7.15.16 – (LAA/LUS) – Code 59/Position Selection/Voluntary Waiver of Flight Duty Limitations/August 2016 Timeline/WBT Due August 31/Payroll Contacts/Pay Discrepancies

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Friday, July 15, 2016

Code 59 (Ready for Departure/Brake Release) – LUS
Position Selection Clarification – LUS
Voluntary Waiver of Flight Duty Limitations “VE” – LUS
August 2016 Flight Attendant Timeline – LUS
WBT Module Due August 31 – LAA/LUS
Payroll Contacts – LUS
Pay Discrepancies – LUS

Code 59 (Ready for Departure/Brake Release) – LUS

Code 59, also known as Ready for Departure (RFD) delay, is an ATC delay that prohibits pushback from a gate due to ramp or airport congestion, or deicing delays. The following flow charts were created to help you understand each of the two types of delays and assist in determining which one you might qualify for.

The first scenario covers ATC delays. Should an ATC delay be absorbed at the gate, the Captain will establish an RFD time when the aircraft and crew would have been ready for departure. The key to this is that the ‘crew must have been ready for departure’ – if the aircraft is not in place, Flight Attendants have not arrived from a connecting flight or the flight deck crew is not ready for departure then the Captain cannot establish a RFD time. However, if the aircraft and full flight crew is ready at the scheduled departure time and ATC assigns a delay the Captain may establish a RFD time based on the originally scheduled departure time.

The second scenario covers delays at the gate once the aircraft is ready for pushback. In order to claim payment for any delay, everything must be ready for an immediate pushback. This includes all doors closed, jetway pulled and tug driver in place. The ACARS units on US aircraft differ from those on AA aircraft and therefore what establishes the OUT time for pay also differs. The ACARS units on US aircraft will capture the OUT time once all doors are closed and the parking brake is released. If this time is not captured accurately or you have a delay at the gate in excess of 10 minutes, follow the second flow chart and if you meet all the criteria then the Captain will file a claim for a Ramp Delay.

If you are held at the gate for deice sequencing your ramp delay begins at the time you would have been ready for pushback. This also applies even if Company personnel request that you keep the passenger door open during the delay.

Code 59 / Brake Release Claim Form – To be completed by the Captain

Until the ACARS units can be harmonized throughout the AA and US fleets, Pilots should contact their respective Chief Pilot’s office to file a claim rather than sending an ACARS message as the AA pilots do. Pilots will need to provide the information requested on the above claim form for proper filing of a RFD claim. Pilots have been reminded to include Flight Attendants names and CATCREW numbers of the bottom of the form.

Please Note: If Screen 5 of CATCREW does not reflect the correct Code 59 block time after completion of the pairing, please submit a Direct Connect – Pay Claims Form.

Position Selection Clarification – LUS

Position Selection continues to be governed by the language in the 2013 Red Book Contract in Section 10, pages 10-51 through 10-53. A Flight Attendant who has been awarded her/his position through her/his PBS award is entitled to keep that position and cannot be displaced by a more senior Flight Attendant.

Flight Attendants on CLT, DCA, or PHL base pairings who are awarded a position outside of PBS in ISAP, ISAP/AIL, ETB, Reserve Assignment or swaps are considered “placeholders” on the Pairing. Actual Position Selection will be determined by seniority (or mutual consent) during the briefing prior to the origination of the Pairing per the Contract.

As an exception to the above, Flight Attendants on PHX base pairings may not be displaced from her/his awarded or assigned position on her/his pairing regardless of how she/he acquired the position (e.g. PBS, ISAP, ISAP/AIL Reserve Assignment or swaps). This language can be found in the 2013 Red Book in Section 10, page 10-53.

The “Red Book” language will continue until Flight Attendant Operational Integration (FOI) with LAA Flight Attendants.

At FOI, the following language from the 2014 JCBA will be in effect:

Flight Attendants shall be able to bid and be awarded by position in PBS, TTS, and ETB. A Flight Attendant may not be displaced from her/his awarded or assigned position on her/his sequence regardless of how she/he acquired the position (e.g., PBS, ETB, TTS, Reserve processing), except as provided for in International Flying, Section 14.L.1.e. A Flight Attendant on a flight who requests a position upgrade on the TTS Unsuccessful Bidders list to another position on the same flight, will receive the position upgrade prior to a Reserve being assigned the position as specified in accordance with Paragraph F.6.

Voluntary Waiver of Flight Duty Limitations “VE”– LUS

Here is an example of how to calculate projection time on a Domestic/NTI pairing:

A Flight Attendant has a 10:37 scheduled duty day, which reported at 08:50. According to the Hours of Service Chart on Page 11-4 of the 2013 Red Book Contract, when reporting at 08:50, the FA may elect to not exceed a 15:15 actual duty day.

The FA has already operated a flight from PHX to SJC, and is scheduled to operate SJC to PHX and then PHX to TPA. A delay is encountered in SJC.

The FA adds 15:15 to the original report time of 08:50, which equals 24:05, the time in which the FA must be released by in TPA to not exceed actual duty limitations.

The FA then subtracts the scheduled block time of the last leg of the duty day, PHX and TPA, from 24:05. (24:05 – 4:02 = 20:03).

The FA shall then subtract the 00:15 minutes for release after block-in (20:03 – 00:15 = 19:48). The FA determines that if their last leg does not push by 19:49, they will be exceeding their duty limitation of 15:15.

A Flight Attendant shall not be required to remain on duty beyond the maximum flight duty limits. If the combination of a delayed departure time and the scheduled flight time(s) projects the Flight Attendant’s duty to exceed the maximum duty limitations, Crew Scheduling may offer, and a Flight Attendant may voluntarily agree to continue working.

If the Flight Attendant has agreed/volunteered to exceed duty limits, such agreement may not be rescinded. When such Flight Attendant voluntarily agrees to continue working, in addition to any pay for the trip, the Flight Attendant will be paid, but not credited, at the rate of one (1) minute of flight pay for each two (2) minutes on duty for the entire duty period, commencing at the duty period’s actual report time and ending fifteen (15) minutes after the actual block-in, or thirty (30) minutes for international flights. Once a Flight Attendant has volunteered to exceed the maximum duty limitations, she/he will receive the pay specified above, even if the duty limitations are not exceeded.

Please refer to the chart on Page 11-4 of the 2013 Red Book of the contract to determine what the length of your duty day must be in order to exceed your duty limitations. Please keep in mind that your maximum duty limits vary, depending on your report time (home domicile) for the day.

ODAN duty periods shall be scheduled for a maximum of fourteen (14) hours of duty, however, the Flight Attendant may be required to remain on duty up to fifteen (15) hours to complete an ODAN pairing.

August 2016 Flight Attendant Timeline – LUS

WBT Module Due August 31 – LAA/LUS

The Payment Card Industry Standards (PCI) required Web-Based Training (WBT) module must be completed by August 31, 2016. The PCI lesson reviews ways to ensure customer data remains secure and provides “best practices” for Flight Attendants to use when handling credit cards onboard.

Flight Attendants will receive $25 training pay for the completion of the module.

To access the WBT module, Click Here or click on the Learning shortcut under ‘Find it Fast’ on Jetnet. From there, select Visit Learning Hub. This required training will be listed in your ‘To Do’ list. Click on the Register and then Start button to launch the lesson.

Payroll Contacts – LUS

Pay Discrepancies – LUS

The following Contractual provisions are in place for LUS Flight Attendants in the event a pay shortage should occur:

When there is a shortage equivalent to two (2) hours of pay or less in a Flight Attendant’s paycheck, such amount shall be added to his/her next check once the matter is resolved.
When there is a shortage equivalent to more than two (2) hours of pay but not exceeding five (5) hours of pay, such amount shall be issued through a special check, if requested, and mailed to the Flight Attendant by U.S. Mail, within five (5) days following resolution of the matter. Upon request, the Flight Attendant may make arrangements to pick up a payroll card at a domicile or a check at the Corporate payroll office.
When there is a shortage exceeding five (5) hours of pay in a Flight Attendant’s paycheck, and once such matter has been resolved, a special check or pay card will be issued if requested, and forwarded to the Flight Attendant by overnight mail, except where the shortage is due to the Flight Attendant’s negligence or mistake. Upon request, the Flight Attendant may make arrangements to pick up a payroll card at a domicile or a check at the Corporate payroll office.