Contractual Holidays: None

U.S. Federal Holiday – Labor Day, September 5, 2022

International Meeting

Widebody Equipment Changes

International Check-in time exceptions:

The following flights and destinations requiring pre-departure COVID-19 testing; as such they will have one hour (1:00) added to their report time. The new report time is 2:15 prior to departure.

New Markets/Season Changes

Destinations Flown as Weekly or Daily Frequencies

Language Exception Flying Assignments

Non-Language Exceptions:

**Base crew & position 6000, 6200, 6300, & 6400 on IAH-LHR (880-879) flown by IAHSW: 6500 is flown by LHRSW **

*** Base crew & positions 6000, 6200, 6300, and 6400 on GUM-HNL (200-201) are flown by GUMSW: 6500, and 6600 are flown by HNLSW***

London

As a result of ongoing restrictions to passenger enplanements at LHR by the British government, United will operate a total of nineteen (19) daily flights from the station. During our review of the DSL, CSC noticed a number of pairings from Newark and San Francisco to LHR where the optimizer did not match the same outbound and return segments as was done for the balance of the month reportedly to avoid deadheading. In some cases, this resulted in the mixing of equipment. For consistency, CSC recommended changes be made to those pairings. After an evaluation of the cost impact, the company changed the pairings to match the balance of the month.

Assignment of flying between Guam and Honolulu

As the company continues to rebuild the schedule from Guam resulting in an increase in block hours assigned, the company has awarded a number of rounds of transfers to GUM. However, due to a higher than expected decline rate of awarded transfers, the company informed us they did not have the correct population at GUM to assign as many hours at GUM as is desired by the optimizer. As a result, in order to cover all of the hours flown from GUM, two (2) positions on the GUM – HNL flight will be assigned at HNL. Management stated they will continue to process transfers into GUM with the ultimate goal of GUM flying an optimal, cost effective schedule.

It is important to point out that the only ‘shared’ flying at GUM involves the flight to HNL and because this is the case, the only way management can adjust the hours assigned at the base, when necessary, is to do so is by assigning the GUM-HNL flying at HNL.

Variable Staffing

In response to an increase in passenger travel and to ensure hotel rooms for layovers are secured to support proper staffing, management has variably staffed almost all international flights across the system.

System Block Hours

There were approximately four- percent (4% ) fewer block hours month over month from August to September; this resulted in lower utilization across the system where the average lineholder utilization target for most bases was set near 82 hours. Additional COLAs will be offered in those bases where manpower permits an increased of flexibility. LAX also had the ability to build sixteen (16) day off Reserve schedules.

International Line Averages – August 2022

International Qualified Purser Flying

Based on the resumption of international flying, management continues to activate International Pursers. Pursers were activated in Newark, Houston, and Guam.

Language Qualified Flying

Newark will still be covering Greek language qualified flying out of Washington D.C. because the number of language qualified Flight Attendants based at Dulles is not sufficient to cover the flying assigned. Additionally, the company is planning to hire more German and Dutch language qualified Flight Attendants and have plans to assign them to Houston and Chicago where the need is greatest.

Language Qualified Lines Below Seventy-One (71) Hours

One Tagalog (TAG) language qualified line assigned at GUM will be built under 71 hours.

End of Service Pairing

Pairing O5032 in Chicago was brought to the company’s attention as it contained a 1:01 International connection time in Newark. This trip was constructed with a multi-segment deadhead due to end of service out of Edinburgh from Chicago. The Company, based on historical data on early arrival times of the flight from EDI, is willing to take the risk on this connection.

777 “G” Return

Thirty-nine (39) out of fifty-two (52) 777Gs, that is the Boeing aircraft equipped with the Pratt and Whitney engines have been returned to passenger service.

Domestic Meeting

End of Month Conflicts

Management continues to assess the end of month (EOM) conflicts that occur in the satellites after two (2) months. Given the manner in which flying is assigned by the company in the satellites, that is, covering all early morning departures and late-night returns, when schedule months are combined, EOM legalities arise. Management will continue testing a concept of assigning no early morning pairings starting on the first (1^st) day of the schedule in Austin as the test location at which to try this new concept. We continue to press management to use another satellite as a test case rather than just simply extrapolate the results across all satellites.

Management was not prepared to make an assessment on the success of the program as of yet. CSC pointed out data is showing significant reductions in conflicts (CONF) since the program started.

New Hires

Within the context of reduced line averages, CSC sought a better understating of New Hire training. New Hires will be sent to the following bases in September: BOS, DEN, EWR, IAD, IAD (LQ), ORD and SFO. The company has indicated hiring will continue and any seasonal schedule reduction is not a factor in the planned growth and hiring at this time. Hiring will continue as part of the plan to build staffing fornext years projected flying schedule, with any overage in staffing to be addressed by offering additional time off for incumbent Flight Attendants.

Flying Reassigned to Comply with the Contract

The Spanish language qualified flying assigned at Los Angeles could not be incorporated into the limited number of lines of flying and to ensure compliance with the Contract, some Spanish LQ flying was reassigned to San Francisco. In a similar way, some flying assigned at Austin could not be incorporated into the available lines and was reassigned to Houston.

Incorrect Information in Key Pages Identifying Planned Change of Aircraft

In reviewing the flying assigned at San Diego, the Committee noticed that certain pairings covering the all-night flying leaving the station involved a change of aircraft – a practice the committee recommended against to minimize the impact on the operation in the event of irregularities due to the curfew at the field. The asterisks which are included in the DSL pairing information indicate when the company has a planned change of equipment. Despite the presence of the asterisks, the company asserted there was not a change of planes involving these all-night segments. Scott Anderson will further research the issue and we expect to follow-up next month to improve our understanding.

Domestic Buffers

While the minimum connection buffer will remain 1:10, the company has designated a 1:30 buffer in Denver to ensure operational reliability. They have also continued the buffers at Chicago through 8 am. When asked, Management indicated it has been successful, but costly. They introduced a term called TCI (Turn Compliance Index) which tracks whether minimum crew is at the gate prior to boarding time. They reported that this metric has improved.

College Football Flying

CSC noticed the addition of the AUS-BHM segment which was added to support College Football flying. We expect to see additional segments added in these non-traditional markets to support the college football season.

Domestic pairings with Extended Sits for Duty Periods Involving All-Night Flying

CSC continues to advocate for adequate facilities for crews to rest or obtain food during long sits. This is especially true of those pairings having extended “sits” in the late (all-night) hours of the duty day. While there has been much discussion following the company’s decision to close the facilities we’ve known as “sleeping rooms”, it is important to understand that the contractual requirement is for crew lounges.

Given the limited opportunities for rest during these duty periods, especially at those stations where there are no crew lounges, CSC continues to advocate for management to consider different approaches to the construction of flying containing “all-night/redeye segments”. Discussions have been both broad in nature and, where appropriate, more detailed when pointing out specific pairings as a means of illustrating the adverse impact pairing construction involving many redeye segments has on Flight Attendants. Our concerns have identified various issues such as flipping of circadian rhythms, timing of Reserve assignments to this type of flying, food availability or lack thereof during a duty period, as well as the limited opportunity to rest during long sits in the overnight hours in our hubs or only having access to the public area of an airport terminal in downline stations such as SMF, SBA, SAL, EUG, PDX, GEG, FAT and GUA, to name a few.

We recognize there are continuing questions as to the Union’s effort in advocating for changes to this flying. Our efforts have been ongoing since June 2021. The following is a brief recap of these efforts: 

Starting in June 2021, there was a 20% block hour increase starting in July 2021 with much of this increase involving all-night flying and with this increase was the noticeable growth in multi-day pairings having three (3) segments per duty period often involving an all-night segment. CSC encouraged the company to seek alternative means of including these segments into multi-day pairings.

In August 2021, CSC noted a marked reduction in the number of pairings with a “tag” flight following the all-night segment and acknowledged this change as being beneficial for Flight Attendant quality of life. At the same time, there was an increase in the number of pairing having a sit time exceeding three (3) hours with many of these sits preceding the all-night segment. In response, CSC recommended management make a concerted effort to segregate all-night flying in its own pairings – that is, keep like flying together. In this regard, because of the adverse impact on productive time within the duty period, management elected not to act on this recommendation.

In October 2021, CSC continued to identify pairings having excessive sit times prior to redeye segments, as well as a long overnight duty period containing three (3) legs and a last segment redeye.

In November 2021, CSC again pointed out all-night flying were the optimizer constructed pairings with long sit times before working an all-night segment. During that meeting, CSC was advised that these pairing characteristics were being driven by connection buffers implemented to increase operational reliability.

CSC pointed out that it was increasingly difficult for crews to take advantage of every opportunity for rest especially given the lack of facilities that promote rest. CSC cited examples of flying from Honolulu, where high passenger volumes precluded crew rest as well as in San Salvador. As a result of our continued collective advocacy. the company will not assign segments following the all-nighter.

In January 2022, CSC continues to express concern over lengthy sit times prior to working a redeye segment citing the potential for fatigue given the fact that many of these sits were constructed in such a way that a hotel room would be required had the sit been one minute greater in length. Again, Flight Attendants had little opportunity to take advantage of the sit for rest.

In February 2022, CSC continued to identify pairings built by the optimizer which included extended sit time during duty periods containing all night flying. In many instances, the sit immediately precedes the all-night segment and occurs at stations where there are no lounges or opportunities to purchase food during the sit because airport businesses are closed. Our advocacy for alternate construction of these pairings continues.

In April 2022, CSC demonstrated to management why the construction of certain pairings were more desired over others placing an emphasis on those pairings where optimizer scheduling had an adverse impact on circadian rhythms.

In July 2022, CSC continued to emphasize our objection to pairings built with no access to food availability prior to an all-night flight especially on flights to certain countries outside the U.S. In the second duty period, given the late hour of the evening involved, the crew does not have access to food for purchase nor are they able to bring food into the country. We renewed our request for an update on any progress in working to board crew meals as an alternative to a change in the construction of the pairing; we were informed they had not and that they would need to follow-up with us.

Due to the support of our Flight Attendant membership in combination with the Union’s ongoing advocacy, management has modified their view of scheduling a segment after a redeye. However, they continually point to that change as the main reason for pairing construction which results in three (3) segment duty periods ending with the completion of an all-night segment and in many cases, those containing excessive sit time prior to the redeye segment.

Reserve

The company continues not to accept our recommendations for five (5) and six (6) day Reserve blocks of availability in the non-hub and satellite locations. There was discussion between the Committee and the company in regards to Guam, which does not have domestic legalities, as well as Honolulu where the majority of the flying currently assigned is constructed as three (3) and four (4) day pairings. We expressed our view that limiting Reserve patterns to four (4) day blocks of availability had the unintended consequence of restricting their ability to cover the four (4) day pairings assigned at that location. Management was unwilling to change the requirement this month, but will consider it for October.

All Reserve cases for September will have twelve (12) days off except LAX which will be the only base having sixteen (16) day off lines. Los Angeles will have fifteen (15) lines of sixteen (16) days off.

Regular Reserve Lines Available for Bid: Hubs & Line Stations

Regular Reserve Lines available to Bid: Satellites

Domestic Line Averages – September 2022

Hotels Not Assigned in Preliminary DSL

During our review of the September preliminary DSL, layover hotels had not yet been assigned to layovers in the following cities:

International Flying Summary – September 2022

September 2022 Flying by Language Position

Time Line for Building the September 2022 Schedule: