9.03.24 – APFA MIA Base Brief – October 2024 Staffing and Allocations

October 2024 Staffing and Allocations

Tuesday, September 3, 2024

All,

Bid Sheet and Staffing

The Contractual Month for October is October 1 – October 31. October schedule change is October 7.

PBS Preliminary Manning Plan – October 2024

The available headcount for October is 3474. This is an increase of 157 heads year-over-year, but down 43 from September. The line average will be 79.3 hours at PBS opening.

Reserve Projections:

We are projected to have 631 Reserves for October, which represents 18.2% of the base. Our Reserve numbers are .9% lower than September, and 1.2% higher than October 2023.

The reserve seniority for September at the start of PBS was 28APR22. October reserve seniority begins at 22SEP22.

Flying Summary:

EZE returns October 7th and a second trip (for APFA flight attendants) will begin on October 26th. GIG will operate daily on the 777-200. GRU will operate two daily flights, a 38-hour layover on the 777-300/777-200 and a rocket on the 787-8. LHR will operate two daily flights, 56/57 on the 777-300. LHR 38/39 has some sequences split between 777/300 and 777/200. BCN will operate daily on the 787-8 until October 26th, then moves to a 777-200. MAD operates on the 787-8 beginning October 7th.

Where are MVD and CDG? Per Planning, MVD starts 3 times weekly on November 22nd, and CDG is showing to operate over the December holidays. Not a great deal of information, we know, but that is all we have.

For domestic wide-body flying, there is a DFW turn with a 4-hour sit with a day hotel. There is also a CLT turn with a 3-hour sit, no hotel. There is a PHL 2-day, 2/1 operating for three weeks on the 787. There will be no NIPD wide-body flying.

We asked planning to reconsider the DFW turn to eliminate the sit time. The response was that the optimizer put the trip into DFW as a 2-day, and they pushed it into MIA per our requests for more wide-body flying.

IPD Flying:

• LHR-777-300/777-200 Daily (2)
• BCN-787-8 Daily, 777-200 on October 26th
• MAD-787-8 Daily
• GRU-777-300, 33-hour layover and rocket on the 787-8
• GIG-777-200 Daily
• EZE-777-200 Daily beginning October 7th

Wide-body Domestic:

• PHL 787 2-day 2/1 (3-hour sit)
• DFW turn, 4-hour sit with hotel
• CLT turn, 3-hour sit

ODANs:

• MCO, ATL, TPA, JAX, MSY, CHS

Turns:

• PAP, HAV, SJU, MEX, SDQ, CUN, PUJ, STT, GND, SVD, POS, SKB, FDF, NAS, STI, PTY, UVF, SXM, CTG, CUR, SJO, AUA, LIR, GUA, ANU, GND, SAL, SCU, PEI, BAQ, NAS, MID, CMW, DCA, ATL, EWR, BNA, MSY, CLT, PHX, DEN, AUS, IND, JAX, LAX, LGA, RDU, MSY, SAT, IAH

Block Hours:

• MIA: 191,076
• ATL: 1,945
• FLL: 6,134
• MCO: 2,562
• PBI: 4,408

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• Planned Ditching Checklist Overview
• Operational Reliability-3Q2024
• Basic Data Cybersecurity Awareness

This quarterly training must be completed by Monday, September 9 at 23:59 (CT) to avoid a Missed Assignment (MA).

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Release Time with Crew Tracking

When your duty day is completed, make sure your release time is correctly reflected. If not, contact Crew Tracking to have it adjusted. This could have pay implications with the 1:2 duty RIG.

For instance, you have a trip disruption and are waiting at the airport for the contractual four hours from three hour obligation after the disruption is known. You may be entitled to

3. After Report but prior to Sequence’s Origination

10-24 a. Subject to the provisions of Paragraph J.1, once a Flight Attendant crew reports for a sequence, the Company may reschedule a Flight Attendant crew to maintain scheduled operations or substitute another crew on a part of the sequence to maintain scheduled operations in accordance with published timetables.

b. The Company will make every reasonable effort to reschedule the entire crew together. However, in extenuating circumstances, the Company may split a Flight Attendant crew if such split is required in order to maintain schedule. The opportunity to be rescheduled shall be offered to the Flight Attendants in seniority order. If insufficient Flight Attendants volunteer to be rescheduled, assignments will be made in inverse seniority.

c. In the event a Flight Attendant crew reports for the origination of a sequence and such sequence is canceled in its entirety, the individual Flight Attendants in such crew may be rescheduled in the event that such rescheduling is required to prevent a delay or cancellation. The opportunity to be rescheduled shall be offered to the Flight Attendants in seniority order. If insufficient Flight Attendants volunteer to be rescheduled, assignment will be made in inverse seniority order.

d. A Flight Attendant, after the initial notification of a disruption to her/his sequence will be advised of her/his rescheduled sequence/assignment prior to four (4) hours after the originally scheduled sequence sign-in time or three (3) hours after the disruption is known, whichever is later.

4. After Origination (Departure of First Flight)

a. Subject to the provisions of Paragraph J.1, once a Flight Attendant crew has originated a sequence, the Company may reschedule such crew to maintain schedule or substitute another crew on a part of the sequence to maintain scheduled operations in accordance with published timetables. Such rescheduled crew will be advised of their remaining duty assignment for that day and for the balance of the sequence within three (3) hours after the disruption is known. If not assigned replacement flying within the window above, the Flight Attendant shall be released for that duty day.

b. It is the intent of Paragraph J.4.a, the Company will make every reasonable effort to reschedule the entire crew together. However, in extenuating circumstances, the Company may split a Flight Attendant crew if such split is required in order to maintain schedule. A typical example of a situation where the entire crew may not be rescheduled together would be as follows:

Example: Two (2) Flight Attendant crews are on an overnight in CDG (a 767 crew with six (6) Flight Attendants and an A330 crew with nine (9) Flight Attendants). If the “A” Flight Attendant on the 767 sequence becomes ill just prior to her/his flight’s departure, a Flight Attendant from the A330 crew, if legal to do so, may be rescheduled onto the 767 sequence, thus splitting the 767 crew and preserving the integrity of the schedule.

5. If a Reserve has been removed from a sequence prior to report time consistent with Reserve Duty, Section 12.M, the pay protections specified therein shall apply. If the sequence cancels in its entirety, the Reserve may be assigned to a RAP pursuant to Section. 12.

6. If a Reserve’s sequence cancels in its entirety and no RAP was originally assigned and no sequence exists for assignment, the Reserve shall assume duty for the remainder of the RAP in which the sequence originally reported. If the sequence originally reported in multiple RAPs, Crew Schedule shall assign the Reserve in the earlier RAP.

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Notifications

ONE notifications from CCI are not first-party contact. You are expected to report as scheduled unless contact has been made, by you or them, with Crew Schedule/Tracking to determine a new report time.

On origination, if Crew Schedule has attempted to contact you three or more hours prior to departure, whether they speak with you or leave a voicemail, you are considered notified. The contractual reference is Section 10.J.11.

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Deadhead Release

To be released from a deadhead has several scenarios.

Section 16.G. – DEADHEAD TO FIRST LIVE LEG OF A TRIP SEQUENCE

A Lineholder who is scheduled to deadhead on the first leg of a sequence may elect to be released from such deadhead and join the trip sequence at the first live leg. A Flight Attendant electing this option shall:

1. Notify Crew Schedule at least two (2) hours prior to scheduled departure of the deadhead;

2. Notify Crew Schedule by telephone upon arrival at the downline station;

3. A Flight Attendant choosing to waive a deadhead to a layover city must advise the Crew Hotel Desk as soon as possible if she/he needs the hotel room that was secured for her/him;

4. If the scheduled deadhead is to a layover city, then the Flight Attendant is also responsible for her/his own transportation to the layover hotel. The Flight Attendant will also be responsible for any additional hotel charges due to an early hotel arrival;

5. Be ready to receive passengers on the first live leg according to the provisions of Hours of Service, Section 11;

16-1 6. Be paid and credited for the deadhead as if the Flight Attendant had flown the original scheduled deadhead;

7. Be paid Per Diem and duty rig as if the Flight Attendant had flown the original scheduled deadhead; and,

8. Contact Crew Schedule as soon as possible when encountering any unanticipated delays which would affect her/his arrival at the downline station.

9. A Reserve who has been released consistent with the parameters of Reserve Duty, Section 12, may utilize the provisions of Paragraph G.

10. The provisions of Paragraph G will also be made available to commuters if the actual flying portion of the trip sequence begins in the Commuter’s Designated City, including SJU.

11. The provisions of Paragraph G will also be made available to commuters if the actual flying portion of the trip sequence begins at a station other than the Commuter’s Designated City (as indicated in SABRE). The commuter will be provided with positive space travel under the same pass classification as the originally scheduled deadhead to the station where the actual flying portion of the trip sequence commences.

12. A Flight Attendant at a co-terminal with a deadhead leg(s) at sequence origination may request to have the deadhead originate at a different co-terminal. Such Flight Attendant should contact Crew Schedule as soon as possible to make such a request. Reserves should contact Crew Schedule no later than the conclusion of the reserve call in window if the assignment was given prior to the end of the call in window. If the assignment was given after the conclusion of the call in window, the Reserve should make her/his request at the time of the assignment. Crew Schedule approval of Reserve requests will not be unreasonably withheld. Legalities and pay will be based on the originally scheduled deadhead.

13. A Flight Attendant who chooses to waive the deadhead to a layover city is also considered to have waived any required legal rest for that layover city.

14. Once Crew Schedule has approved a waiver of deadhead on a particular trip sequence(s), the Flight Attendant may not subsequently trade or drop that trip sequence(s).

15. The provisions of Paragraph G will not apply to probationary Flight Attendants.

Section 16.H. – DEADHEAD TO CREW BASE OR COMMUTER CITY ON LAST LEG OF A TRIP SEQUENCE

A Lineholder scheduled to deadhead on the last live leg of her/his trip sequence may choose not to take the deadhead. The Lineholder shall notify Crew Schedule of her/his election prior to the scheduled deadhead.

1. With Crew Schedule’s consent, a Reserve scheduled to deadhead on the last live leg of her/his sequence may choose not to take the scheduled deadhead, provided that she/he is available for her/his subsequent Reserve assignment.

2. A Flight Attendant who elects not to take a scheduled deadhead will be paid and credited for the originally scheduled deadhead portion as if the Flight Attendant had flown the deadhead. Per Diem and duty rig will be paid as if the Flight Attendant had flown the deadhead.

3. A commuter Flight Attendant who notifies Crew Schedule of her/his election under Paragraph H may also request to deadhead to her/his commuter city (as indicated in 16-2 SABRE) in lieu of her/his crew base. If granted, the commuter will be provided with positive space travel on the next available flight on either American Airlines or on a carrier whose inventory is controlled by the Company. Positive space travel will be limited to one (1) segment within the forty-eight (48) contiguous states, unless the trip sequence includes more than one (1) deadhead segment at termination. In no case will the positive space travel exceed the number of segments returning to base. For International flights, positive space travel will be limited to one (1) leg back to the contiguous forty-eight (48) states.

4. A Flight Attendant who would like to change her/his terminating deadhead segment to a different co-terminal airport should contact Crew Schedule to make such a request at the conclusion of the last working segment. Legalities and pay will be based on the originally scheduled deadhead. A Flight Attendant who voluntarily requests to change the co-terminal of origination or termination will not be entitled to transportation; however, local agreements regarding transportation may apply.

5. A Flight Attendant scheduled to work the last segment of her/his trip sequence may trade with a Flight Attendant scheduled to deadhead on such flight, provided the Flight Attendants notify Crew Schedule, and the flight will not take a delay to accomplish such change. Each Flight Attendant accepting the trade must be legal to accept such flight assignment. The Flight Attendant who was originally scheduled to work the flight will be paid as if she/he had worked such flight.

Section 16.I. A Flight Attendant who elects to take an on-line flight other than her/his scheduled deadhead flight shall travel on a space-available basis.

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Call-Out Pay

When you are entitled to call-out pay, you must contact Crew Schedule to have it put on your schedule. Direct Connect will deny your claim without Crew Schedule approval.

If your sequence is pay protected, you do not receive call-out and sequence pay. You will receive the greater of the two, not both.

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Partial Trip Cancellations (XR)

When you have one or more legs that are canceled in a sequence, and one or more legs are flown by a substitute crew, and have a removal code (XR), the legs are manually audited by Crew Comp and paid no later than close-out which occurs on the 9th of the subsequent month.

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Direct Conflicts (DC)/FAR Illegal (FI)-Pay Protection

If you have a FAR removal (FI), you are paid for the full value of both sequences. For a Direct Conflict (DC), meaning a sequence overlaps another, the pay for the first trip measures against the second trip.

Example:  You have two 10-hour trips back-to-back. You arrive a day later from the first trip that makes you FAR Illegal (FI) for the second trip, meaning you have less than 10 hours between trips so there is no overlap. The first trip is now worth 15 hours. You are pay protected for the full value (10 hours) of the second trip since they did not overlap. The pay value for both trips in this scenario is 25 hours.

In the case of a Direct Conflict (DC), same trip scenario, you get in the next day causing a direct overlap with the second trip. The first trip becomes worth 15 hours, the second trip was worth 10 hours. The original scheduled value of both trips added together was 20 hours. You would be owed the difference of five hours as a result of the trips overlapping. You are pay protected the original value of both, for a total of 20 hours.

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More Than a Three (3) Hour Delay (After Report)

Section 10.J.8. “When a flight departure is delayed for more than three (3) hours, the Flight Attendant who is scheduled for such flight shall not be required to stand by and shall be relieved of duty at her/his request, provided that other Flight Attendants are available to replace her/him without increasing the delay. A Flight Attendant desiring to be released shall remain on duty until the relief Flight Attendant reports for duty. A Flight Attendant exercising this option shall forfeit any pay and credit that may be accumulated under any other Paragraph in Section 10.”

This provision applies at sequence origination only, not mid-sequence. You are not entitled to Call Out pay or pay protection, but you will receive the Duty Rig from report to release. Section 11.D.5. states, “A Flight Attendant shall receive a minimum of one (1) hour of pay and credit for every two (2) hours of actual on-duty time prorated on a minute-by-minute basis of actual on-duty time.”

Example:  You are delayed for more than three hours and choose to be removed from your sequence. You reported at 1000 and are relieved and released at 1400. Your four hours on duty would generate two hours of pay. You must file a Direct Connect to receive the time.

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Professional Standards

Professional Standards has received multiple calls from the pilots’ Professional Standards regarding Flight Attendants sitting in the Captain’s or First Officer’s jumpseat during bathroom breaks. This is not allowed and is specified in their flight manual.

Profession Standards Representative Anna Woods may be reached on 954.554.1199 for September.

Please use Professional Standards for issues you are unable to resolve on the airplane. Keep it out of the office.

In Solidarity,

Randy Trautman
APFA MIA Base President
[email protected]

Heidi Morgan
APFA MIA Base Vice President
[email protected]