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6.01.18 – (LAA/LUS) – Trending FAQs/Telephone Town Hall Scheduled/Scheduling Dept Update/LHR Baggage Procedure Change/Uniform Reaction Reports

APFA Special Hotline



  • Trending FAQs on Rescheduling & Pay Protection
  • APFA JSIC Telephone Town Hall Scheduled
  • National Scheduling Department Update
  • LHR Crew Checked Baggage Procedure Change
  • Uniform Reaction Reports

Trending FAQs on Rescheduling & Pay Protection
Q: I was rescheduled due to weather and am now landing Wednesday at 1000 instead of Tuesday night. My next sequence reports at 1130 on Wednesday. Crew Scheduling is telling me I am legal to combine both trips. Crew Scheduling said this would be a legal double-up. Can Crew Scheduling force me into a double-up to keep my pay protection?A: No. You can never be forced to double-up. You will only have a double-up when you request it in TTS, UBL, ETB, or PBS. You can come off your Wednesday trip and receive illegal through no fault pay protection.

Q: My crew was scheduled to fly DFW- PHX- MSP, layover in MSP and then fly MSP-PHX-DFW on the second duty day. Due to weather we never made it to MSP and remained in PHX. Another crew is flying those legs and crew scheduling has us deadheading to DFW tomorrow morning. Since I live in PHX, can I stay in PHX, not take the deadhead, and still be pay protected?

A: Yes. You can notify Crew Scheduling that you are not taking your deadhead tomorrow without forfeiting any pay. In this case, you will be paid crew substitution for the legs flown by another crew.

Q: I’m on a domestic sequence today and delayed by 4 hours. What is the FAR rest for a domestic sequence?

A: The minimum FAR rest is 8 hours free of duty for all domestic, NIPD and IPD sequences with a scheduled duty day of less than 14 hours. If you had less than 9 hours rest on your layover, then you would require 10 hours compensatory rest at home base prior to your next trip.

If your NIPD or IPD duty day is scheduled for 14 or more hours, then your FAR rest is 10 hours. If you had less than 12 hours rest on your previous layover, then you would require compensatory rest of 14 hours at home base.

If your previous sequence was an extended long- range sequence, you would require 24 hours at home base. This is not an FAR but is treated as one, for pay protection purposes.

Please refer to the chart below for FAR minimums:

Q: I was removed for a FAR legality and Crew Scheduling said they couldn’t split me back on. Am I still pay protected?

A: Yes. You will be pay protected for the value of the trip. In addition, you can double-dip by picking up anything from Company time (currently, MU/II/CC for LAA and ISAP/UBL for LUS).

Q: I had 3 one-day turns and was rescheduled to work a 3-day IPD trip instead. Crew scheduling said it was legal because I would return earlier on the 3rd day than I was originally scheduled. Is this correct?

A: No. Crew scheduling has to look at each turn individually. According to Section 10.J.7 of the JCBA, they needed to get you back as originally scheduled after your first turn. They would have to have no reserves available, even from other bases, before rescheduling you to come back later.

Q: Crew Scheduling just notified me that my future 3 day IPD sequence will now return a day later due to a cancellation. Its now within the 3 days of the origination of my sequence, but I noticed the change happened 2 days ago. Is it now too late for me to get off my trip without Crew Scheduling consent?

A: No. If the sequence was changed more than 3 days before origination, you can still be removed without crew scheduling consent. Crew scheduling should have notified you when the sequence was changed.

Q: Crew scheduling called to notify me my sequence was changed for tomorrow. I am now required to report at 0900 instead of 1200. I can’t get there that early. What can I do?

A: At the origination of your trip, you are never required to report earlier than originally scheduled. You can refuse the reschedule and be pay protected with crew substitution when replaced.

To access a complete list of all FAQs to date, as well as other resources related to Rescheduling and Pay Protection, visit the JCBA Hot Topics page on the APFA website.The APFA JSIC

Alin Boswell
Julie Hedrick
Linda Haertling
Vicki Balistreri

APFA JSIC Telephone Town Hall Scheduled

The APFA Joint Scheduling Implementation Committee will be conducting another Telephone Town Hall on Thursday, June 14, 2018 from 1300 – 1400 CT. Members can receive answers to their questions concerning:

  • Rescheduling and Pay Protection
  • Deadheading
  • Lineholder Reserve Designator (LRD)
  • JCBA Reserve Rotation.
If you plan to participate and would like to receive an automated call at the time of the event, you can register via the link below. You can also join the call by dialing 1-877-353-4701 orby accessing a live webcast of the call via the internet.
For those unable to participate in the Town Hall, an audio file will be uploaded to the JCBA Hot Topics section of the APFA website after the call.
National Scheduling Department Update
Eight Hours Behind the Door
With the recent implementation of JCBA rescheduling language for LAA, there have been some questions regarding Domestic Minimum Layover Rest. Crew Tracking calculates 8:20, which estimates travel time between the airport and hotel. The intent is still to allow 8 hours behind the door. If 8 hours behind the door cannot be met in actual operations, upon arrival to the layover hotel, the crew should contact Crew Tracking to advise them of the time they will be leaving the hotel based on the transportation available.
Relief Line Construction
We continue to receive many calls regarding how lines relief lines (RL) are constructed. As the awards are made, RL lines are built with trips from the relief line. Additional trips are added from open time. The trips in this open time pool consist of trips from vacations less than 10 days, trips from partial line removals such as SA and AP, and any open trips after the lines are built. RL lines can be constructed with up to 85 hours. RL lines that cannot be built to at least 65 hours are deleted, and those trips go into a separate open time pool which is used to build replacement lines (3000).The flexibility we have known previously has been eliminated due to the loss of AVBL days and is another reason we have filed the Presidential Grievance on the Company’s phased approach to pay protections.

Renee Mayer
APFA National Scheduling Chair

LHR Crew Checked Baggage Procedure Change

Effective today, the crew bag tagging location will move back to the AA Flight Operations office (currently done at the gate). The change is required because the current procedure does not comply with Civil Aviation Authority regulations. Once a bag is categorized to be a checked bag, it is not allowed in the terminal and must stay at ramp level.
The new procedure is described below, and the changes are highlighted in grey.
  1. The crewmember presents the bag to the bus driver at the hotel and declares it as a “hold” bag. The bag is then loaded in a hold bag section in the baggage compartment of the bus.
  2. When the bus arrives at the Control post, the process depends on the location:
  3. At Control Post 8 (which has a body scanner and X-ray with increased technology), the crewmember needs to identify the hold bag to the security officer prior to going through the X-ray machine.
  4. At Control Post 5, the vehicle security officer will ask the driver to identify the hold bags after they are offloaded from the bus, and will then select a bag or bags for a random search to comply with the X-ray/hold bag screening process.
    1. At both control posts, the bag is then reloaded onto the bus in a hold bag section of the baggage compartment.
    2. The crew bus stops at Flight Operations for crew briefing, and the crewmember with the checked bag must come into the office with the bag to obtain a bag tag by the crew briefing desk agent.
  5. The crew briefing agent will tag the bag, and will contact the Baggage team lead working the flight to arrange collection of the bag from Operations by a separate driver.
  6. The crewmember will leave the Flight Operations office without the bag, and will return to the bus for transportation to the drop-off point into the terminal.
  7. The bag will be picked up in Flight Operations by the baggage driver and will be delivered aircraft side for loading. (Note: the crew briefing agent will monitor to ensure the bag is picked up on time for loading).

Noelle Weiler

APFA National Safety & Security Chair
Uniform Reaction Reports

As of today, there have been 4,662 Flight Attendants who have filed uniform reaction reports.

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