SECTION 5
HOURS OF SERVICE
A. Domestic Flying
1. Hours of Service - Flight Time
Flight time, for hours of service purposes, shall include all flight time on regularly scheduled flights, extra sections, charter flights, ferry flights, scenic flights or other flights where the Flight Attendant performs Lead Flight Attendant or Flight Attendant duties.
a. Determination of Flight Time
All flight times for hours of service purposes shall be determined by:
(1) The actual elapsed time or the scheduled time from block-to-block (stop-to-stop), whichever is greater, as adjusted in subparagraph 1.a.(4), below, on all scheduled and extra section flights operated over route segments where an established schedule exists at the time such flight is operated.
(2) The actual time from block-to-block (stop-to-stop) on charter flights, ferry flights, scenic flights or other flights where the Flight Attendant performs Flight Attendant duties.
(3) The actual time from block-to-block (stop-to-stop) on scheduled and extra section flights which are operated over route segments where no published or operational schedule or company aircraft movement itinerary (planned or scheduled departure and arrival times) is in existence for the type of aircraft involved at the time the flight is made and where the Flight Attendant performs Flight Attendant duties.
(4) On a pattern credit basis, the cumulative actual flight time hours in excess of the scheduled flight time hours for each segment in the pattern (overfly hours) shall be offset by the cumulative actual flight time hours that are less than the scheduled flight time hours for each segment in the pattern (underfly hours).
b. Determination of Scheduled Times
(1) In determining scheduled times for pay and credit purposes, the Company shall utilize the monthly Master Pattern File as of the date the Crew Management System is updated. Corporate scheduled times may thereafter change and thereby may increase but not decrease a Flight Attendant's pay time. A change in corporate scheduled times, without an additional line adjustment, shall not cause a Flight Attendant to become time available.
(2) In the event that no monthly Master Pattern File times exist for a given flight, the corporate scheduled times shall be utilized for that specific flight as the scheduled times for pay and credit purposes.
c. Determination of Credited Hours for Flight Time Limitations
All flight time per subparagraph 1.a., above, plus credit time as provided in the following sections shall constitute the credited hours for scheduling purposes:
Section 3.M. Supervisory/Trainee Flying
Section 5.A.9.a. Domestic Duty Period and Trip Hour Credit
Section 5.A.9.b. Pattern Guarantee
Section 5.A.9.c. Domestic Deadhead Time
Section 5.A.9.d. Removal Credit
Section 5.H.5.b.-f. Flight Hour Bank
Section 10.C. Rate of Pay during Vacation
Section 15.C. Rate of Pay during Sick Leave (except when the Flight Attendant has requested to make up sick leave)
Section 18.G. Jury DutyIn addition, any authorized missed patterns, plus credit of three hours and twenty minutes (3:20) for each day a Flight Attendant is on a non-pay status, shall be used in applying flight time limitations and in determining compliance with the provisions for maximum monthly limitations.
d. Determination of Flight Time for Federal Air Regulations (FAR) Compliance
For purposes of complying with Flight Attendant Federal Air Regulations (FAR), actual flight times shall be used for the determination of daily and weekly on-duty limitations and rest requirements.
2. Determination of Application of FAR Provisions
The terms and conditions of this Agreement shall prevail unless those provisions are found to be in violation of Flight Attendant Federal Air Regulations.
3. Monthly Maximum Limitations
One hundred hours (100:00) of credited flight time shall constitute the monthly scheduled maximum, with a corresponding seventy hours (70:00)scheduled minimum, unless:
a. The Flight Attendant requests an upward adjustment, as defined in Section 2.GGGG., through CENTRY which results in an increase of hours that projects him/her above the scheduled monthly maximum.
b. The Flight Attendant exercises Section 6.G.4.n. or 6.L.4. of this Agreement.
c. A flexible monthly limitation in accordance with paragraph 5.E. and 5.F., of this Section applies to the Flight Attendant.
d. A Flight Attendant exercises Section 6.G.4.f. through 6.G.4.l. of this Agreement.
e. An Established Base Line Average (EBLA) other than eighty-five hours (85:00) is established as provided in Section 5.D.
NOTE: A Regular Flight Attendant may elect a monthly actual maximum buffer of zero hours (0:00), one hour (1:00), two hours (2:00) or three hours (3:00) of credit time greater than his/her monthly scheduled maximum, as provided in Section 6.B.3.c.(6) of this Agreement.
4. Weekly Limitations
A Flight Attendant engaged in domestic flying shall be subject to the following weekly limitations as provided below:
a. Thirty-Five in Seven (35-in-7) Provision
A Flight Attendant shall not be scheduled to exceed thirty-five hours (35:00) of flight time in any seven (7) consecutive calendar days, unless:
(1) He/She elects to exceed this weekly limitation in accordance with Section 6.B.3.c.(5) or 6.G.2.f.(15) of this Agreement.
(2) He/She is a Reserve Flight Attendant and has been assigned in accordance with the provisions in Section 7.D.1.h. of this Agreement.
NOTE: The Flight Attendant must complete a pattern even if events beyond the Company’s control (i.e., weather, ATC delays, etc.) subsequently cause the total flight time to exceed thirty-five hours (35:00) in seven (7) days within that pattern.
b. Twenty-Four in Seven (24-in-7) Provision
A Flight Attendant must be given at least twenty-four consecutive hours (24:00) free from duty within any seven (7) consecutive calendar days.
(1) Such twenty-four hour (24:00) period may occur within a trip hour period.
(2) Where permitted by FAR, a Flight Attendant who is scheduled or rescheduled for a required twenty-four hour (24:00) rest period while away from base may be rescheduled to a “must deadhead” during such rest period.
(3) A Flight Attendant who is scheduled or rescheduled as provided in subparagraph 4.b.(2), above, shall be scheduled for a twenty-four hour (24:00) rest period prior to his/her next flight duty as required by the FAR.
5. Daily Limitations
A Flight Attendant engaged in domestic flying shall be subject to the following daily limitations:
a. For a Single On-Duty Period When Flying Eight Hours (8:00) or Less
A Flight Attendant may be scheduled or rescheduled to fly eight hours (8:00) or less within a single duty period. Such Flight Attendant shall be given at the conclusion of the duty period a scheduled rest period of no less than twelve hours (12:00), release to report, with an option to reduce to nine hours (9:00), release to report.
b. For a Single On-Duty Period When Flying Over Eight Hours (8:00)
(1)For High Value Turn (HVT) Patterns
A Flight Attendant may be scheduled or rescheduled to fly more than eight hours (8:00) within a single duty period. Such pattern shall be classified as a High Value Turn (HVT) and shall meet the following provisions:
(a)The pattern shall consist of no more than a single on-duty period which must originate and terminate at the Flight Attendant’s base.
.
NOTE: A Flight Attendant based at a location with co-terminals shall have his/her pattern originate and terminate at the same terminal.(b)On-duty limitations as provided in paragraph A.6., below, shall apply.
(c)The pattern may include a “red-eye” flight but must be constructed with such “red-eye” flight as the last scheduled flight segment of the on-duty period. The maximum number of flight segments that may be constructed in a pattern which includes a “red-eye” flight shall not exceed two (2).
(d)In the event of irregular operations, a Flight Attendant who is scheduled or rescheduled to fly a HVT pattern that contains a “red-eye” segment and whose scheduled flight diverts to an airport other than his/her scheduled destination may be required to fly and complete one (1) additional flight segment, subject to his/her applicable on-duty limitations.
i. When such diverted flight continues to its originally scheduled destination on the same aircraft and with the same flight number, the Flight Attendant may be required to fly and complete the flight.
ii. When such diverted flight is delayed or cancelled, a Flight Attendant may be rescheduled on a “must deadhead” basis to return to his/her base.
(e)The Flight Attendant who is scheduled or rescheduled to a HVT pattern shall be given, at the conclusion of the HVT duty period, a required actual rest period of no less than twelve hours (12:00), release to report.
(2)For High Density Turn (HDT) Patterns
A pattern may be constructed with scheduled on-duty limitations in excess of those in paragraph A.6., below, of this Section. Such patterns shall be subject to the limitations below and shall be considered High Density Turn (HDT) patterns. All provisions of HVT patterns shall apply except for the following:
(a)The single duty period shall be scheduled in excess of thirteen hours (13:00), but shall not be scheduled to exceed fourteen hours (14:00).
(b)A Flight Attendant who is scheduled or rescheduled to a HDT pattern shall be given, at the conclusion of the HDT duty period, a required actual rest period of no less than fourteen hours (14:00), release to report.
(c)The maximum block hours scheduled in HDT patterns at each base in a given bid month shall not exceed eight percent (8%) of the total domestic block hours scheduled to be flown at that base for the bid month, and shall be subject to the following provisions:
i. The initial allocation of the maximum block hours contained in HDT patterns at each base shall be no greater than six percent (6%) of the total domestic block hours scheduled to be flown at that base for that month.
ii. The maximum percentage of domestic block hours referenced in subparagraph A.5.b.(2)(c)i., above, shall be adjusted as follows:
(i) Upon the request of either the Union or the Company, each ninety (90) days, the Preferential Bidding System (PBS) bid results for the previous three (3) bid months shall be evaluated.
(ii) Should the average base seniority of all Flight Attendants awarded HDT patterns within the base be senior to the average base seniority of all Flight Attendants awarded pure domestic patterns within the base, the maximum block hours allowed within HDT patterns at that base shall increase in increments of one percent (1%) to a maximum of eight percent (8%).
(iii) Should the average base seniority of all Flight Attendants awarded HDT patterns within the base be junior to the average base seniority of all Flight Attendants awarded pure domestic patterns within the base, the maximum block hours allowed within HDT patterns at that base shall decrease in decrements of one percent (1%) to a minimum of four percent (4%).
(iv) The average base seniority of all Flight Attendants awarded HDT patterns shall be determined by adding each base seniority numbers of Flight Attendants awarded each HDT pattern position at the end of the PBS bid process divided by the total number of HDT pattern positions awarded at the end of the PBS bid process.
(v) The average base seniority of all Flight Attendants awarded pure domestic patterns shall be determined by adding each base seniority numbers of Flight Attendants awarded each pure domestic pattern position, excluding HDT patterns, at the end of the PBS bid process divided by the total number of pure domestic pattern positions, excluding HDT patterns, awarded at the end of the PBS bid process.
(vi) Any block hour changes resulting from the bid evaluation described above shall be effective no later than the third (3rd) bid month following the month in which the evaluation request is made. Such changes shall remain in effect for at least ninety (90) days before a new evaluation is completed.
iii. Compliance with the maximum percentage, as determined by subparagraphs A.5.b.(2)(c)i. and A.5.b.(2)(c)ii., above, shall be measured on a look back basis. Each month shall be reviewed after the last day of the bid month. If the total block hours of HDT in the month being reviewed exceeds the maximum percentage as set above, then the maximum allowable HDT shall be reduced by the amount of the overage for the third (3rd) bid month following the month subject to review.
c. For Multiple On-Duty Periods
A Flight Attendant engaged in domestic flying within a pattern consisting of multiple on-duty periods may be scheduled or rescheduled to fly more than eight hours (8:00) in any twenty-four hour (24:00) period with the following rest being scheduled at the conclusion of the last duty period in the twenty-four hour (24:00) period:
(1) At least nine consecutive hours (9:00) of scheduled rest, release to report, for eight hours (8:00) or less of scheduled flight time within such twenty-four hour (24:00) period.
(2) At least ten consecutive hours (10:00) of scheduled rest, release to report, for greater than eight hours (8:00) and less than nine hours (9:00) of scheduled flight time.
(3) At least eleven consecutive hours (11:00) of scheduled rest, release to report, for nine hours (9:00) or greater of scheduled flight time.
6. On-Duty Limitations
(1) When an on-duty period starts between the hours of 0501 and 2159 inclusive (local time), a Flight Attendant shall not be scheduled to remain on duty for more than thirteen hours (13:00).
(2) When an on-duty period starts between the hours of 2200 and 0500 inclusive (local time), a Flight Attendant shall not be scheduled to remain on duty for more than twelve hours (12:00).
(3) Special Rule for Short (aka "Illegal") Overnights
When an on-duty period starts at a Flight Attendant's base between the hours of 1900 and 2400 inclusive (base local time), and includes a scheduled en route stop of more than six hours (6:00), a Flight Attendant may be scheduled to remain on duty up to fourteen hours (14:00), provided that the duty period is scheduled to end at the Flight Attendant's base and the Flight Attendant is provided with a single occupancy hotel room at the intervening en route stop.
b. Actual On-Duty Limitations
A Flight Attendant shall not be required to remain on duty in excess of one hour (1:00) beyond his/her maximum scheduled on-duty period.
In the event an actual on-duty period exceeds sixteen hours (16:00), a Flight Attendant shall receive, for pay purposes, compensation as follows:
(1) For all flight time flown during that portion of an on-duty period greater than sixteen hours (16:00), but not greater than eighteen hours (18:00), pay at one and one-half of his/her hourly incentive rate (1½ times incentive rate);
(2) For all flight time flown during that portion of an on-duty period greater than eighteen hours (18:00), but not greater than twenty hours (20:00), pay at twice his/her hourly incentive rate (2 times incentive rate);
(3) For all flight time flown during that portion of an on-duty period greater than twenty hours (20:00), pay at three times his/her hourly incentive rate (3 times incentive rate).
c. Domestic On-Duty Maximum Limitations Chart (in hours)
Flight Attendant’s on-duty period begins between: |
Scheduled on-duty maximum limitation is: |
Actual on-duty maximum limitation is: |
0501 and 2159 local time |
13:00 |
14:00 |
2200 and 0500 local time |
12:00 |
13:00 |
1900 and 2400 base local time (Illegals) |
14:00 |
15:00 |
High Value Turn (HVT) |
13:00 |
14:00 |
High Density Turn (HDT) |
14:00 |
15:00 |
7. Maximum Landings Limitations
Landings per duty period shall be limited to ten (10). In the event ten (10) landings are exceeded in a given duty period, the Flight Attendant shall receive an additional fifteen minutes (0:15), for pay purposes only, for each landing in excess of ten (10).
8. Domestic Off-Duty Rest Provisions
The following rest provisions shall apply to Flight Attendants engaged in domestic flying:
a. Minimum Rest at Layover Stations
A Flight Attendant shall be scheduled for an off-duty rest period at his/her layover station as follows:
(1) At least nine hours (9:00) of scheduled rest, release to report, following a scheduled on-duty period which contains scheduled flight time of eight hours (8:00) or less.
(2) At least ten hours (10:00) of scheduled rest, release to report, following a scheduled on-duty period which contains scheduled flight time greater than eight hours (8:00) and less than nine hours (9:00).
(3) At least eleven hours (11:00) of scheduled rest, release to report, following a scheduled on-duty period which contains scheduled flight time of nine hours (9:00) or greater.
b. Minimum Rest at Base Station
A Flight Attendant shall be scheduled for an off-duty rest period of no less than twelve hours (12:00), release to report, at his/her base station immediately following the completion of his/her pattern, subject to the following provisions:
(1) Such rest may be reduced to nine hours (9:00) on an actual basis, release to report.
(2) The Flight Attendant may elect to reduce such rest period to nine hours (9:00) in accordance with the procedures set forth in Section 6.B.3.c.(4) or 6.G.2.f.(16) of this Agreement.
(3) In no event shall an off-duty period be less than an actual time of ten hours (10:00), release to report, when a Flight Attendant is scheduled to depart from an airport other than the airport of his/her arrival.
c. Domestic Minimum Required Rest Chart
Release to Report (in hours)
Scheduled Flight Time |
Layover Rest |
Base Rest |
Scheduled flight time 8:00 hours or less |
9:00 hours scheduled/actual, release to report |
12:00 hours scheduled; 9:00 hours scheduled option; or 9:00 hours actual |
Scheduled flight time greater than 8:00 hours, and less than 9:00 hours |
10:00 hours scheduled/actual, release to report |
12:00 hours scheduled; 9:00 hours scheduled option; or 9:00 hours actual |
Scheduled flight time 9:00 hours or greater |
11:00 hours scheduled/actual, release to report |
12:00 hours scheduled; 9:00 scheduled option; or 9:00 actual |
High Value Turn (HVT) (greater than 8:00 hours) |
Not Applicable |
12:00 hours scheduled/actual |
High Density Turn (HDT) (greater than 8:00 hours) |
Not Applicable |
14:00 hours scheduled/actual |
d. On-Duty Rest BreakA Flight Attendant authorized to remain with passengers in excess of one hour (1:00) prior to flight departure or following flight arrival shall be given a fifteen minute (0:15) rest period for every two (2) consecutive hours that he/she is required to remain with such passengers.
9. Pay and Credit Hours
a. Pay and Credit
A Flight Attendant shall receive for pay and credit purposes the greater of:
(1) Flight Time Pay
A Flight Attendant shall receive flight time pay for such credited hours in accordance with paragraph A.1.a. of this Section.
(2) Duty Period CreditA Flight Attendant shall receive a minimum of:
(a) One hour (1:00) flight pay and flight time credit for each two hours (2:00) of duty hours, prorated, as defined in Section 2.BB. of this Agreement, between the hours of 0600 and 2159 (local report time), or
(b) One hour (1:00) flight pay and flight time credit for each one hour and forty-five minutes (1:45) of duty hours, prorated, as defined in Section 2.BB. of this Agreement, between the hours of 2200 and 0559 (local report time).
(3) Minimum Duty Period Credit
A Flight Attendant shall receive a minimum of four hours and fifteen minutes (4:15) flight time pay and credit for any on-duty period, as defined in Section 2.BB. of this Agreement.
(4) Trip Hour Credit
(a) A Flight Attendant shall receive as a minimum the difference, if any, between pay and credit earned during a trip hour period and one hour (1:00) flight pay and flight time credit for each three hours and thirty-six minutes (3:36) trip hours, prorated, as defined in Section 2.FFFF. of this Agreement. If personal reasons, including delayed deadhead, or a work stoppage or picketing (by an NWA employee group) results in additional time away from base, such additional time shall not be included in the computation of trip hour credit.
(b) Such pay and credit provided in subparagraphs (2), (3) and (4)(a), above, shall not apply when a Flight Attendant reports for duty but performs no actual flying (the aircraft does not block out).
(c) Pay and flight time credited under the provisions of subparagraphs (2), (3) and (4)(a), above, shall be computed and credited as a continuation of the last flight in the duty period or trip hour period.
NOTE: See paragraph I., below.
b. Pattern Guarantee
A Flight Attendant shall be pay guaranteed for all of the patterns awarded to his/her line through the PBS bid award and/or bid resolution process on a pattern by pattern basis, subject to the following provisions:
(1) A pattern that is traded with open flying shall reflect an adjustment in such pattern guarantee, if applicable, as provided in Section 6.G.5. of this Agreement, and he/she shall be pay guaranteed accordingly.
(2) In the event he/she has lost a pattern or a portion of a pattern, he/she shall be pay guaranteed for the credited hours of such pattern provided he/she has elected time available and fulfills such time available obligation in accordance with Section 6.H. of this Agreement.
(3) In the event he/she has declined a time available opportunity, his/her guarantee shall be reduced by the value of the hours of the pattern lost as a result of declining such time available opportunity in accordance with Section 6.H. of this Agreement.
(4) A pattern or a portion thereof, that has been lost due to one of the following circumstances shall not be pay guaranteed:
(a) Personal illness, personal injury or personal emergency;
(b) A line adjustment because his/her accumulated actual credited time plus his/her projected scheduled credited time exceeds his/her applicable actual maximum limitation;
(c) Training, leave, retirement layoff, strike or other work stoppage;
(d) Termination, disciplinary suspensions or administrative removal, or failure to comply with the provisions of Section 15.D.1.;
(e) Failure to report for his/her assigned flight;
(f) A Section 5.A.9.d. removal;
(g) A Section 3.M. removal;
(h) A required removal due to a conflict caused by a pattern awarded through a CENTRY request in the preceding bid month.
(5) His/Her guarantee shall be computed and credited at the conclusion of the pattern in which the hours were lost or its corresponding time available period.
(6) His/Her guarantee shall not be offset by:
(a)Domestic Ground Holding pay
(b)Training pay
(c)Section 3.M. pay
(d)Purser or Lead Flight Attendant pay
(e)Section 5.A.9.d. pay
(f)International flying pay
(g)Crew Complement pay(h)Jury duty pay
(7) His/Her guarantee shall be offset by:
(a)International Ground Holding pay
(b)Standby pay
c. Deadhead Credit
(1) All time when deadheading under Company orders shall be credited for pay and flight time purposes. Flight Attendants shall receive the scheduled or actual time of the deadhead, whichever is greater, as adjusted in subparagraph A.1.a.(4), above, for online deadhead, and scheduled time for offline deadhead. Such credit for deadheading time shall not apply during travel to and from vacations, or to and from new base assignments when a Flight Attendant is not a member of the crew.
(2) When deadheading is accomplished by surface transportation between any combination of airports and/or layover points in separate geographical locations, Flight Attendants shall receive full pay and credit in accordance with paragraph A.1.a., above, for the established scheduled flight time between such airports and/or the airport nearest the layover point, or one hour (1:00) of pay and credit, whichever is greater.
(3) For purposes of this paragraph, the following are not considered as airports in separate geographical locations:
· Seattle-Tacoma International and Boeing Field Airports
· LaGuardia, John F. Kennedy and Newark Airports
· Midway and O’Hare Airports
· Elmendorf and Anchorage International Airports
· Dulles and Washington Reagan Airports(4) In the event that a surface deadhead segment is the only duty segment within a duty period, Flight Attendants required to surface deadhead shall receive a minimum of four hours and fifteen minutes (4:15) flight time pay and credit as provided in accordance with subparagraph A.9.a.(3), above.
d. Removal Credit
A Flight Attendant who is not on reserve status and who is removed from a pattern at the airport at his/her base station to fly another pattern shall receive pay and credit for the scheduled time of the pattern from which he/she was removed or the pattern flown, whichever is greater, and shall not be subject to recovery flying.
B. International Flying
1. Hours of Service - Flight Time
Flight time for hours of service purposes shall include all flight time on regularly scheduled flights, extra sections, charter flights, ferry flights, scenic flights or other flights where the Flight Attendant performs Purser, Lead Flight Attendant or Flight Attendant duties.
a. Determination of Flight Time
All flight times for hours of service purposes shall be determined by:
(1) The actual elapsed time or the scheduled time from block-to-block (stop-to-stop), whichever is greater, as adjusted in subparagraph 1.a.(4), below, on all scheduled and extra section flights operated over route segments where an established schedule exists at the time such flight is operated.
(2) The actual time from block-to-block (stop-to-stop) on charter flights, ferry flights, scenic flights or other flights where the Flight Attendant performs Flight Attendant duties.
(3) The actual time from block-to-block (stop-to-stop) on scheduled and extra section flights which are operated over route segments where no published or operational schedule or company aircraft movement itinerary (planned or scheduled departure and arrival times) is in existence for the type of aircraft involved at the time the flight is made and where the Flight Attendant performs Flight Attendant duties.
(4) On a pattern credit basis, the cumulative actual flight time hours in excess of the scheduled flight time hours for each segment in the pattern (overfly hours) shall be offset by the cumulative actual flight time hours that are less than the scheduled flight time hours for each segment in the pattern (underfly hours).
b. Determination of Scheduled Times
(1) In determining scheduled times for pay and credit purposes, the Company shall utilize the monthly Master Pattern File as of the date the Crew Management System is updated. Corporate scheduled times may thereafter change and thereby may increase but not decrease a Flight Attendant’s pay time. A change in corporate scheduled times, without additional line adjustment, shall not cause a Flight Attendant to become time available.
(2) In the event that no monthly Master Pattern File times exist for a given flight, the corporate scheduled times shall be utilized for that specific flight as the scheduled times for pay and credit purposes.
c. Determination of Credited Hours for Flight Time Limitations
All flight time per subparagraph 1.a., above, plus credit time as provided in the following sections shall constitute the credited hours for scheduling purposes:
Section 3.M. Supervisory/Trainee Flying
Section 3.P. International Ground Holding pay
Section 5.B.10.a. Duty Period and Trip Hour Credit
Section 5.B.10.b. Pattern Guarantee
Section 5.B.10.c. International Deadhead Time
Section 5.B.10.d. Removal Credit
Section 5.H.5.b.-f. Flight Hour Bank
Section 10.C. Rate of Pay During Vacation
Section 15.C. Rate of Pay During Sick Leave (except when the Flight Attendant has requested to make up sick leave)
Section 18.G. Jury DutyIn addition, any authorized missed patterns, plus credit of three hours and twenty minutes (3:20) for each day a Flight Attendant is on a non-pay status, shall be used in applying flight time limitations and in determining compliance with the provisions for maximum monthly limitations.
d. Determination of Flight Time for FAR Compliance
For purposes of complying with Flight Attendant Federal Air Regulations (FAR), actual flight times shall be used in the determination of daily and weekly on-duty limitations and rest requirements.
2. Determination of Application of FAR Provisions
The terms and conditions of this Agreement shall prevail unless those provisions are found to be in violation of Flight Attendant Federal Air Regulations.
3. Monthly Maximum Limitations
One hundred hours (100:00) of credited flight time shall constitute the monthly scheduled maximum, with a corresponding seventy hours (70:00) scheduled minimum, unless:
a. The Flight Attendant requests an upward adjustment, as defined in Section 2.GGGG., through CENTRY which results in an increase of hours that projects him/her above the scheduled monthly maximum.
b. The Flight Attendant exercises Section 6.G.4.n. or 6.L.4. of this Agreement.
c. A flexible monthly limitation in accordance with paragraphs 5.E. and 5.F., below, applies to the Flight Attendant.
d. A Flight Attendant exercises Section 6.G.4.f. through 6.G.4.l. of this Agreement.
e. An Established Base Line Average (EBLA) other than eighty-five hours (85:00) is established as provided in paragraph 5.D., below.
NOTE: A Regular Flight Attendant may elect a monthly actual maximum buffer of zero hours (0:00), one hour (1:00), two hours (2:00) or three hours (3:00) of credit time greater than his/her monthly scheduled maximum, as provided in Section 6.B.3.c.(6) of this Agreement.4. Weekly Limitations
A Flight Attendant engaged in international flying must be given at least twenty-four consecutive hours (24:00) free from duty within any seven (7) consecutive calendar days.
a. Such twenty-four hour (24:00) period may occur within a trip hour period.
b. Where permitted by FAR, a Flight Attendant who is scheduled or rescheduled for a required twenty-four hour (24:00) rest period while away from base may be rescheduled to a “must deadhead” during such rest period.
c. A Flight Attendant who is scheduled or rescheduled as provided in subparagraph 3.b., above, shall be scheduled for a twenty-four hour (24:00) rest period prior to his/her next flight duty as required by the FAR.
5. On-Duty Limitations: Non-Extended Duty Flights
a. Scheduled On-Duty Limitations
When a Flight Attendant is awarded or assigned to a non-extended duty flight, he/she shall not be scheduled to remain on duty for more than thirteen hours (13:00), except as provided in subparagraph a.(4), below:
(1) A Flight Attendant, who is scheduled to fly a Trans-Pacific flight, shall not be scheduled to fly any other segment during an on-duty period unless the duty period consists entirely of deadhead. Such deadheading segments shall be limited to no more than two (2) segments within an on-duty period.
NOTE: For the purpose of this Section, the term "Trans-Pacific flight" is defined as any flight between an airport within the United States and an airport within the continents of Australia, Asia (including the Philippine Islands) or the Indian sub-continent that operates over the Pacific Ocean and vice versa.
(2) No more than three (3) flight segments shall be scheduled in a duty period that includes a scheduled Trans-Atlantic or Inter-Continental flight.
NOTE: For the purpose of this Section, the term "Trans-Atlantic flight" is defined as any flightbetweenan airport in the United States, and an airport withinthe continent of Europe (including Iceland, Ireland and Great Britain) or the Indian sub-continent that operates over the Atlantic Ocean and vice versa.
For the purposes of this Section, the term “Inter-Continental flight” is defined as any flight between the following locations:
(a) An airport within the United States and an airport within the continent of South America;
(b) An airport within the continent of Europe (including Iceland, Ireland, Great Britain; the cities of Tel Aviv and Cairo), and an airport within the continent of Africa;
(c) An airport within the continent of Europe (including Iceland, Ireland, Great Britain; the cities of Tel Aviv and Cairo), and an airport within the continents of Asia or Australia (including the Philippine Islands);
(d) An airport within the continent of Africa and an airport within the continents of Asia or Australia (including the Philippine Islands).
(3) No more than six (6) segments shall be scheduled in a duty period that includes a scheduled Intra-European flight.
NOTE: For the purpose of this Section, the term “Intra-European flight” is defined as any flight between airports within the continent of Europe (including the cities of Tel Aviv and Cairo).
(4)A Flight Attendant who is scheduled to fly an International High Density Turn (IHDT) pattern may be scheduled as provided in paragraph 5.A.5.c. of this Section, except that patterns may not be constructed that contain a Trans-Atlantic, Trans-Pacific, Inter-Asia or Inter-European segment.
b. Actual On-Duty Limitations
When a Flight Attendant is awarded or assigned to a non-extended duty flight, he/she shall not be required to remain on duty in excess of fifteen hours (15:00).
In the event an actual on-duty period exceeds sixteen hours (16:00), a Flight Attendant shall receive, for pay purposes, compensation as follows:
(1) For all flight time flown during that portion of an on-duty period greater than sixteen hours (16:00), but not greater than eighteen hours (18:00), pay at one and one-half of his/her hourly incentive rate (1½ times incentive rate);
(2) For all flight time flown during that portion of an on-duty period greater than eighteen hours (18:00), but not greater than twenty hours (20:00), pay at twice his/her hourly incentive rate (2 times incentive rate);
(3) For all flight time flown during that portion of an on-duty period greater than twenty hours (20:00), pay at three times his/her hourly incentive rate (3 times incentive rate).
c. On-Duty Crew Rest
(1)A Flight Attendant on a non-extended duty flight shall receive a period of thirty minutes (0:30) for rest on board the aircraft while on duty when the scheduled flight segment is greater than seven hours (7:00) but is less than or equal to eight hours (8:00) in duration and involves a scheduled duty period of thirteen hours (13:00) or less, as provided in Section 8.A.1. of this Agreement.
(2)A Flight Attendant on a non-extended duty flight shall receive a period of at least one hour (1:00) for rest on board the aircraft while on duty when the scheduled flight segment is greater than eight hours (8:00) in duration and involves a scheduled duty period of thirteen hours (13:00) or less, as provided in Section 8.A.2. of this Agreement.d. Non-Extended Duty Flight Provisions
For each non-extended duty flight on which a Purser is required as provided in Section 9.A. of this Agreement, one (1) additional Flight Attendant position above the Federal Aviation Administration (FAA) minimum crew complement shall be required and shall be made available for bid in the bid analysis.
6. On-Duty Limitations: Extended Duty Flights
If the length of a flight segment, when combined with the required report and release times, would cause a duty period to exceed the maximum scheduled on-duty limitations of paragraph B.5.a., above, such flying shall be classified as an extended duty flight and the following provisions shall apply:
a. Scheduled On-Duty Limitations
When a Flight Attendant is awarded or assigned to an extended duty flight, he/she may be scheduled to remain on duty in excess of thirteen hours (13:00). The maximum scheduled on-duty period shall not exceed twenty hours (20:00).
(1) The only flight on which the Flight Attendant shall be required to work or deadhead on during the duty period shall be the scheduled extended duty nonstop flight which would cause the duty period to exceed the normal scheduled on-duty limitations.
(2) If the extended duty nonstop flight makes a stop for operational reasons (such as for mechanical or weather considerations, for emergencies or for fuel), even though planned prior to departure, it shall maintain its nonstop status for purposes of this Section. If the flight makes a stop for revenue purposes (such as to load or unload passengers or freight), it shall not be considered an extended duty nonstop flight and will be subject to the normal international on-duty limitations.
b. Actual On-Duty Limitations
When a Flight Attendant is awarded or assigned to an extended duty flight, he/she shall not be required to remain on duty in excess of the greater of either eighteen hours (18:00) or the scheduled on-duty period plus three hours (3:00).
(1) In the event such extended duty flight makes a stop as provided in subparagraph 6.a.(2), above, the following provisions shall apply:
(a) If the duty period minus the stop time exceeds the applicable actual on-duty limitations of subparagraphs B.6.b.(1) and (2), the Flight Attendant may elect to be replaced.
(b) If the duty period minus the stop time is less than the applicable actual on-duty limitations of subparagraphs B.6.b.(1) and (2), the Flight Attendant may not elect to be replaced.
(c) In no event shall he/she be required to remain on duty in excess of twenty-three hours (23:00) as a result of such stop.
(2) In the event an actual on-duty period exceeds sixteen hours (16:00), a Flight Attendant shall receive, for pay purposes, compensation as follows:
(a) For all flight time flown during that portion of an onduty period greater than sixteen hours (16:00), but not greater than eighteen hours (18:00), pay at one and one-half of his/her hourly incentive rate (1½ times incentive rate);
(b) For all flight time flown during that portion of an on-duty period greater than eighteen hours (18:00), but not greater than twenty hours (20:00), pay at twice his/her hourly incentive rate (2 times incentive rate);
(c) For all flight time flown during that portion of an on-duty period greater than twenty hours (20:00), pay at three times his/her hourly incentive rate (3 times incentive rate).
c. On-Duty Crew Rest
A Flight Attendant on an extended duty flight shall receive rest on board the aircraft while on duty as provided in Section 8.B.
d. Extended Duty Flight Provisions
(1) Staffing and Crew Complement:The Company shall operate each extended duty flight with a minimum crew complement of:
(a) B747 aircraft: Twelve (12) Flight Attendants
(b)A330-200 aircraft: Eight (8) Flight Attendants; or nine (9) Flight Attendants if the passenger load is at or above seventy-nine percent (79%) at the time the bid analysis is prepared
(c) B787 aircraft with scheduled on-duty periods of eighteen hours (18:00) or less: ratio and complement as provided for the A330-200 aircraft
(d)B787 aircraft with scheduled on-duty periods in excess of eighteen hours (18:00): Ten (10) Flight Attendants
(e)Should the Company increase or decrease the total aircraft seating capacity on the A330-200 or B787 by ten percent (10%) or more, the parties shall meet for the purpose of negotiating new extended duty staffing requirements for these aircraft types
NOTE: Such minimum requirement shall be posted for bid on the bid analysis and shall not be reduced thereafter, subject to day-to-day operational ability.
(2) New Aircraft Type
In the event an aircraft type other than listed above is to be utilized for any extended duty flight(s), the Company and the Union shall meet and confer in an effort to agree on a minimum crew complement. In the event no agreement can be reached, either party may pursue resolution of the dispute in accordance with the procedures of Section 6, Title I of the Railway Labor Act.
(3)Rest at Layover Station
Following an extended duty flight segment, a Flight Attendant shall be given a minimum rest period as follows:
(a)For a scheduled on-duty period of sixteen hours (16:00) or less, no less than fifteen hours and forty-five minutes (15:45), release to report, at his/her layover station.
(b)For a scheduled on-duty periods of more than sixteen hours (16:00), but equal to or less than eighteen hours (18:00), no less than twenty hours (20:00) of scheduled rest at his/her layover station. Such rest may be reduced to eighteen hours (18:00) on an actual basis.
(c) For a scheduled on-duty period greater than eighteen hours (18:00), no less than twenty-four hours (24:00) of rest at his/her layover station.
(4)Rest Upon Return to Base
Upon return to his/her base following a pattern involving an extended duty flight, a Flight Attendant shall not be required to report for duty until he/she has received an off-duty rest period (release to report) of at least twice the total number of hours he/she flew since the last rest period at his/her base.7. Polling Procedures for Exceeding Maximum Scheduled Duty Limitations
When an international flight is delayed, and the possibility exists that the Flight Attendants scheduled to operate such flight may exceed the maximum scheduled daily on duty limitations, the polling procedures listed below shall be followed:
a. The Flight Attendants shall be polled at two hours and fifteen minutes (2:15) prior to their "walk time". The “walk time” is defined as the point at which the accumulated on-duty time, added to the scheduled flight time and release time would exceed the maximum actual on-duty limitations.
b. Polling shall be conducted by the Purser or the Lead Flight Attendant at the direction of a Flight Attendant Manager or Crew Scheduler/Coordinator.
c. Each Flight Attendant shall be polled to determine if he/she will elect to:
(1) Be replaced if the “walk time” occurs prior to the departure of the flight; or
(2) Remain scheduled to operate the flight and extend his/her on-duty period for two additional hours (2:00).
d. A Flight Attendant who elects to be replaced in accordance with subparagraph c.(1), above, shall be replaced if his/her replacement arrives at the “walk time”. However, that Flight Attendant shall:
(1) Not be replaced if the flight departs prior to the “walk time”;
(2) Have the option of reversing his/her election to be replaced if that Flight Attendant's replacement has not arrived at the “walk time” and the flight has been cleared to depart.
e. A Flight Attendant who elects to be replaced in accordance with subparagraph c.(1), above, shall remain on the aircraft, or in the gate area as directed, until released by Crew Scheduling.
f. If it appears the delay may continue beyond the two hour (2:00) extension point, the polling process shall be repeated every two hours (2:00) until the Flight Attendant elects to be replaced or the flight is rescheduled or canceled.
8. Maximum Landings Limitations
Landings per duty period shall be limited to six (6). In the event six (6) landings are exceeded in a given duty period, the Flight Attendant shall receive an additional fifteen minutes (0:15), for pay purposes only, for each landing in excess of six (6).
9. International Off-Duty Rest Provisions
a. General
The following provisions shall apply to a Flight Attendant engaged in international flying:
(1) Prior to his/her next on-duty period, he/she shall be scheduled for, and given on an actual basis, an off-duty rest period of no less than eleven hours and thirty minutes (11:30), release to report.
(2) Following his/her on-duty period, he/she shall be scheduled for an off-duty rest period of no less than eleven hours and thirty minutes (11:30), release to report, at layover stations and twelve hours (12:00), release to report, at his/her base station. Such rest at the base station may be reduced on an actual basis or at the Flight Attendant’s option, to eleven hours and thirty minutes (11:30), release to report, in accordance with Section 6.B.3.c.(4), or 6.G.2.f.(16) of this Agreement.
Such provisions shall be subject to the following:
b. Prior to Trans-Pacific, Trans-Atlantic and Inter-Continental Flights
The duty period prior to a Trans-Pacific flight or prior to a duty period that includes a Trans-Atlantic flight or Inter-Continental flight must be broken by an actual off-duty period of at least twelve hours (12:00), release to report, at the base or layover stations.
c. Following Trans-Pacific and Trans-Atlantic Flights
The duty period after a Trans-Pacific flight or the duty period that includes a Trans-Atlantic flight must be broken by an actual off-duty period of at least fifteen hours and forty-five minutes (15:45), release to report, at the base or layover stations, with the exception of:
(1) Anchorage and Fairbanks, where the duty period after a flight from Japan can be broken by an actual off-duty period of nine hours and thirty minutes (9:30), release to report, when the next duty period is nonstop to Seattle.
(2) Additional rest following extended duty flight in excess of sixteen hours (16:00) as provided in subparagraphs 6.d.(3)(b) and (c), above.
d. Following Inter-Continental Flights
The off-duty period after an Inter-Continental flight in which the scheduled flight segment is greater than eight hours (8:00) shall be scheduled for no less than fifteen hours and forty-five minutes (15:45), release to report, at both the base and layover stations. Such period may be reduced to an actual off-duty period of twelve hours (12:00), release to report.
e. Following Extended Duty Flights at Layover Stations
The duty period after an extended duty flight must be broken by an actual off-duty period as provided in subparagraphs 6.d.(3)(a), (b) and (c), above, release to report, at the layover station.
f. Following Military Charters from Japan to United States
After a military charter (AMC) flight from Japan to the United States a Flight Attendant may be scheduled to deadhead to his/her base on the same aircraft if his/her scheduled on-duty time including such deadhead does not exceed thirteen hours (13:00) and the actual on-duty time shall not exceed fifteen hours (15:00).
g. Inter-Continental Select
The duty period after an Inter-Continental flight in which the scheduled flight segment is eight hours (8:00) or less must be broken by an actual off-duty period of at least twelve hours (12:00), release to report, at the base or layover stations.
h. Asian Inter-Port Select
The minimum off-duty period at Korea, Taiwan, Philippine Islands, Hong Kong, Osaka, Shanghai, Beijing, Guam, Saipan and Okinawa may be scheduled to an actual off-duty period of nine hours and thirty minutes (9:30), release to report, provided that:
(1) There are no more than three (3) scheduled landings in either the preceding or the succeeding on-duty periods;
(2) The scheduled on-duty period in each of the preceding and succeeding on-duty periods is eight hours and thirty minutes (8:30) or less, report to release;
(3) The off-duty periods preceding and succeeding the two (2) on-duty periods are no less than eleven hours and thirty minutes (11:30) actual, release to report;
(4) The first (1st) duty period must originate in Japan or Korea and the second (2nd) duty period must terminate in Japan or Korea;
(5) A Flight Attendant shall not be scheduled for a second (2nd) such shorter rest period series during a trip hour period unless there is an actual intervening rest period of fifteen hours and forty-five minutes (15:45), release to report.
i. Intra-European Select
The minimum off-duty period in Europe may be scheduled to an actual off-duty period of ten hours (10:00), release to report, provided that:
(1) The scheduled on-duty period preceding and succeeding the off-duty period consist only of flight segments within the continent of Europe;
(2) No more than eight hours (8:00) of flight time shall be scheduled in each of the preceding and succeeding on-duty periods;
(3) The succeeding scheduled on-duty period shall not exceed twelve hours (12:00), report to release;
(4) The succeeding actual on-duty period shall not exceed fourteen hours (14:00), report to release;
(5) The off-duty period after such reduced rest period(s) shall be a minimum of twelve hours (12:00) actual, release to report;
(6) No more than two (2) such reduced rest periods shall be scheduled during the trip hour period.
j. Minimum Required Rest Prior to an International On-Duty Period Chart
Required Rest (Release to Report)
International On-Duty Period |
Release to Report Rest (in hours) |
International |
11:30 scheduled/11:30 actual |
International High Density Turn (IHDT) |
11:30 scheduled/11:30 actual |
Trans-Atlantic |
12:00 scheduled/12:00 actual |
Inter-Continental |
12:00 scheduled/12:00 actual |
Intra-European |
11:30 scheduled/actual |
Intra-European Select |
11:30 scheduled/10:00 actual |
Trans-Pacific |
12:00 scheduled/12:00 actual |
Asia Inter-Port |
11:30 scheduled/11:30 actual |
Asia Inter-Port Select |
11:30 scheduled/actual (prior) |
k. Minimum Required Rest Following an International On-Duty Period Chart
Required Rest (Release to Report)
International On-Duty Period |
Release to Report Rest (in hours) |
International |
11:30 scheduled/actual layover; 12:00 scheduled/11:30 option or actual (base) |
International High Density Turn (IHDT) |
14:00 scheduled/actual |
Non-Extended Duty Flight |
15:45 scheduled/actual |
Extended Duty Flights: Scheduled on-duty 16:00 or less Scheduled on-duty greater than 16:00 and equal to or less than 18:00 Scheduled on-duty greater than 18:00 |
15:45 scheduled/actual 20:00 scheduled/18:00 actual
24:00 scheduled/actual Double flight time off at return to base |
Inter-Continental |
15:45 scheduled/12:00 actual |
Inter-Continental Select |
12:00 scheduled/actual |
Intra-European |
12:00 scheduled/actual |
Intra-European Select |
10:00 scheduled/actual (during) |
Asian Inter-Port |
11:30 scheduled/actual |
Asian Inter-Port Select |
9:30 scheduled/actual (during) |
Japan-ANC/FAI (to SEA) |
9:30 actual, if next on-duty period is non-stop to SEA |
NOTE: Unless exempted by specific provisions in this Agreement, whenever several rest provisions are applicable, the greater rest provision shall apply.
10.Pay and Credit Hours
a. Pay and Credit
A Flight Attendant shall receive for pay and credit purposes the greater of:
(1) Flight Time Pay
A Flight Attendant shall receive flight time pay for credited hours in accordance with paragraph B.1.a. of this Section; or
(2) Duty Period Credit
(a) A Flight Attendant shall receive a minimum of one hour (1:00) flight pay and flight time credit for each two hours (2:00), prorated, as defined in Section 2.BB. of this Agreement, between the hours of 0600 and 2159 (local report time), or
(b) A Flight Attendant shall receive a minimum of one hour (1:00) flight pay and flight time credit for each one hour and forty-five minutes (1:45) of duty hours, prorated, as defined in Section 2.BB. of this Agreement, between the hours of 2200 and 0559 (local report time).
(3) Minimum Duty Period Credit
A Flight Attendant shall receive a minimum of four hours and fifteen minutes (4:15) flight time pay and credit for any on-duty period, as defined in Section 2.BB. of this Agreement.
(4) Trip Hour Credit
(a) A Flight Attendant shall receive as a minimum the difference, if any, between pay and credit earned during a trip hour period and one hour (1:00) flight pay and flight time credit for each three hours and thirty-six minutes (3:36) of trip hours, prorated, as defined in Section 2.FFFF. of this Agreement. If personal reasons, including delayed deadhead, or a work stoppage or picketing (by an NWA employee group), results in additional time away from base, such additional time shall not be included in the computation of trip hour credit.
(b) Such pay and credit provided in subparagraphs (2), (3) and (4)(a), above, shall not apply when a Flight Attendant reports for duty but performs no flying (the aircraft does not block out).
(c) Pay and flight time credited under the provisions of subparagraphs (2), (3) and (4)(a), above, shall be computed and credited as a continuation of the last flight in the duty period or trip hour period.
NOTE: See paragraph I., below.
b. Pattern Guarantee
A Flight Attendant shall be pay guaranteed for all of the patterns awarded to his/her line through the PBS bid award and/or bid resolution process on a pattern by pattern basis, subject to the following provisions:
(1) A pattern that is traded with open flying shall reflect an adjustment in such pattern guarantee, if applicable, as provided in Section 6.G.5. of this Agreement, and he/she shall be pay guaranteed accordingly.
(2) In the event he/she has lost a pattern or a portion of a pattern, he/she shall be pay guaranteed for the credited hours of such pattern provided he/she has elected time available and fulfills such time available obligation in accordance with Section 6.H. of this Agreement.
(3) In the event he/she has declined a time available opportunity, his/her guarantee shall be reduced by the value of the hours of the pattern lost as a result of declining such time available opportunity in accordance with Section 6.H. of this Agreement.
(4) A pattern, or a portion thereof, that has been lost due to one of the following circumstances, shall not be pay guaranteed:
(a) Personal illness, personal injury or personal emergency;
(b) A line adjustment because his/her accumulated actual credited time plus his/her projected scheduled credited time exceeds his/her applicable actual maximum limitation;
(c) Training, leave, retirement, layoff, strike or other work stoppage;
(d) Termination, disciplinary suspensions, or administrative removal or failure to comply with the provisions of Section 15.D.1.;
(e) Failure to report for his/her assigned flight;
(f) A Section 5.B.10.d. removal;
(g) A Section 3.M. removal;
(h) A required removal due to a conflict caused by a pattern awarded through CENTRY in the preceding bid month.
(5) His/Her guarantee shall be computed and credited at the conclusion of the pattern in which the hours were lost or its corresponding time available period.
(6) His/Her guarantee shall not be offset by:
(a) Domestic Ground Holding pay
(b) Training pay
(c) Section 3.M. pay
(d) Purser or Lead Flight Attendant pay
(e) Section 5.B.10.d. pay
(f) International flying pay
(g) Crew Complement pay
(h) Jury duty pay
(7) His/Her guarantee shall be offset by:
(a) International Ground Holding pay
(b) Standby pay
c. Deadhead Credit
(1) All time when deadheading under Company orders shall be credited for pay and flight time purposes. Flight Attendants shall receive the scheduled or actual time of the deadhead, whichever is greater, as adjusted in subparagraph B.1.a.(4), above, for online deadhead, and scheduled time for offline deadhead. Such credit for deadheading time shall not apply during travel to and from vacations or to and from new base assignments when a Flight Attendant is not a member of the crew.
(2) When deadheading is accomplished by surface transportation between any combination of airports and/or layover points in separate geographical locations, Flight Attendants shall receive full pay and credit in accordance with paragraph B.1.a., above, for the established scheduled flight time between such airports and/or the airport nearest the layover point or one hour (1:00) of pay and credit, whichever is greater.
(3) For purposes of this paragraph, the following are not considered as airports in separate geographical locations:
· Seattle-Tacoma International and Boeing Field Airports
· LaGuardia, John F. Kennedy and Newark Airports
· Midway and O’Hare Airports
· Elmendorf and Anchorage International Airports· Dulles and Washington Reagan Airports
(4) In the event a surface deadhead is the only duty within a duty period, a Flight Attendant required to surface deadhead shall receive a minimum of four hours and fifteen minutes (4:15) flight time pay and credit as provided in subparagraph B.10.a.(3), above.
d. Removal Credit
A Flight Attendant who is not on reserve status and who is removed from a pattern at the airport at his/her base station to fly another pattern shall receive pay and credit for the scheduled time of the pattern from which he/she was removed, or the pattern flown, whichever is greater, and shall not be subject to recovery flying.
11.Delayed Transportation Rest and Credit
Where at a layover station the established elapsed time of ground transportation from the place of lodging to the airport of departure exceeds one hour (1:00), one-half (½) of the time over such one hour (1:00) shall be included as on-duty time for the purpose of computing the duty time.
Where at a layover station the established elapsed time of ground transportation from the airport of arrival to the place of lodging or from the place of lodging to the airport of departure exceeds one hour (1:00), the time required to break the on-duty period shall be increased by the time over one hour (1:00) from the airport of arrival to the place of lodging and/or one hour (1:00) from the place of lodging to the airport of departure but in no case to be more than eighteen hours and forty-five minutes (18:45), release to report.
C. Domestic and International Combined Flying
1. Hours of Service – Flight Time
Flight time for hours of service purposes and for the determination of credited hours for flight time limitations shall be calculated in accordance with paragraphs A.1. and B.1. of this Section.
2. Determination of Application of FAR Provisions
The terms and conditions of this Agreement shall prevail unless those provisions are found to be in violation of Flight Attendant Federal Air Regulations.
3. Monthly Maximum Limitations
A Flight Attendant’s monthly maximum shall be determined in accordance with paragraphs A.3. and B.3. of this Section.
4. Weekly Limitations
A Flight Attendant engaged in domestic and international combined flying shall be relieved from flight duty for at least twenty-four consecutive hours (24:00) within any seven (7) consecutive calendar days.
a. Such twenty-four hour (24:00) period may occur within a trip hour period.
b. Where permitted by FAR, a Flight Attendant who is scheduled or rescheduled for a required twenty-four hour (24:00) rest period while away from base, may be rescheduled to a “must deadhead” during such rest period.
c. A Flight Attendant who is scheduled or rescheduled as provided in subparagraph 4.b., above, shall be scheduled for a twenty-four hour (24:00) rest period prior to his/her next flight duty as required by the FAR.
5. On-Duty Limitations
a. Determination of Applicable On-Duty Limitations
(1) When a flight(s) within a duty period falls within the flight time limitations applicable to Domestic Air Carriers under FAR Part 121, the domestic duty limitations of Section 5.A. shall apply. However, when the pattern involved contains fifty percent (50%) or more of international flying, the international duty limitations of Section 5.B. shall apply, as provided in subparagraph 5.b., below.
NOTE: When the scheduled or rescheduled flight time within a pattern exceeds thirty-five hours (35:00) in any seven (7) consecutive calendar days, the entire pattern shall be considered an international pattern for the purposes of international flying pay and per diem.(2) When a flight(s) within a duty period requires the application of the flight time limitations applicable to Flag (International) Carriers under FAR Part 121, the international duty limitations of Section 5.B. shall apply.
NOTE: Ground holding time within a duty period that qualifies for international flying pay under this subparagraph 5.a. shall be paid at the applicable international rate in accordance with Section 3.P. of this Agreement.
b. Combined Flying Tables
Combined Domestic and International Pattern with Less Than 50% International Flying
Duty Period |
On-Duty Limitations |
Rest Provisions |
35-in-7 Limitations |
Pay and Credit |
Duty period that is 100% |
International on-duty limitations apply |
International rest provisions apply |
Can be scheduled greater than 35-in-7 |
International pay and per diem |
Duty period that is both international and domestic |
Domestic rules apply unless international segments built at the end of the on-duty period; then international limitations apply |
International or domestic rest determined last segment to first segment as follows: |
Can be scheduled greater than 35-in-7 on a segment by segment basis (35-in-7 can be exceeded only on international segments ) |
International or domestic pay and per diem, as applicable on a segment by segment basis |
Duty period that is 100% domestic |
Domestic on-duty limitations apply |
International or domestic rest determined last segment to first segment as follows: |
Cannot be scheduled greater than 35-in-7 |
Domestic pay and per diem |
NOTE: A pattern that is less than 50% international flying cannot be scheduled or combined with other patterns in excess of 35-in-7, unless the segments that are scheduled to exceed 35-in-7 are international.
Combined Domestic and International Pattern with 50% or More International Flying
Duty Period |
On-Duty Limitations |
Rest Provisions |
35-in-7 Limitations |
Pay and Credit |
Duty period that is 100% |
International on-duty limitations apply |
International rest provisions apply |
Can be scheduled greater than 35-in-7 |
International pay and per diem |
Duty period that is both international and domestic |
International on-duty limitations apply |
International or domestic rest determined last segment to first segment as follows: |
Can be scheduled greater than 35-in-7 |
International pay and per diem |
Duty period that is 100% domestic |
Domestic on-duty limitations apply |
International or domestic rest determined last segment to first segment as follows: |
Can be scheduled greater than 35-in-7 |
Domestic pay and per diem |
NOTE: A pattern that is 50% or more international flying may be scheduled in excess of 35-in-7, provided the entire pattern is paid at the international flying pay and per diem rate.
6. Maximum Landing Limitations
Landings per duty period shall be limited to ten (10). In the event ten (10) landings are exceeded in a given duty period, the Flight Attendant shall receive an additional fifteen minutes (0:15) for pay purposes only for each landing in excess of ten (10).
7. Combined Flying Rest Provisions
When a Flight Attendant is engaged in a combination of domestic and international flying, he/she shall be scheduled for no less than the following minimum rest period prior to and immediately following the completion of his/her on-duty period, as applicable:
a. Minimum Required Rest to Break an On-Duty Period Chart
Release to Report (in hours)
From |
To |
Layover Rest |
Base Rest |
Domestic |
Domestic |
10:00 scheduled 9:00 scheduled/ actual |
12:00 scheduled 9:00 option/actual |
Domestic |
International |
11:30 scheduled 11:30 actual |
12:00 scheduled |
International |
Domestic |
11:30 scheduled 11:30 actual |
12:00 scheduled 11:30 actual |
International |
International |
11:30 scheduled 11:30 actual |
12:00 scheduled 11:30 actual |
NOTE: Unless exempted by specific provisions in this Agreement, whenever several rest provisions are applicable the greater rest provision shall apply.
b. Delayed Transportation Rest and Credit
Where at a layover station the established elapsed time of ground transportation from the place of lodging to the airport of departure exceeds one hour (1:00), one-half (½) of the time over such one hour (1:00) shall be included as duty time for the purpose of computing duty time.
Where at a layover station the established elapsed time of ground transportation from the airport of arrival to the place of lodging or from the place of lodging to the airport of departure exceeds one hour (1:00), the time required to break the duty period shall be increased by the time over one hour (1:00) from the airport of arrival to the place of lodging and/or one hour (1:00) from the place of lodging to the airport of departure but in no case to be more than eighteen hours and forty-five minutes (18:45), release to report.
8. Pay and Credit Hours
A Flight Attendant shall receive for pay and credit purposes the provisions set forth in paragraphs A.9. and B.10. of this Section.
D. Line Averages, Minimums and Maximums
The following provisions shall apply to the establishment, application and measurement of line averages:
1. Annual System Line Average (ASLA)
In any given calendar year, the ASLA shall not exceed eighty-five hours and thirty minutes (85:30), nor be less than seventy-nine hours and thirty minutes (79:30). The ASLA shall be calculated by adding the Annual Base Line Average (ABLA), as defined in subparagraph D.4., below, for each base and dividing by the number of bases open during that year. In the event of a base opening or closure during the measurement period, the average line value for the month(s) that the base was open during the measurement period shall be used for the calculation as if it had been open for the entire year.
2. Established Base Line Average (EBLA)
a. Each month, the Company shall determine the EBLA for each base. In any given month, the EBLA may not exceed ninety hours (90:00), nor be less than eighty hours (80:00) unless the Company has established an involuntary flex-down for that month as specified in paragraph F., below.
b. For each EBLA, a corresponding monthly scheduled minimum and maximum line value shall be established as specified in the table below:
EBLA |
Monthly Minimum |
Monthly Maximum |
80 |
70 |
90 |
81 |
70 |
92 |
82 |
70 |
94 |
83 |
70 |
96 |
84 |
70 |
98 |
85 |
70 |
100 |
86 |
71 |
101 |
87 |
72 |
102 |
88 |
73 |
103 |
89 |
74 |
104 |
90 |
75 |
105 |
3. Monthly Base Line Average (MBLA)
The MBLA shall be calculated by adding the actual monthly flying and vacation credit awarded or assigned by PBS in lines for the month, divided by the number of Flight Attendants awarded or assigned a line for the month. Flight Attendants on reserve status, full month(s) leaves of absence and full month(s) of other unpaid status shall be excluded from the calculation.
4. Annual Base Line Average (ABLA)
At each individual base, the ABLA may not exceed eighty-seven hours (87:00), nor be less than eighty-two (82:00), unless the Company establishes an Annual System Line Average (ASLA) of less than eighty-five hours (85:00).
a. Should the Company establish an ASLA of less than eighty-five hours (85:00), the minimum ABLA shall be reduced proportionally to the reduction of the ASLA.
b. The ABLA shall be calculated by adding the Monthly Base Line Average (MBLA), as defined in subparagraph D.3., above, for the measured year and dividing by twelve (12). Flight Attendants on reserve status, full month leaves of absence and full month(s) of other unpaid status shall be excluded from the calculation.
c. In the event of a base opening or closure during the measurement period, the average MBLA during the month(s) that the base was open during the measurement period shall be used for the calculation as if it had been open for the entire year.
5. Measurement Periods
a. The initial measurement period for ABLA and ASLA shall begin six (6) months following the implementation of PBS and continue to the next October. Thereafter, the measurement period shall be each twelve (12) months, beginning in October. The Company shall provide to the Union all relevant data used to make the calculations in this paragraph D.
b. All calculations required for any measurement period shall be completed and supplied to the Union no later than thirty (30) days following the conclusion of the period.
E. Individual Voluntary Flex (Flex-Up, Flex-Down and Combination Flex)
1. The Company may offer at its option, at all or at specified base station(s), the opportunity for aFlight Attendant to elect one of the following:
a. Voluntary Flex-Up: increase his/her monthly maximum hoursin a specified month, or
b. Voluntary Flex-Down: decrease his/her monthly minimum hours in a specified month, or
c. Combination Flex: decrease his/her monthly minimum hours and increase his/her monthly maximum hours in a specified month.
2. Flex options shall be determined by the Company.
3. Monthly maximums may be increased in one hour (1:00) increments to no more than five hours (5:00) above the monthly maximum as established by the EBLA for that month as specified in subparagraph D.2.b., above.
4. Monthly minimums may be decreased in one hour (1:00) decrements to no more than five hours (5:00) below the monthly minimum as established by the EBLA for that month as specified in subparagraph D.2.b., above.
5. When a combination flex is offered by the Company, the monthly minimum may be decreased and monthly maximum may be increased equally as specified in subparagraphs E.3. and E.4., above.
6. When a flex option is offered, each Flight Attendant shall have the option to increase his/her monthly maximum to the maximum hours and/or decrease his/her monthly minimum hours during the monthly PBS bidding process and shall be awarded a line between the minimum hours and the maximum hours.
7. A Flight Attendant who does not elect a flex option when offered shall be awarded a line during the PBS bid process with a minimum and maximum as specified in subparagraph D.2.b., above.
8. A Flight Attendant who does not elect a flex option when offered and who is unable to be awarded a regular line within the minimum and maximum hour range as specified in subparagraph D.2.b., above, but who is able to be awarded a line within the flex-up and/or flex-down range shall be awarded a regular line within the flex range, should his/her seniority be sufficient to hold a regular line. His/Her monthly minimum and maximum shall be those as established by the flex range.
F. Involuntary Flex-Down
The Company may, at its option, establish an EBLA up to five hours (5:00) lower than the lowest EBLA specified in subparagraph D.2.b., above. The following shall apply:
1. The monthly minimum and maximum as established for an eighty hour (80:00) EBLA shall each be reduced in one (1:00) hour increments as specified in the chart below.
EBLA Range |
Monthly Minimum |
Monthly Maximum |
75 |
65 |
85 |
76 |
66 |
86 |
77 |
67 |
87 |
78 |
68 |
88 |
79 |
69 |
89 |
2. The decrease in monthly minimum and maximum may not exceed five hours (5:00) in any given month.
3. An involuntary flex-down shall be limited to no more than four (4) occurrences in each base during each measured period, as provided in subparagraph D.5., above. In the event of a furlough, the Union and the Company shall meet to determine if additional involuntary flex-down(s) may be used to avoid or reduce furloughs.
4. In any month in which an involuntary flex-down is utilized, the corresponding MBLA shall not be used in the calculation of the ABLA and ASLA.
G. References to Hours
References to hours in the following provisions of this Agreement shall be changed with respect to Flight Attendants assigned to the affected base station(s), on a one-for-one basis, according to the increase and/or decrease in the normal monthly maximum and/or minimum hours at that base station:
Section 2
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EEEE.Section 5
A.3.
B.3.
C.3.
H.1.
Section 6
C.1.a., b., c. and d.
C.2.
C.3.
C.5.a., b. and c.
C.6.a.(1) and (2)
C.6.b.(1),(2) and (3)
C.6.d.(1) and (2)
C.7.a.(1) and (2)
C.7.c.(1)
C.7.c.(3)
C.7.e. and f.
C.7.i., j. and k.
C.9.b.
C.9.b.(2)
C.9.c.
C.9.c.(2)
C.10.d.(4)
H.3.b.
I.3.
K.1.
K.4.Section 10
A.3.
Section 15
B.6.
C.2.b.
C.3.b.
H. Flight Hour Bank
A Flight Attendant may elect to establish a flight hour bank in which credited hours may be deferred, subject to the following provisions:
1. Any credited hours in excess of the Flight Attendant’s monthly maximum may be elected by him/her to be deposited in his/her flight hour bank, subject to the maximum bank cap. Such election shall be made through the CENTRY system no later than the last day of each month that an excess has occurred.
2. A Reserve Flight Attendant may elect to have hours deposited into his/her flight hour bank as provided in Section 7.H.4.c. of this Agreement.
3. The maximum number of hours that may remain in a Flight Attendant’s bank at any one time shall not exceed thirty-five hours (35:00). No additional credited hours shall be deposited into his/her flight hour bank until the maximum bank cap has been reduced.
4. Any banked hours shall be converted to the value of the Flight Attendant’s current rate of pay for redemption purposes.
NOTE: In the event a Flight Attendant has received a pay increase after his/her hours have been banked, the number of hours shall decrease due to the increase of pay rate(s), but the dollar value shall remain the same as when such hours were originally banked.
5. A Flight Attendant may withdraw his/her credited hours from his/her flight hour bank for use as follows:
a. For pay purposes as a cash payout;
b. For a Priority line completion in accordance with Section 6.C.6.b.(3) of this Agreement;
c. For a Short line completion in accordance with Section 6.C.7.i. of this Agreement;
d. To replace hours lost due to a Pattern Drop adjustment in accordance with Section 6.G.4.m.(4) of this Agreement;
e. To replace hours lost due to a Pattern Release in accordance with Section 7.G.3. of this Agreement;
f. To fulfill a time available obligation, in accordance with Section 6.H.5.g. of this Agreement.
Example A (whole numbers): A Flight Attendant’s hourly incentive rate of pay is $20.00 and he/she has 10:00 of banked hours. The value of his/her bank is computed by multiplying his/her banked hours (10:00) by his/her incentive rate ($20.00), resulting in a bank balance of $200.00. If his/her incentive rate increases to $25.00, the bank balance of $200.00 is divided by the new incentive rate ($200.00 divided by $25.00) and the resulting figure of 8:00 is the new total number of hours banked and available for withdrawal. |
Example B (fractional numbers): A Flight Attendant’s hourly incentive rate of pay is $22.85 and he/she has 10:51 of banked hours. The value of his/her bank is computed by first multiplying the hour figure of his/her banked hours (10:00) by his/her incentive rate ($22.85), resulting in $228.50. The minutes figure (:51) is then converted to a dollar amount by dividing the number of minutes (51) by 60 (60 minutes equal 1 hour). The resulting sum (.85) is multiplied by his/her incentive rate ($22.85) and the result (19.4225) is rounded up/down to two digits (19.42). $19.42 is added to the $228.50 and the value of his/her bank is $247.92. If his/her incentive rate increases to $24.75, the bank balance of $247.92 is divided by the new incentive rate ($24.75) and the resulting figure (10.0170) is rounded down to two digits (10.02). The fractional number of hours (.02) is multiplied by 60 (1.2) and rounded to the whole minute (1). The resulting figure of 10:01 is the number of hours banked and available for withdrawal. |
I. Anti-Drug and Alcohol Testing Plan
The release time for a Flight Attendant who is required to submit to random anti-drug testing shall be extended until the completion of the test and all provisions of Section 21.E. of this Agreement are satisfied. When the designated drug or alcohol tester fails to report to the designated test site, the Flight Attendant shall notify a Flight Attendant Manager or a Scheduling Duty Manager prior to leaving the test site of the failure of the drug or alcohol tester to report to such site.
J. TRIP HOUR CREDIT (1:00 FOR 3:36)
AWAY FROM BASE |
CREDIT TIME |
(Minutes) |
(Minutes) |
:00 to :01 |
:00 |
:02 to :05 |
:01 |
:06 to :08 |
:02 |
:09 to :12 |
:03 |
:13 to :16 |
:04 |
:17 to :19 |
:05 |
:20 to :23 |
:06 |
:24 to :26 |
:07 |
:27 to :30 |
:08 |
:31 to :34 |
:09 |
:35 to :37 |
:10 |
:38 to :41 |
:11 |
:42 to :44 |
:12 |
:45 to :48 |
:13 |
:49 to :52 |
:14 |
:53 to :55 |
:15 |
:56 to :59 |
:16 |
:60 |
:17 |
AWAY FROM BASE |
CREDIT TIME |
(Hours) |
(Hours/Minutes) |
1:00 |
:17 |
2:00 |
:33 |
3:00 |
:50 |
4:00 |
1:07 |
5:00 |
1:23 |
6:00 |
1:40 |
7:00 |
1:57 |
8:00 |
2:13 |
9:00 |
2:30 |
10:00 |
2:47 |
11:00 |
3:03 |
12:00 |
3:20 |
13:00 |
3:37 |
14:00 |
3:53 |
15:00 |
4:10 |
16:00 |
4:27 |
17:00 |
4:43 |
18:00 |
5:00 |
19:00 |
5:17 |
20:00 |
5:33 |
21:00 |
5:50 |
22:00 |
6:07 |
23:00 |
6:23 |
24:00 |
6:40 |
K. Pay for Diverted Flights (stop-to-stop)
a. Once an aircraft has blocked out from the gate at the station of origination, flight time for pay purposes shall continue unless or until the aircraft comes to a stop for the purpose of boarding or deplaning passengers or crew at the station of termination or any other station.
b. Ground holding time for pay purposes domestically, and for pay and credit purposes internationally, shall not be paid and/or credited simultaneously with flight time.
L. Charts
A number of charts have been added to the Collective Bargaining Agreement for illustrative purposes. Should a conflict arise between the actual contractual language and the information contained in the chart, the parties understand and agree that the contractual language shall prevail.
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