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Contract Section Drop Down Menu Contract Index Sec 1 SCOPE AND JOB SECURITY Sec 2 DEFINITIONS Sec 3 COMPENSATION Sec 4 EXPENSES Sec 5 HOURS OF SERVICE Sec 6 SCHEDULING Sec 7 RESERVES Sec 8 INTERNATIONAL Sec 9 PURSER Sec 10 VACATIONS Sec 11 TRAINING Sec 12 FILLING OF VACANCIES Sec 13 TRANSFER EXPENSES Sec 14 REDUCTION IN FORCE & RECALL Sec 15 SICK LEAVE Sec 16 OCCUPATIONAL INJURY Sec 17 MEDICAL EXAMINATIONS Sec 18 LEAVES OF ABSENCE Sec 19 UNIFORMS Sec 20 SENIORITY Sec 21 PERSONNEL RELATED MATTERS Sec 22 SAFETY AND HEALTH Sec 23 UNION ACTIVITIES Sec 24 UNION SHOP & DUES CHECK-OFF Sec 25 GENERAL Sec 26 MISSING,PRISONER OF WAR Sec 27 GRIEVANCE PROCEDURE Sec 28 SYSTEM BOARD OF ADJUSTMENT Sec 29 INSURANCE BENEFITS Sec 30 RETIREMENT PLAN AGREEMENT Sec 31 EFFECT OF AGREEMENT Sec 32 AMENDMENT OF AGREEMENT Sec 33 EFFECTIVE DATE & DURATION LETTERS OF AGREEMENT Letter 1 Operating MAC (AMC) Flights Letter 2 REVISED PASS TRAVEL DATE FOR PRE-MERGER NORTHWEST FLIGHT ATTENDANTS Letter 3 ADJUSTMENT OF PRE-MERGER FLIGHT ATTENDANT LONGEVITY DATES Letter 4 FLIGHT ATTENDANT AIRCRAFT TIDYING RESPONSIBILITIES Letter 5 PARENT COMPANY Letter 6 FOREIGN NATIONAL FLIGHT ATTENDANTS Letter 7 INTERPRETER DUTIES-INTERNATIONAL FLIGHTS Letter 8 INTERPRETER DUTIES-DOMESTIC FLIGHTS Letter 9 PURSER QUALIFICATION CRITERIA Letter 10 NORTHWEST AIRLINES PROFIT SHARING PLAN Letter 11 SMALL JETS (77 - 110 SEATS) Letter 12 JFK/LGA/EWR CO-TERMINALS Letter 13 SLIC Letter 14 CRITICAL BID PROCESS Letter 15 PREFERENTIAL BIDDING SYSTEM Letter 16 LANGUAGE OF DESTINATION Letter 17 TIME AVAILABLE DURING CRITICAL PERIOD Letter 18 CHARTERS ON RECONFIGURED AIRCRAFT Letter 19 LEAD POSITION BIDDING Letter 20 SATELLITE BASE FLYING Letter 21 SPLIT LINES PROGRAM Letter 22 CONTRACT AUTOMATION TIMELINE Letter 23 MAINTAINING PURSER QUALIFICATIONS Letter 24 EARLY OUT / SEVERANCE PROGRAM Letter 25 COMMUTER TRAVEL ADJOINING SK Letter 26 INTEROFFICE COMMUNICATIONS Letter 27 UNION ACCESS TO NWA COMPUTER SYSTEM Letter 28 LOCKED STOWAGE SPACE Letter 29 JUMPSEAT RECIPROCITY Letter 30 MSP COMMUTER POLICY Letter 31 INVESTIGATION PROTOCOLS Letter 32 ARBITRATION PROTOCOLS Letter 33 GRIEVANCE MEDIATION Letter 34 BANKRUPTCY PROTECTION Letter 35 CONDITIONS AND COVENANTS Letter 36 FLIGHTPAC CONTRIBUTIONS Letter 37 EFFECTIVE DATE AND DURATION Letter 38 BIRTHDAY HOLIDAY AND VACATION BIDDING Letter 39 BASE TRANSFERS Letter 40 AMC/CRAF FLYING Letter 41 SPLIT LINE PROGRAM APPENDIX

LEGAL REFERENCES

Railway Labor Act

National Mediation Board

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Contract Section 6 Legal History

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SECTION 6

SCHEDULING

A.  Bidding Preparation

1.  General

These provisions shall be used in the preparation and distribution of the Flight Attendant bid analysis. The bid analysis shall include, but not be limited to, patterns for the construction of Regular lines, the minimum number of off-duty days allocated to the base for the construction of Reserve lines, and all known month-end pattern changes (transitions). In addition, a cover letter shall be included in the bid analysis which shall provide information pertinent to the bidding process. Such information shall include the total number of hours allocated to the base for the bid month, the previous month’s average line value, projected holiday pay (if applicable), the seniority point at which the first (1st) Reserve line was assigned in the previous month, and the seniority point at which no other complete lines could be built at each base.

2.  Pattern Preparation for Regular Lines

All known flying, as defined in Section 2.OO. of this Agreement, including deadheading and pattern positioning shall be built into patterns and the following provisions shall be used in the preparation of the patterns for the bid analysis.

a.  The bid analysis shall show the following information for each pattern:

(1)     Pattern number
(2)     Route
(3)     Type of equipment
(4)     Frequency
(5)     Flight Attendant complement
(6)     Flight numbers
(7)     Departure times
(8)     Arrival times
(9)     All scheduled stops by station
(10)   Intermediate stop block-to-block times
(11)   Total block-to-block times
(12)   Duty period credit
(13)   On-duty times
(14)   Off-duty times
(15)   Layover time
(16)   Trip hours
(17)   Total duty period credit
(18)   Total trip hour credit
(19)   Total flight time
(20)   Total credit hours
(21)   Time away from base
(22)   Extended duty
(23)   Report times
(24)   Release times
(25)   Meal segments
(26)   Deadhead, deadhead work, pattern positioning
(27)   Layover hotels and phone numbers
(28)   Purser qualification
(29)   Language of destination qualification
(30)   Percentage of night flying
(31)   Pattern class classification codes
(32)   Crew meal designation code
(33)   Transportation information and phone numbers

b.  Patterns shall be sorted and printed in the bid analysis in the following groupings:

(1)         Purser flying
(2)         International flying by highest credit value, then frequency of operation
(3)         Domestic and international combined flying by highest credit value, then frequency of operation
(4)         Domestic flying by highest credit value, then frequency of operation

c.  Within the groupings in subparagraphs b.(2), b.(3) and b.(4), above, the patterns shall be arranged in the following order:

(1)         Wide body aircraft common crew (including AMC)
(2)         Wide body non-common crew (including Asian Interport, Intra-European)
(3)         Wide body/narrow body mixed aircraft common crew
(4)         Wide body/narrow body mixed aircraft non-common crew (including Asian Interport, Intra-European)
(5)         Charters
(6)         Narrow body common crew (by separate aircraft type, then mixed aircraft)
(7)         Narrow body single Flight Attendants (by separate aircraft type, then mixed aircraft)

d.  No patterns shall be built and posted for bid which include both deadheading on a flight and flying any extended duty flight or Trans-Pacific flight in the same on-duty period.

e.  No pattern shall be constructed with a on-duty segment following a “red-eye” flight. However, a Flight Attendant may be scheduled or rescheduled thereafter in order to cover a FAA minimum position.

NOTE: For purposes of this paragraph, a flight segment which departs from a station within the Pacific time zone between 2100-0200 and next arrives at a station within the Central or Eastern time zone shall be considered a “red-eye” flight.

f.  The Company shall limit “mixed” common crew patterns to no more than three (3) “aircraft families” within a common crew pattern. For the purpose of this Section, “aircraft families” is defined as:

(1)         B744/B747-200

(2)         A330/B787

(3)         B757

(4)         A320/A319

(5)         DC9-30/-40/-50

g.  Should new aircraft types be added to the current fleet, the Company and MEC President, or his/her designee, shall meet and determine how each new aircraft type is sorted in the monthly bid analysis.

3.  Preparation for Reserve Lines

The following parameters shall be used for the construction of Reserve lines:

a.  All Ready Reserve and Regular Reserve lines shall be constructed with a minimum number of off-duty days per month free from all duty with the Company at the base station, as provided in Section 7.H.1. of this Agreement.

b.  Reserve off-duty days shall be scheduled from midnight to midnight (calendar days).

c.  At least two (2) and no more than twenty-four (24) Ready Reserve lines shall be made available for bid and award at each base.

d.  Each Reserve line shall be constructed with a maximum of six (6) separate off-duty periods free from all duty.

e.  Each off-duty period shall be constructed with at least forty-eight consecutive hours (48:00) free from all duty, unless otherwise bid for by the Flight Attendant.

f.   On-duty periods shall be constructed as blocks of on-duty days of not less than forty-eight consecutive hours (48:00) and not more than one hundred and forty-four hours (144:00).

NOTE: Each on-duty period at the HNL base shall be constructed as blocks of on-duty days of no less than seventy-two consecutive hours (72:00).

g.         Each month, the Company shall determine the number, start date and duration of reserve blocks available for bid at each base.

h.  On-duty reserve blocks may be electronically posted after the posting of patterns.

i.   Each base shall be allocated a minimum number of off-duty days during the month for bid on weekends, weekdays, holidays, and during the first (1st) four (4) days of the month and the last four (4) days of the month, based on the following formula:

Multiply the number of Reserve Flight Attendants at the base by:

(1)         Thirty percent (30%) to obtain the minimum number of off-duty days allocated for each weekend day; and

(2)         Ten percent (10%) to obtain the minimum number of off-duty days allocated for each weekday, holiday, the first (1st) four (4) days of the month and the last four (4) days of the month.

j.   Information regarding temporary assignments known at the time of bid analysis preparation shall be included in the cover letter of the bid analysis.

4.  Distribution of Bid Analysis

The Company shall ensure that the bid analysis is electronically posted on the home access computer system (e.g. ATLAS or RADAR) and electronic based media or website in a timely manner upon the completion of pattern development in order to meet the base’s anticipated bid deadline. Printed copies of the bid analysis for the following month shall be made available at the base for use as reference copies.

5.  Bidding Information

The following information pertinent to bidding shall be made available to all Flight Attendants one hundred twenty hours (120:00) prior to the first (1st) bid deadline at the base:

a.  Electronic posting of the bid analysis

b.  PBS Bidding downtime cards

6.  Bid Deadlines

a.  The bid deadlines for all bases shall be no earlier than the twelfth (12th) and no later than the eighteenth (18th). The specific bid deadline for each base shall be established with the implementation of Preferential Bidding System (PBS) following consultation with the Union and the PBS Support Team. In the event circumstances warrant a delay beyond the established deadlines, the LEC President(s) of the affected base(s) shall be consulted.

b.  In the event a new base is established, the Company and the MEC President, or his/her designee, shall meet no less than sixty (60) days in advance of the base opening in order to establish a bid deadline.

B.  Bidding Process

1.  General

PBS shall be utilized for the monthly bidding process. This computer bid and award system shall allow Flight Attendants to construct their own bid lines based on their seniority, qualifications and individual preferences to the extent that the Company is able to:

a.  Achieve a Company determined average credit hours per Flight Attendant, as established in Section 5 of the Agreement;

b.  Award or assign all known flying during the monthly award process;

c.  Achieve a Company determined distribution of Reserves available for duty on each day of the month.

2.  Eligibility to Bid

a.  A Flight Attendant in any of the following categories shall be eligible to bid:

(1)         Flight Attendants on payroll status at the time of his/her bid deadline;

(2)         Flight Attendants on leave with a firm date of return prior to the end of the next bid month. A Flight Attendant planning to return to work from a medical leave after his/her base bid deadline shall not be prevented from bidding if he/she has submitted a letter from his/her doctor which indicates that the doctor is reasonably certain the Flight Attendant will be returning to flight status by the first (1st) day of the next bid month.

b.  In order to be eligible to bid, a Flight Attendant must have a working telephone with such number on file with Crew Scheduling and be qualified on all equipment flown by the Company unless this requirement has been waived.

3.  Submitting Bids

The following provisions shall be utilized for bidding:

a.  All patterns on the bid analysis and on-duty blocks for Reserve Flight Attendants shall be available for bid by Flight Attendants at the base station in accordance with their seniority and qualifications, as provided in paragraph B.1., above, with the following exception:

The Company shall have the right to assign at least one (1) Flight Attendant holding a Language of Destination (LOD) qualification at a base station to a flight(s) that he/she may otherwise have insufficient seniority to bid, in accordance with Letter of Agreement 16.

b.  Flight Attendants may submit their bids as follows:

(1)         Through computers provided by the Company at base stations;

(2)         Through Company designated computers at other stations served by the Company;

(3)         Through computers at Company designated layover stations or hotels;

(4)         Through a home computer system or bidding service approved by the Company, providing the Flight Attendant is in good standing with such service provider. Such services may include a Company designed and maintained service, and/or a vendor maintained service. All expenses associated with accessing the Company mainframe shall be borne by the Flight Attendant;

(5)         In writing, through a PBS downtime form to be submitted at the Flight Attendant's base station in the event all PBS terminals at his/her base station are down for more than fifteen minutes (0:15) and provided such downtime has been logged into the PBS downtime log.

c.  A regular bid interface shall be provided for a Flight Attendant to enter his/her PBS bid. Such interface shall provide the following:

(1)         His/Her name, employee number, system seniority number, base position, base position as Purser and Language of Destination (LOD) qualification(s), if applicable, contact number on file with the Company and current base station;

(2)         His/Her carry-in credit, scheduled absences, and vacation dates with appropriate credit during the bid month, and any vacation dates with appropriate credit during the first (1st) two (2) weeks of the succeeding month;

(3)         Specific functions to allow for the shifting of vacation dates in accordance with Section 10.D.6. of this Agreement;

(4)     An option field to allow him/her to elect to reduce his/her scheduled off-duty rest period to nine hours (9:00) for domestic flying and eleven hours and thirty minutes (11:30) for international flying at his/her base, in accordance with Sections 5.A.8.b.(2) and 5.B.9.a.(2) of this Agreement;

(5)         An option field to allow him/her to elect no weekly limitation in accordance with Section 5.A.4.a.(1) of this Agreement;

(6)         A field to allow him/her to select a monthly actual maximum buffer of zero hours (0:00) when his/her monthly projection as awarded or assigned through PBS is greater than the Established Base Line Average (EBLA) or one hour (1:00), two hours (2:00) or three hours (3:00) greater than his/her monthly scheduled maximum, in accordance with Section 5.A.3. and 5.B.3. of this Agreement.

d.  The bidding interface shall provide option(s) for use when individual voluntary flex-up, flex-down or combination flex is available.

e.  A screen with the expiration dates of the Flight Attendant’s passport and visa(s).

f.   Flight Attendants shall enter their bids utilizing acceptable PBS syntax and procedures in accordance with the procedures set forth in the Flight Attendant PBS Manual.

g.  A Language of Destination (LOD) qualified Flight Attendant shall be required to bid language of destination designated patterns or positions. In the event that there are insufficient language of destination qualified patterns to construct a line, such Flight Attendant shall be awarded a line in accordance with the provisions of this Section and Letter of Agreement 16.

h.  A Flight Attendant shall have the option to bid a line together with one (1) other Flight Attendant as a deferred bid in accordance with the procedures set forth in the Flight Attendant PBS Manual. Such option shall not be available for Language of Destination qualified or Purser qualified Flight Attendants.

4.  Types of Bids

A Flight Attendant may bid for a Regular line or Reserve line at any time. In addition, when a Regular line cannot be constructed at his/her seniority, he/she shall have the option to bid for a Short line.

5.  Bid Defaults

The following defaults shall be utilized during the bid process:

a.  In the event a Flight Attendant has not entered a bid by his/her deadline and no previous bid has been recorded, a default bid for any patterns shall be assigned. This shall allow PBS to award any pattern(s) in order to construct the Flight Attendant a Regular line if his/her seniority warrants holding a Regular line, or any Reserve line, if he/she is unable to hold a Regular line.

b.  In the event a Flight Attendant has not entered a current bid by his/her bid deadline and a bid from a previous month has been recorded, information based on the syntax from the last recorded bid shall be utilized in constructing the Flight Attendant a new line.

c.  In the event a Flight Attendant has not entered a selection for his/her monthly actual maximum buffer and no previous selection has been recorded, he/she shall be required to enter a selection during the PBS bid process.

d.  In the event a Flight Attendant has not entered a new selection for his/her monthly actual maximum buffer for the new bid month and a selection from the previous month has been recorded from the previous month, the last recorded selection shall be utilized for the next bid month.

6.  Insufficient Bids

a.  Regular lines: In the event PBS is unable to construct or complete a line from the syntax provided by a Flight Attendant in his/her bid, PBS shall award any pattern(s) in order to construct a Regular line, should his/her seniority warrant holding a Regular line and provided that he/she has complied with the bidding procedures for a Regular line in accordance with the Flight Attendant PBS Manual.

b.  Reserve lines: In the event PBS is unable to award a Regular line based on the syntax provided by the Flight Attendant in his/her bid, PBS shall assign a Reserve line, provided that his/her bid and/or seniority warrants the awarding of such a Reserve line.

c.  Short lines: In the event PBS is unable to construct a Short line based on the syntax provided by the Flight Attendant for such a bid, PBS shall award any pattern(s) to construct such a line, provided he/she has complied with the bidding procedures established for such a line.

d.  Deferred lines: In the event PBS is unable to award a complete line of matching patterns to deferred bidders and the Flight Attendants have adhered to the procedures for deferred bids as set forth in the Flight Attendant PBS Manual, PBS shall then award such lines in the following order:

(1)         Each Flight Attendant shall be awarded a Regular line, should their seniority warrant holding a Regular line, with as many matching patterns as possible to complete the lines. At least one (1) matching pattern shall be considered as complete and matching lines for deferred bid purposes.

(2)         If the Flight Attendants cannot be awarded Regular lines under subparagraph d.(1), above, such Flight Attendants shall be awarded separate Regular lines.

(3)         Each Reserve Flight Attendant shall be awarded a Reserve line, should their seniorities warrant holding a Reserve line, with as many matching reserve blocks as possible to complete the lines. Should no matching reserve blocks be available, separate Reserve lines shall be awarded or assigned.

C.  Bid Awards

1.  Types of Line Awards

A Flight Attendant shall be awarded a line which shall fall into one of the following categories and within the corresponding hour ranges, subject to Section 5.D., 5.E. and 5.F. of this Agreement when applicable:

a. Regular line: Seventy hours (70:00) to one hundred hours (100:00)

b.  Priority line:  Forty-three hours (43:00) to sixty-nine hours and fifty-nine minutes (69:59)
c.  Short line:    Fifty-two hours (52:00) to sixty-nine hours and fifty-nine minutes (69:59)

d.  Reserve line: Seventy hours (70:00) to one hundred hours (100:00)

2.  Line Categories: Minimum and Maximum Hour Range Chart (in hours)

Type of Line:	Monthly Minimum	Monthly Maximum
Regular Line	70:00	100:00
Priority Line	43:00	69:59
Short Line	52:00	69:59
Reserve Line	70:00	100:00

NOTE: The monthly minimum hours and monthly maximum hours are subject to Section 5.D., 5.E. and 5.F.

3.  Line Awards with Credited Hours

A Flight Attendant who has scheduled carry-in and/or scheduled absence credit(s) which, when combined with any available remaining pattern(s) equals or exceeds the monthly minimum for the bid month, shall be awarded a Regular line, notwithstanding that a Flight Attendant(s) senior to him/her was awarded a Reserve line(s) and provided his/her bid does not warrant the awarding of a Reserve line.

4.  Posting of Bid Awards

a.  Bid awards shall be posted as soon as practical after the actual bid deadline. In the event circumstances warrant a delay in the posting of bid awards, the respective LEC President(s) and the MEC President, or his/her designee, shall be notified.

b.  Upon completion of bidding and closing of the bid deadline(s), a master copy of the base bid awards shall be posted at the base. The master copy shall include a listing of all line awards by seniority order of bidding and a pattern index of awards in numerical pattern order.

c.  Flight Attendants shall be allowed to view and obtain a printed copy of their individual bid award through the CENTRY system upon posting of the bid awards.

d.  A copy of the base bid awards shall be made available electronically to the respective base LEC President(s).

e.  A copy of the bid awards of each base shall be made available electronically to the MEC President.

5.  Regular Line Awards

A Flight Attendant who is able to be awarded a line between the monthly scheduled minimum hours and the monthly scheduled maximum hours shall be awarded a schedule within one (1) of the following credit hour ranges:         

a.  Standard Range:

(1)A Flight Attendant shall be awarded a standard range, provided he/she has not specifically requested and been awarded a low range or a high range as specified in subparagraphs b. and c., below.

(2)The established hourly credit range for a standard range shall be between seventy-eight hours (78:00) and ninety-two hours (92:00).

b.  Low Range:

(1)A low range shall be awarded provided the Flight Attendant has specifically requested such an option on his/her bidding interface screen and an equal number of low ranges and high ranges are able to be awarded during the PBS award process.

(2)In the event a low range has been requested but cannot be awarded, a standard range shall be awarded.
(3)The established hourly credit range for a low range shall be between seventy hours (70:00) and eighty hours (80:00).

c.  High Range:

(1)A high range shall be awarded provided the Flight Attendant has specifically requested such an option on his/her bidding interface screen and an equal number of high ranges and low ranges are able to be awarded during the PBS award process.

(2)In the event a high range has been requested but cannot be awarded, a standard range shall be awarded.

(3)The established hourly credit range for a high range shall be between ninety hours (90:00) and one hundred hours (100:00).

d.  The established hourly credit ranges in paragraph 5.a., b. and c., above, shall be adjusted:

(1)Whenever the monthly scheduled minimum hours and the monthly scheduled maximum hours are adjusted as provided in Section 5.D., E. and F. Such adjustments shall be directly proportional to the change in the monthly scheduled minimum hours and the monthly scheduled maximum hours.

(2)As mutually agreed upon between the Company and the Union.

6.  Priority Line Awards

a.  A Flight Attendant shall be awarded a Priority line when:

(1)         He/She is unable to have a line constructed between the monthly minimum hours and the monthly maximum hours due to carry-in time, extended duty or legality limitations, vacation, absences or other off-flight status, and/or a combination of any of these factors, or due to scheduled activity occurring in the month prior to or after the bid month, and

(2)         He/She is able to construct a line through the normal PBS bidding process which is credited with at least forty-three hours (43:00) but less than the monthly minimum hours inclusive of carry-in credit, vacation credit, sick leave or absence credit, and/or any off-flight status credit, and

(3)         His/Her bid and/or seniority does not warrant the award of a Reserve line.

NOTE: A Flight Attendant shall not be awarded a Priority line when a Flight Attendant junior to him/her has been awarded a Regular line in accordance with paragraph C.3. of this Section.

b.  A Flight Attendant awarded a Priority line shall contact the appropriate PBS designee after the bid awards have been posted and shall have the option to complete his/her line through open flying during the bid resolution process after all Company and technical errors have been processed. In the event he/she is unable to complete his/her line by the bid resolution deadline, he/she shall be required to elect one (1) of the following options:

(1)         Select pattern(s) from the Open Flying List after the bid resolution deadline through CENTRY requests in order to complete his/her line to at least the monthly minimum hours. Such requests shall be processed as a Category 1, as provided in paragraph K. of this Section.

(2)         Select time available day(s) at a credit of three hours and twenty minutes (3:20) per day through CENTRY prior to 0000 of the day prior to the first (1st) day of the bid month in order to project his/her line to at least the monthly minimum hours, and be subject to recovery flying. Such time available obligation shall be processed as a Category 1, as provided in paragraph K. of this Section.

(3)         Withdraw the number of hour(s) necessary to complete his/her line to at least the monthly minimum hours from his/her flight hour bank. In the event a sufficient number of hours that will complete his/her line is not available in his/her flight hour bank, he/she shall withdraw the maximum hours available. Such hours may be used in combination with subparagraph (1) or (2), above, and shall reduce his/her obligation accordingly.

c.  Should such Flight Attendant fail to select one (1) of the options in paragraph b., above, by 1300 base local time, of the day prior to the first (1st) day of the bid month, Crew Scheduling shall assign him/her sufficient time available day(s) at a credit of three hours and twenty minutes (3:20) per day, and notify him/her ofthe assigned time available obligation.

d.  A Flight Attendant awarded a Priority line shall be pay guaranteed for all of the patterns on his/her line at the end of the bid resolution period and the greater of the following:

(1)         The monthly minimum hours; or

(2)         As provided under Section 5.A.9.b. and 5.B.10.b., Pattern Guarantee.

7.  Short Line Awards

a.  A Flight Attendant may elect to be awarded a Short line in lieu of a Reserve line provided such a line is available, subject to the following provisions:

(1)         A Regular line of at least the monthly minimum hours cannot be built at his/her seniority; and

(2)         A line of at least fifty-two hours (52:00) but less than the monthly minimum hours can be constructed at his/her seniority, inclusive of any absences, vacation and carry-in credit; and

(3)         He/She has specifically bid for a Short line.

b.  The number of Short lines available at a base shall be determined in accordance with the following:

Base Headcount          Number of Short Lines
Less than 250                          2
251          - 500                          4
501  - 1000                          6
1001  - 1500                          8
1501  - 2000                          10
2001  - 2500                          12
2501  - 3000                          14
3001  - 3500                          16
3501  - 4000                          18
4001  - 4500                          20

The number of additional Short lines available for bid shall be increased by two (2) for every additional five hundred (500) Flight Attendants in excess of four thousand five hundred (4500) assigned to that base. However, the Company may elect to increase the number of Short lines at individual bases as needed to complete bid awards through PBS.

c.  A Flight Attendant who is awarded a Short line may complete his/her line as a Category4, as provided in paragraph K. of this Section, by submitting a request(s) in CENTRY no later than the Primary Line Adjustment Period (PLAP) for the day prior to the first (1st) day of the bid month, subject to the following:

(1)         In the event he/she is unable to complete his/her line with open flying by such period, he/she may request the appropriate number of Short Line Required (SLR) day(s) at a credit of three hours and twenty minutes (3:20) per day in order to project his/her line to at least the monthly minimum hours. Such SLR day(s) shall not be awarded in a manner which will create a legality conflict, result in more than six (6) consecutive days on duty or consist of periods of less than two (2) consecutive SLR day(s).

NOTE: At least three (3) consecutive SLR days must be awarded for each SLR period in HNL.

(2)         In the event he/she has not requested the appropriate number of SLR day(s) by the Secondary Line Adjustment Period (SLAP) for the day prior to the first (1st) day of the bid month, the SLR day(s) shall be assigned by Crew Scheduling. Such SLR day(s) shall not be assigned in a manner which will create a legality conflict, result in more than six (6) consecutive days on duty or consist of periods of less than two (2) consecutive SLR days.

NOTE: At least three (3) consecutive SLR days must be awarded for each SLR period in HNL.

(3)         He/She may submit requests in CENTRY throughout the month in order to complete his/her line to at least the monthly minimum hours.

d.  A Flight Attendant may submit a request for an upward adjustment or a pattern trade at any time but shall be required to fulfill his/her obligation for any future remaining SLR days.

e.  A Flight Attendant who trades a pattern to a designated SLR day(s) shall have the equivalent number of SLR days restored if such trade does not result in the completion of his/her line to at least the monthly minimum hours.

f.   In the event a Flight Attendant has not been awarded a pattern(s) through CENTRY that completes his/her line to at least the monthly minimum hours, he/she shall be required to be available for assignment and contact by Crew Scheduling between the hours of 0900 and 1700 base local time, or an alternate eight hour (8:00) availability period subject to the approval of Crew Scheduling, on each SLR day or until he/she has completed his/her line to at least the monthly minimum hours.

g.  All patterns that are assigned by Crew Scheduling and which are not as a result of a CENTRY request shall be scheduled to operate wholly within the day(s) of the SLR obligation.

h.  In the event a pattern which was previously awarded or assigned cancels, the number of days that such pattern was scheduled to operate shall convert to an equal number of SLR day(s).

i.   In lieu of his/her SLR obligation, a Flight Attendant may withdraw the number of hours necessary to complete his/her line to at least the monthly minimum hours from his/her flight hour bank. In the event a sufficient number of hours that will complete his/her line is not available in his/her flight hour bank, he/she shall withdraw the maximum hours available and his/her SLR obligation shall be reduced accordingly.

j.   A Flight Attendant whose line is at the monthly minimum hours or more shall be released from any further obligation of SLR day(s). If he/she has no remaining SLR day(s), he/she shall be released regardless of his/her projection.

k.  A Flight Attendant awarded a Short line shall be pay guaranteed for the monthly minimum. Once he/she has attained a credited line value of at least the monthly minimum hours, he/she shall become a Regular line holder and the provisions of paragraphs G.5. and H.2. of this Section shall apply.

8.  Bid Resolutions

a.  A bid resolution deadline shall be established by each base and shall occur no earlier than five (5) days following the actual bid deadline. The bid resolution deadline shall be determined by the Company and PBS Central.

b.  The Company and PBS Central shall be responsible for handling bid resolutions and shall attempt to correct all Company and technical errors that may occur during the PBS awarding process.

c.  Should a Flight Attendant believe he/she has been awarded a pattern(s) or line in error, he/she shall submit a bid resolution request through CENTRY prior to the bid resolution deadline.

d.  Should it be determined that a Company or technical error has occurred on a Flight Attendant's line, such error shall be corrected as follows:

(1) The Flight Attendant may elect to be placed on the pattern(s) he/she should have been awarded provided such assignment does not create a position in excess of the maximum Flight Attendant positions (jumpseats) on each aircraft, or more than one (1) Purser or Lead Flight Attendant position on flights between Asia as referenced in Section 1 of this Agreement or Language of Destination qualified Flight Attendant designated position(s) as provided in Letter of Agreement 15.

(a) A Language of Destination qualified Flight Attendant who should have been awarded a pattern designated as “language qualified”, if placed on such pattern, shall not displace the Language of Destination Flight Attendant who was awarded the original pattern in the working language qualified position.

(b)     A Purser qualified Flight Attendant who should have been awarded a pattern designated as “PQ”, if placed on such pattern, shall not displace the Purser who was awarded the original pattern in the working Purser position.

(c) Such assignment shall not result in the removal of a Flight Attendant who was awarded such pattern during the normal PBS awarding process.

(2)     The Flight Attendant may elect to be placed on any pattern(s) he/she had bid for and could have been awarded during the normal PBS awarding process subject to subparagraph d.(1), above.

(3)         The Flight Attendant may elect to be on time available between the hours of 0900-1700, base local time, on each day that the pattern(s) on the line he/she should have been awarded is scheduled to operate.

(4)         The Flight Attendant may select any pattern(s) in open flying during the bid resolution process and/or any combination of subparagraphs (1), (2) or (3), above.

e.  A Flight Attendant who has been awarded a line in error and who is unable to be placed on the pattern(s) he/she should have been awarded shall be pay guaranteed for the pattern(s) he/she should have been awarded. Such pay guarantee shall not relieve the Flight Attendant of the obligation to fly the pattern(s) awarded on his/her line or any pattern(s) assigned during the month. Such Flight Attendant shall also fulfill any time available obligations associated with the pattern(s) he/she should have been awarded.

9.  Additional Bidding Situations

a.  A Flight Attendant who has been awarded a permanent transfer to a different base for the following month may bid in accordance with his/her seniority at his/her new base even though such award will not be effective until the following month.

b.  A Flight Attendant who has been awarded a permanent transfer to a different base after the bid deadline may select pattern(s) from the Open Flying List and/or time available day(s) at a credit of three hours and twenty minutes (3:20) for each day in order to construct a line of flying, inclusive of any carry-in credit, vacation credit, absence credit and/or any non-flying credit, of at least the monthly minimum hours at his/her new base, provided his/her seniority warrants holding a Regular line.

(1)         If such Flight Attendant does not have sufficient seniority to hold a Regular line, he/she shall construct a Reserve line which is in accordance with his/her seniority. Any off-duty day(s) (including GDO) shall be prorated in accordance with Section 7.H. of this Agreement.

(2)         He/She shall be pay guaranteed for the monthly minimum hours. He/She may not decline time available until he/she has attained a credited line value of at least the monthly minimum hours at his/her new base, at which time the provisions of paragraphs G.5. and H.2. of this Section shall apply.

c.  A Flight Attendant returning to active flying status after the bid deadline or during the bid month from a supervisory position, special assignment or any leave/absence, may select pattern(s) from the Open Flying List and/or time available day(s) at a credit of three hours and twenty minutes (3:20) per day to construct a line of flying, inclusive of any carry-in credit, vacation credit, absence credit and/or any non-flying credit, of at least the monthly minimum hours.

(1)         If such Flight Attendant does not have sufficient seniority to hold a Regular line, he/she shall construct a Reserve line in accordance with his/her seniority. Any off-duty day(s) (including GDO) shall be prorated in accordance with Section 7.H. of this Agreement.

(2)         He/She shall be pay guaranteed for the monthly minimum hours. He/She may not decline time available until he/she has attained a credited line value of at least the monthly minimum hours, at which time the provisions of paragraphs G.5. and H.2. of this Section shall apply.

10.Rebid

a.  Determination for Rebid

The Company shall ensure that the bid analysis is correct and that all known flying has been included. In the event the bid analysis has been printed and distributed to the base, and a change in published flying occurs, the determination for a rebid at a base(s) shall be as follows:

(1)         Whenever there is a change of published flying affecting thirty percent (30%) or more of the published hours at such base, caused by a change in layovers, pattern combinations, crew complements, equipment changes or curtailment of flying, a rebid of all flying at such base shall take place.

(2)         A rebid may take place at a base provided it can be completed no later than the day prior to the first (1st) day of the bid month.

b.  No Rebid Situation

Whenever there has been a change of flying at a base which affects five percent (5%) or more but less than thirty percent (30%) of the published hours at such base, or when a rebid cannot be accomplished in accordance with subparagraph a.(2), above, the Flight Attendants whose lines have been affected shall have the option to:

(1)         Elect time available on the day(s) on which the pattern(s) lost was scheduled to operate and be pattern guaranteed for the loss of such hours.

(2)         Maintain the balance of his/her line without a time available obligation. His/Her pattern guarantee shall be adjusted as provided in paragraph H.6. of this Section.

NOTE: This provision shall not apply when the changes were caused by individual adjustments, rescheduling, mechanical or weather problems, unavailability of Flight Attendants due to illness, injury or emergency, or a work stoppage by any NWA employee group.

c.  Published Hours

For purposes of this subparagraph 10., "published hours" shall include only such hours of patterns that originate during the affected bid month.

d.  Rebid Process

After the determination that a rebid will take place, all known flying at the time of the rebid shall be built into patterns following the guidelines in paragraph A.1. of this Section.

(1)         The revised analysis shall be made available (distributed) no later than forty-eight hours (48:00) prior to the rebid deadline.

(2)         The rebid deadline shall be as soon as practical, but not later than seven (7) days after the decision to conduct a rebid.

(3)         Every attempt shall be made to notify the Flight Attendants at the base of the rebid. This shall include, but not be limited to, SPIL messages, Company code-a-phone messages, bulletins, telephone contact, bulletin board updates, CENTRY screen messages and any other practical method of communication.

(4)         All Flight Attendants at a base affected by a rebid may bid, unless they are ineligible to bid as provided for in paragraph B.2. of this Section. Flight Attendants whose lines are projected within four hours and fifteen minutes (4:15) of the monthly maximum hours or more shall not be required to bid.

D. Scheduling Committee

The MEC Scheduling Committee shall be responsible for addressing scheduling issues and concerns including known flying and shall be allowed input and the opportunity to recommend changes or distribution of future flying. The Director, Flight Attendant Crew Scheduling shall meet with the MEC Scheduling Committee to discuss Crew Scheduling issues.

When such meetings are scheduled, the Company shall assume the cost of hotel accommodations at a Company designated hotel and shall provide one (1) day of minimum duty pay of four hours and fifteen minutes (4:15), for a maximum of two (2) meetings per year. The Company’s obligation shall be limited to the cost of hotels and minimum duty pay of four hours and fifteen minutes (4:15) for a maximum of the following Union representatives:

1.  The MEC Scheduling Chairperson

2.  The MEC Reserve Chairperson

3.      The MEC Reserve Vice Chairperson

4.  The LEC Scheduling Chairperson from each base

E. Reporting for Flights

1.  Flight Attendant's Responsibility

a.  Each Flight Attendant shall be responsible for being familiar with his/her line as originally awarded and as adjusted.

b.  All Flight Attendants shall be required to report for flights as awarded or assigned. In the event a Flight Attendant is unable to take his/her flight(s) he/she shall notify Crew Scheduling as soon as possible. (This shall apply at both base and layover stations.)

2.  Crew Scheduling's Responsibility

a.  Crew Scheduling shall notify Flight Attendant(s) while at their base of any additions or unpublished changes to their pattern(s) and or line(s) based upon the following notification tier system:

(1)         Tier One: Crew Scheduling shall notify a Flight Attendant immediately of any major change(s) to patterns that report within twenty-four hours (24:00) of the time such change is made in the Crew Management System (CMS).

NOTE: For purposes of this paragraph, the term “major change” is defined as a change in the report or release time, the length of the pattern or a layover(s) or the pattern credit. The term “immediately” is defined as soon as possible, but in no event to be more than four hours (4:00) after a change is made to the Flight Attendant’s pattern or line.

(2)         Tier Two: Crew Scheduling shall notify a Flight Attendant as soon as possible of minor changes to his/her pattern(s) or line, but in no event shall such notification take place later than forty-eight hours (48:00) after a change is made. Such notification shall be made between the hours of 0700-2200, base local time.

NOTE: For purposes of this paragraph, the term “minor change” is defined to include, but not limited to, a change in a flight or pattern number, potential “ZZ” days or those changes that affect a pattern which reports more than twenty-four hours (24:00) after the change has been made in the Crew Management System (CMS).

b.  Crew Scheduling shall contact Flight Attendants during a layover period only to advise of changes that occur within the next on-duty period within the trip hour period of the pattern currently being flown. However, should contact be made between a Flight Attendant and Crew Scheduling while on a layover, he/she shall be notified of all outstanding changes remaining on his/her line.

c.  A Flight Attendant may elect to defer notification of major changes that occur during the hours of 2201 and 0659, base local time, except those that are determined by Crew Scheduling to be operationally necessary, by indicating such preference through CENTRY. Such election shall convert the notification procedures to a tier two notification for minor changes.

d.  At least two (2) attempts shall be made by telephone, but in the event no contact can be made by telephone, then notification shall be by Company electronic mail within twenty-four (24) hours of the attempted telephone contact.

e.  A Flight Attendant who notifies himself/herself through ACCESS or Voice Response Unit (VRU) system shall be deemed to be properly notified.

3.  Telephone Contact Requirement

Each Flight Attendant is required to have a working telephone. Crew Scheduling and his/her base shall be notified immediately of this telephone number and any change in that number. Such notice to the base shall be submitted through ACCESS.

4.  Flight Attendant Call-In Procedures

a.  Flights Departing Base Stations

(1)         Each Flight Attendant shall call the designated office to check in for his/her flight at least two hours and thirty minutes (2:30) but not more than eight hours (8:00) prior to his/her scheduled flight departure time. The call must be made by the Flight Attendant from a telephone or wireless phone, located within a one hundred (100) mile radius of the airport at the base station.

(2)         In the event a Flight Attendant fails to call, the Company shall call the Flight Attendant commencing at two hours and thirty minutes (2:30) prior to his/her scheduled flight departure time. A Flight Attendant who is contacted during the next fifteen minutes (0:15) or who calls in within such time frame shall retain his/her original pattern.

(3)         If the Company has called but is unable to contact the Flight Attendant by two hours and fifteen minutes (2:15) prior to his/her scheduled flight departure time, a replacement shall be assigned to the pattern. Should the originally scheduled Flight Attendant subsequently call or report, he/she shall be allowed to retain his/her original pattern if the Flight Attendant assigned the pattern can be contacted.

(4)         Whenever a Flight Attendant calls in and is advised of a specific delay in departure time he/she shall not need to make another call.

(5)         When a Flight Attendant has checked in physically at a base in lieu of a two hour and thirty minutes (2:30) to eight hour (8:00) call, he/she shall be allowed to physically check in at the base no earlier than six hours (6:00) prior to departure. Such earlier check in however, shall not affect or begin the Flight Attendant's on-duty period.

b.  Flights Departing Flight Attendant's Layover Station

(1)         At international layover stations, (except Mexico and the Caribbean) and at domestic layover stations prior to departing on an international flight segment (except Mexico and the Caribbean) each Flight Attendant shall be called by the hotel one hour (1:00) prior to his/her pickup time.

(2)         At domestic layover stations, the designated layover hotel or motel management shall call a Flight Attendant one hour (1:00) prior to his/her ground transportation pick up time for all flights scheduled to depart the station between 2100 and 0900, local time.

(3)         The Company shall ensure that the designated layover hotel or motel is informed of any changes from planned departure time as soon as such changes become known to the Company, in order that pick up time and/or crew call time can be adjusted accordingly.

5.  Report Procedures

a.  For departures from the Flight Attendant's base station the Flight Attendant shall report to the designated office as follows:

(1)         For all Trans-Pacific and Trans-Atlantic flights, excluding military charter (AMC) flights, he/she shall report at one hour thirty minutes (1:30) prior to departure.

(2)         For charter flights, including military charter (AMC) flights, he/she shall report as instructed, but no earlier than two hours (2:00) prior to departure.

(3)         For all other flights, he/she shall report as instructed, but no earlier than one hour thirty minutes (1:30) prior to departure.

(4)         For on-duty periods that begin with a surface deadhead, report time for pay and credit purposes shall be the scheduled departure time of the surface transportation. However, for purposes of the report procedures of this Section, the Flight Attendant shall be required to report as specified in subparagraphs 5.a.(1), (2) or (3), above.

b.  For departures from the Flight Attendant's layover stations, the Flight Attendant shall report to the airport terminal as follows:

(1)     For Trans-Pacific flights, excluding military charter (AMC) flights, he/she shall report at one hour thirty minutes (1:30) prior to departure.

(2)         For charter flights, including military charter (AMC) flights, he/she shall report as instructed, but no earlier than two hours (2:00) prior to departure.

(3)         For all other flights, he/she shall report as instructed, but no earlier than one hour thirty minutes (1:30) prior to departure.

6.  Reserve Report Procedures at Base

a.  A Reserve Flight Attendant who is given at least two hours (2:00) notice prior to the required report time shall be required to report at the designated location no later than the required report time.

b.  A Reserve Flight Attendant who is given at least two hours (2:00) but less than three hours (3:00) notice prior to scheduled departure must make every effort to report at the required report time and shall be required to report in time for scheduled departure.

c.  A Reserve Flight Attendant who is given less than two hours (2:00) notice prior to scheduled departure time must make every effort to report at the required report time and make every effort to report in time for scheduled departure. He/She may elect to proceed directly to the departure gate without reporting at the Inflight Services office.

F.  Review of Crew Orders

Flight Attendants shall comply with crew orders as issued by Crew Scheduling and Crew Coordinators. In the event a question of flight time limitations, rest periods or rescheduling arises, a Flight Attendant may ask for a review of those crew orders. A request for a Review of Crew Orders shall be logged into CMS, with a notation of the final outcome of the review. If the crew order is found to be correct upon review by Crew Scheduling and/or the Crew Coordinators, the Flight Attendant shall report to the flight(s) as directed. Should it be discovered later that the Flight Attendant was correct, he/she shall receive additional pay for the entire duty period(s) flown in error, prorated, at a rate equal to one-half (½) of his/her applicable hourly incentive rate.

G.  Line Adjustments

1.  Open Flying

All patterns not included in the construction of lines during the PBS bid award process, patterns removed or dropped from a Flight Attendant's line for any reason and all patterns which are not assigned shall be considered open flying and placed on the Open Flying List and the Open Flying Log.

a.    The Open Flying List and the Open Flying Log shall be accessible to Flight Attendants at all times and may be viewed and/or printed by a Flight Attendant at any time.

b.    The Open Flying List shall be available in the Crew Management System (CMS) and ACCESS and shall be updated on a real time basis as open flying becomes available.

c.    The Open Flying List shall list all patterns available for assignment. Each pattern shall have an information screen detailing each duty period by segment and shall include the following information for each pattern:

(1)     Pattern number

(2)     Originating flight number

(3)     Date and time of originating flight

(4)     Date and time of terminating flight

(5)     Type of equipment

(6)     Number of Flight Attendant positions available

(7)     Pattern value

(8)     Number of duty periods

(9)     Pattern classification codes

(10)  Crew meal designation codes

(11) Hotel information and contact numbers

d.  The Open Flying Log shall provide the history of any pattern previously or currently available for assignment through open flying during the current and preceding months. The following information shall be included for each pattern on the Open Flying Log:

(1)         Source of Pattern

(2)         Date and time of action taken

(3)         Pattern Information, including:

(a) Pattern number

(b)     Originating flight number

(c) Departure date and time of originating flight

(d)     Pattern value

(4)         Assignment of Pattern

(a) System seniority number of the Flight Attendant

(b)     Date and time of action taken

(c) Category of assignment

2.  CENTRY Adjustment Procedures

The CENTRY system shall be available to Flight Attendants for submitting requests for line adjustments. Such requests shall be processed in accordance with the following procedures:

a.  All valid requests shall be processed during the Primary Line Adjustment Period (PLAP), as applicable, commencing at 0001, base local time. In addition, requests involving adjustments for the following day shall also be processed during the Secondary Line Adjustment Period (SLAP) commencing at 1301, base local time.

NOTE: A Flight Attendant may elect to have his/her request processed only during the Primary Line Adjustment Period(s) (PLAP).

b.  Requests must be submitted prior to 0000, base local time, in order to be processed during the next Primary Line Adjustment Period (PLAP). Requests received at or after 0000, base local time, shall be processed during the Secondary Line Adjustment Period (SLAP), if applicable, and/or during the following Primary Line Adjustment Period(s) (PLAP).

c.  Any request(s) submitted on the generic request screen shall be held and processed until the last date specified in the request, or the request has been minimally satisfied, or the request has been revised or cancelled. Such generic requests are defined as requests in which only dates are indicated or dates plus other information as provided through current CENTRY syntax are indicated.

d.  Any CENTRY request submitted on the specific request screen shall be processed during the next Primary Line Adjustment Period (PLAP), and/or the next Secondary Line Adjustment Period (SLAP), if applicable, and shall thereafter become null and void.

e.       Any requests submitted through CENTRY shall not be approved if such requests would project a Flight Attendant over his/her monthly maximum (except an upward adjustment as defined in Section 2.GGGG. or a trade request as provided in Section 6.G.4.f.-l.), interfere with another pattern on his/her line or result in a conflict with daily or weekly limitations.

f.   In addition to submitting open flying requests, a Flight Attendant may submit requests in CENTRY for the following:

(1)     Premium Pay Pattern(s)

(2)     Flight hour bank deposit

(3)     Sick leave make up

(4)     Leave of absence make up

(5)     Reserve trades

(6)     Mutual trades

(7)     GDO selection

(8)     PDO replacement

(9)     "Will-Fly" day(s) selection

(10) International ground time reporting

(11) Open Trades

(12) Schedule adjustment(s) due to exceeding limitations

(13) Time available day(s) selection

(14) Pattern Drop(s) for Regular Flight Attendants

(15) Early Release(s) for Reserve Flight Attendants

(16) Option to select no weekly limitation

(17) Option to reduce rest at base to nine hours (9:00) for domestic flying or eleven hours and thirty minutes (11:30) for international flying

(18) One-Way Trade(s)

(19) Overprojection adjustment(s)

(20) Rescheduling preference

(21) Notification deferral

(22) Contingency-Fly

(23) 1400–1400 On-Duty Period(s) for Reserve Flight Attendants
(24) AM (0001–1200) or PM (1201–2400) On-Duty Period(s) for Reserve Flight Attendants

(25) Block Release(s) for Reserve Flight Attendants

g.  Certain CENTRY requests may be submitted by a toll-free touch tone telephone within the United States through the VRU system as an alternate method of submitting requests. These shall include, but not be limited to, the following:

(1)     Open flying

(2)     Pattern Drop(s) for Regular Flight Attendants

(3)     Early Release(s) for Reserve Flight Attendants

(4)     Electing or declining time available opportunity

(5)     Premium Pay Pattern(s)

(6)     Line adjustment(s) due to a reduced rest

(7)     Option to exceed thirty-five in seven (35-in-7) limitation

(8)     Requesting on-duty release(s) for Reserve Flight Attendants

(9)     Electing or canceling Short Call(s) for Reserve Flight Attendants

(10) Electing or canceling Contingency-Fly for Reserve Flight Attendants

(11) Entering a primary or alternate telephone contact number

(12) Requesting Overprojection Adjustment(s)

(13) Requesting same day Mutual Pattern or One-Way Trades (within base)

(14) 1400–1400 On-Duty Period(s) for Reserve Flight Attendants

(15) AM (0001–1200) or PM (1201–2400) On-Duty Period(s) for Reserve Flight Attendants

(16) Block Release(s) for Reserve Flight Attendants

NOTE 1: Each VRU transaction shall generate an individual confirmation number which shall be made available to the Flight Attendant at the end of the transaction.

NOTE 2: Due to the complexities and the variety of requests, VRU may not be capable of accepting certain types of requests that would otherwise be available directly through CENTRY

h.  A CENTRY and Voice Entry manual outlining the proper procedures for submitting CENTRY requests and information pertinent to the CENTRY system shall be maintained and available online.

3.  CENTRY Notification Procedures

A Flight Attendant who has submitted a CENTRY request(s) shall be responsible for determining whether he/she has received an award or assignment if they have not been contacted during the line adjustment period(s). Such determination may be made by contacting Crew Scheduling or through ACCESS or VRU.

a.  Voice Response Unit System (VRU)

The Company shall provide a VRU for Flight Attendants and shall make the system available within the United States via a toll-free telephone number. The VRU shall provide access to the following:

(1)         Information regarding the Flight Attendant’s line

(2)         Notification of changes to the Flight Attendant’s line

(3)         The Voice Entry system

(4)         Reserve daily statistical information in accordance with Section 7.F.2. of this Agreement

NOTE: Each VRU transaction shall generate an individual confirmation number which shall be made available to the Flight Attendant at the end of the transaction.

b.  ACCESS System

(1)         The Company shall provide an ACCESS system for Flight Attendants and shall make the system available as follows:

(a) Through any computer terminal at a Company station with the capability of ACCESS system functions;

(b)Through a home computer system or bidding service approved by the Company providing the Flight Attendant is in good standing with such service provider. Such services may include a Company designed and maintained service, and/or a vendor maintained service. All expenses associated with accessing the Company mainframe shall be borne by the Flight Attendant.

(2)Such system shall provide access to the following information:

(a) Information regarding the Flight Attendant’s line

(b)     Notification(s) of change(s) to the Flight Attendant’s line

(c) Open Flying List

(d)     Open Flying Log

(e) Pattern information

(f) Individual profile information

(g)     Activity and reason code information

(h)     Flight Attendant crew lists (including deadhead), available by flight number or by segment with a pattern

(i) Reserve Matrix (snapshot view)

4.  Types of Adjustments

Flight Attendants may request the following types of adjustments to their lines, subject to their seniority, their equipment qualifications, which visas they hold and other qualifications as designated by the Company or a governmental agency. Patterns that have a visa requirement, or are designated as Purser Qualified (PQ) or Language of Destination can only be traded with Flight Attendants or patterns that have the same qualification or visa requirement(s).

NOTE: Line adjustment requests that affect the last seven (7) days of the current month shall not be awarded during the period in which the monthly PBS bid award for the next month is being processed.

a.  Upward Adjustments

A Flight Attendant holding a Regular line, Short line or Priority line may request at any time to pick up a pattern(s) in order to increase his/her line value, subject to the following:

(1)         Such request shall be submitted through CENTRY and shall be processed during the applicable line adjustment period(s).

(2)         Such upward adjustment shall not conflict with another pattern or create a legality conflict on his/her line.

(3)         His/Her pattern guarantee shall reflect the additional increase of hours as a result of such upward adjustment, subject to the provisions of paragraph G.5. of this Section.
b.  Reserve Increase Adjustment

A Flight Attendant, holding a Reserve line, may request at any time to pick up a pattern to be flown wholly on his/her planned days off (PDO), subject to the following:

(1)Such request shall be submitted through CENTRY or VRU and shall be processed during the Secondary Line Adjustment Period (SLAP) the day prior to departure of the requested pattern.

(2)A pattern that is awarded under this paragraph shall be:

(a)Scheduled to operate wholly within his/her planned days off (PDO)

(b)Isolated from and credited in addition to his/her reserve guarantee

(c)Paid at the premium rate for such patterns which qualify for such payment under paragraph 6.I. of this Section

c.  Higher Value Trades

A Flight Attendant holding a Regular line, Short line or Priority line may trade a pattern(s) on his/her line with a pattern(s) on the Open Flying List of higher value at any time, subject to the following:

(1)         Such trade request shall be submitted through CENTRY and shall be processed during the applicable line adjustment period(s).

(2)         Such adjustment shall not project him/her over his/her monthly scheduled maximum, or conflict with another pattern or create a legality conflict on his/her line.

(3)         A request to trade a pattern(s) on his/her line in combination with a sick leave make up request shall be processed as a Category 11, as provided in paragraph K. of this Section.

(4)         Trade requests shall be awarded in seniority order, subject to the following provisions:

(a) A request to trade a pattern(s) which is scheduled to depart during the last four (4) days of the month for a pattern(s) departing prior to the last four (4) days of the month shall be granted provided no greater than thirty percent (30%) of available Reserve Flight Attendants are allocated in order to protect that day's known open flying.

i.   In a month in which a holiday (as defined in Section 2.LL. of this Agreement) occurs during the last four (4) days of the month, the pattern(s) requested to be picked up shall also be scheduled to depart during the last four (4) days of the month.

ii.  When more than thirty percent (30%) of available Reserve Flight Attendants have been allocated to protect known open flying during the last four (4) days in the month, the pattern(s) requested to be picked up shall also be scheduled to depart during the last four (4) days of the month.

(b)     A request to trade a pattern(s) that is scheduled to operate on a holiday (as defined in Section 2.LL. of this Agreement) or that is scheduled to depart on a weekend (0600 Friday through 2400 Sunday) shall be granted provided no greater than thirty percent (30%) of available Reserve Flight Attendants are allocated to protect that day's known open flying.

NOTE: A request to trade a pattern that is scheduled to depart on a day on which the allocated number of Reserve Flight Attendants are greater than thirty percent (30%), but less than fifty percent (50%), for a pattern that departs on a day on which more than eighty percent (80%) of available Reserve Flight Attendants are allocated may be granted based upon the needs of the operation.

(5)         His/Her pattern guarantee shall reflect the increase of hours as a result of such trade, subject to the provisions of paragraph G.5. of this Section.

d.  Equal Value Trades

A Flight Attendant holding a Regular line, Short line or Priority line may trade a pattern(s) on his/her line with a pattern(s) on the Open Flying List of equal value at any time, subject to the following:

(1)Such trade request shall be submitted through CENTRY and shall be processed during the applicable line adjustment period(s).

(2)Such adjustment shall not project him/her over his/her monthly scheduled maximum, or conflict with another pattern or create a legality conflict on his/her line.

(3)A request to trade a pattern(s) on his/her line in combination with a sick leave make up request shall be processed as a Category 11, as provided in paragraph K. of this Section.

(4)Trade requests shall be awarded in seniority order, subject to the following provisions:

(a)A request to trade a pattern(s) which is scheduled to depart during the last four (4) days of the month for a pattern(s) departing prior to the last four (4) days of the month shall be granted provided no greater than thirty percent (30%) of available Reserve Flight Attendants are allocated in order to protect that day's known open flying.

i.   In a month in which a holiday (as defined in Section 2.LL. of this Agreement) occurs during the last four (4) days of the month, the pattern(s) requested to be picked up shall also be scheduled to depart during the last four (4) days of the month.

ii.  When more than thirty percent (30%) of available Reserve Flight Attendants have been allocated to protect known open flying during the last four (4) days in the month, the pattern(s) requested to be picked up shall also be scheduled to depart during the last four (4) days of the month.

(b)A request to trade a pattern(s) that is scheduled to operate on a holiday (as defined in Section 2.LL. of this Agreement) or that is scheduled to depart on a weekend (0600 Friday through 2400 Sunday) shall be granted provided no greater than thirty percent (30%) of available Reserve Flight Attendants are allocated to protect that day's known open flying.

NOTE: A request to trade a pattern that is scheduled to depart on a day on which the allocated number of Reserve Flight Attendants are greater than thirty percent (30%), but less than fifty percent (50%), for a pattern that departs on a day on which more than eighty percent (80%) of available Reserve Flight Attendants are allocated may be granted based upon the needs of the operation.

(5)His/Her pattern guarantee shall not be increased or decreased as the result of such trade.

e. Lower Value Trades

A Flight Attendant holding a Regular line or Priority line may trade a pattern(s) on his/her line with a pattern(s) on the Open Flying List that is of lower value at any time, subject to the following:

(1)         Such request shall be submitted through CENTRY and shall be processed during the applicable line adjustment period(s).

(2)         The maximum difference of time between the pattern(s) traded shall not exceed six hours (6:00), provided that such adjustment shall not project his/her line under his/her monthly scheduled minimum, or conflict with another pattern or create a legality conflict on his/her line.

(3)         Trade requests shall be awarded in seniority order, subject to the following provisions:

(a) A request to trade a pattern(s) which is scheduled to depart during the last four (4) days of the month for a pattern(s) scheduled to depart prior to the last four (4) days of the month shall be granted provided no greater than five percent (5%), or ten percent (10%) as noted below, of available Reserve Flight Attendants are allocated in order to protect that day's known open flying.

i.  In a month in which a holiday, as defined in Section 2.LL. of this Agreement, occurs during the last four (4) days of the month, a request to trade a pattern operating during such period need not be approved.

ii.  When more than five percent (5%), or ten percent (10%) as noted below, of available Reserve Flight Attendants have been allocated to protect that day’s known open flying during the last four (4) days of the month, the pattern(s) requested to be picked up shall also be scheduled to depart during the last four (4) days of the month.

(b)     A request to trade a pattern(s) that is scheduled to operate on a holiday (as defined in Section 2.LL. of this Agreement) or that is scheduled to operate on a weekend (0600 Friday through 2400 Sunday) shall be granted provided no greater than five percent (5%), or ten percent (10%) as noted below, of available Reserve Flight Attendants are allocated to protect that day's known open flying.

NOTE: The ten percent (10%) allocation shall apply whenever a lower value trade on a specific day is requested in combination with another pattern(s) and results in a higher projection.

(4)         His/Her pattern guarantee shall be reduced by the difference in the credit value of the patterns traded, in accordance with paragraph G.5. of this Section.

f.   One-Way Trades

A Flight Attendant holding a Regular line, Priority line or Reserve line may request to mutually trade a pattern on his/her line with another Flight Attendant at any base without receiving a corresponding pattern inreturn, subject to the following:

(1)         The Flight Attendants trading the pattern shall each submit such request through CENTRY or VRU no later than the Secondary Line Adjustment Period (SLAP) of the day prior to the scheduled departure of the pattern. The request shall be processed during the next Primary Line Adjustment Period (PLAP) or Secondary Line Adjustment Period (SLAP), as applicable;

(2)         Same base One-Way Trades shall be processed as Open Trades as specified in 6.G.4.g., below;

(3)         Any time picked up as the result of a One-Way Trade shall not count toward any legalities other than those required by the FAR;

(4)         A Reserve Flight Attendant may request patterns via a One-Way Trade subject to the following:

(a) The pattern operates wholly on days off;

(b)     The pattern does not carry-in to the next bid month until after the next month’s schedule has been awarded;

(c) Pay and credit for the time added as the result of a One-Way Trade shall be isolated from his/her monthly projection for all scheduling purposes other than FAR compliance;

(d) Pay for One-Way Trades shall be at the Flight Attendant’s hourly incentive rate and shall offset any reserve guarantee otherwise earned within a month.

(5)Such adjustment shall not project either Flight Attendant more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(6)A pattern that is added to a Flight Attendant’s line shall:

(a) Result in an increase in his/her monthly maximum by ten hours (10:00) over his/her original monthly scheduled maximum, provided that the value of such pattern projects him/her over the original monthly scheduled maximum;

(b)     Increase his/her pay guarantee by the value of the pattern that has been added, subject to the provisions of paragraph G.5. of this Section.

(7)A pattern that is deleted from a Flight Attendant’s line shall decrease his/her pay guarantee by the value of the pattern that has been deleted, in accordance with paragraph G.5. of this Section.

g.  Open Trades

A Flight Attendant may post his/her pattern(s) as an Open Trade and allow CENTRY tomatch his/her request(s) with those of other participants at the same base requesting a similar trade, subject to the following:

(1)         Trades requests shall be submitted through CENTRY prior to 0000 of the day prior to the first affected pattern and shall be processed during the Primary Line Adjustment Period(s).

(2)         Such trades shall not project either Flight Attendant under fifty-two hours (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b) A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).

NOTE: Same base One-Way Trade(s) processed as Open Trades shall not be subject to the fifty-two hour (52:00) minimum as outlined in subparagraph (2), above.

(3)         A pattern that is traded shall result in an adjustment to a Flight Attendant’s pattern guarantee as provided in paragraph G.5. of this Section.

h.  Mutual Trades

A Flight Attendant may trade a pattern(s) with another Flight Attendant at his/her base, subject to the following:

(1)         Requests for pattern trades shall be submitted through CENTRY or VRU by each Flight Attendant requesting such trade and must be received by Crew Scheduling no later than three hours (3:00) prior to the departure of the earliest pattern involved. Such trades shall be processed immediately.

(2)     Such trades shall not project either Flight Attendant under fifty-two hours (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b)     A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).

(3)         A pattern that is traded shall adjust a Flight Attendant’s pattern guarantee as provided in paragraph G.5. of this Section.

i.   Line Trades

A Flight Attendant may trade his/her entire line with another Flight Attendant at his/her base, subject to the following:

(1)         Requests for entire line trades shall be submitted through CENTRY prior to 0000 of the last day of the previous bid month.

(2)         Such trades shall not project either Flight Attendant under fifty-two hours (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b) A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).

(3)         The value of the patterns on each line shall adjust each Flight Attendant’s pattern guarantee in accordance with paragraph G.5. of this Section.

j.   En Route Trades – Same Base

Flight Attendants from the same base may trade the balance of their patterns at layover stations or after their departure from base, subject to the following:

(1)         Each Flight Attendant shall contact Crew Scheduling to request such trade with sufficient time to allow for the completion of any governmental requirements but in no event shall such request be less than four hours (4:00) prior to an international departure. Such trade shall be processed immediately upon approval.

(2)         Such trades shall not project either Flight Attendant under fifty-two hours (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b)     A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).

(3)         A pattern that is traded shall adjust a Flight Attendant’s pattern guarantee as provided in paragraph G.5. of this Section.

(4)         Such trade shall not increase the credit or result in the loss of any scheduled on-duty periods of a Reserve Flight Attendant without the approval of Crew Scheduling.

(5)         Such trade shall not result in any additional costs to the Company that would not otherwise be incurred through a line trade as specified in subparagraph 4.i., above, without the approval of Crew Scheduling.

k.   En Route Trades – Different Bases

Flight Attendants from different bases may trade the balance of their patterns at layover stations or after their departure from base, subject to the following:

(1)         Each Flight Attendant shall contact Crew Scheduling to request such trade with sufficient time to allow for the completion of any governmental requirements but in no event shall such request be less than four hours (4:00) prior to an international departure. Such trade shall be processed immediately upon approval.

(2)         Such trades shall not project either Flight Attendant under fifty-two hours (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b)     A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).
(3)         A Flight Attendant who trades the balance of his/her pattern shall have his/her pattern guarantee reduced by the value of his/her new pattern.

(4)         Such trade shall not increase the credit or result in the loss of any scheduled on-duty periods of a Reserve Flight Attendant without the approval of Crew Scheduling.

(5)         Such trade shall not result in any additional costs to the Company that would not otherwise be incurred through a line trade as specified in subparagraph 4.i., above, without the approval of Crew Scheduling.

(6)         Both Flight Attendants shall have their patterns changed to reflect a downline release from duty at the point of termination of the last segment of the pattern which was added to his/her line.

(7)         For purposes of pay, credit and per diem, his/her duty and trip hour period shall end at the point of release specified in subparagraph k.(6), above. Such Flight Attendant shall be paid for the hours actually flown and credited within the pattern.

l.   Base Trades

A Flight Attendant may trade his/her line or a pattern(s) on his/her line with the line or a pattern(s) on the line of another Flight Attendant at another base, subject to the following:

(1)         Flight Attendants requesting such a trade must call Crew Scheduling to request the trade. The requested trade may be no later than two (2) days prior to the departure date of the first (1st) pattern(s) being traded.

(2)         Reserve lines, entire regular lines or lines that are of different categories, may be mutually traded provided the trade request is made no later than two (2) days prior to the beginning of the next bid month, and provided:

(a) A Purser qualified Flight Attendant whose line contains any Purser patterns may trade his/her line only with another Purser qualified Flight Attendant.

(b)     A line that contains a pattern(s) which requires a visa may be traded only with a Flight Attendant who is similarly qualified for such pattern(s).

(c)     A Language of Destination qualified Flight Attendant whose line contains any language designated patterns may trade his/her line only with a Language of Destination qualified Flight Attendant holding the same language qualification.

(3)         Such trades shall not project either Flight Attendant under fifty-two (52:00) or more than ten hours (10:00) over his/her original monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(a) A pattern that projects a Flight Attendant over his/her original monthly scheduled maximum shall result in an increase in his/her monthly scheduled maximum by ten hours (10:00) over the original monthly scheduled maximum.

(b)     A pattern that projects a Flight Attendant under his/her original monthly scheduled minimum shall result in a decrease in his/her monthly scheduled minimum to fifty-two hours (52:00).

(4)         Crew Scheduling shall process the trades immediately after both Flight Attendants have verbally verified their agreement to trade and each Flight Attendant must contact Crew Scheduling to confirm that such trade has been approved.

(5)         In the event a pattern(s) which has been mutually traded cancels, the Flight Attendant shall have the option of exercising the provisions of paragraph H. of this Section. Should he/she elect to be on time available, he/she may serve such time available obligation at either base and shall notify Crew Scheduling of such at the time of notification.

(6)         Flight Attendants whose requests for entire line trades have been approved shall utilize the Open Flying List at the base they have traded into for CENTRY trade requests.

(7)         Flight Attendants whose request(s) for less than an entire line trade has been approved shall utilize the Open Flying List at their original base for CENTRY trade requests.

(8)         Flight Attendants who have traded entire lines or a pattern(s) shall be responsible for any costs involved with commuting to the base of departure for the pattern(s) traded.

(9)         A pattern that is traded shall result in an adjustment to a Flight Attendant’s pattern guarantee as provided in paragraph G.5. of this Section.

m. Pattern Drop

A Flight Attendant may request to drop a pattern(s) on his/her line on a pattern by pattern basis, subject to the following:

(1)         Requests shall be submitted through CENTRY or VRU and shall be processed in accordance with the procedures set forth below:

(a) A Flight Attendant may enter a request for a Pattern Drop at any time and shall be required to indicate the specific pattern to be dropped on the CENTRY screen or VRU prompt.

(b)     Such requests shall be held until Pattern Drops are authorized by Crew Scheduling and shall be processed in seniority order.

(c) Requests shall be processed each day prior to the Secondary Line Adjustment Period (SLAP).

(d)     Patterns that depart during the next four (4) days following the processing date shall be eligible to be dropped.

(e) Crew Scheduling shall determine the number and length of pattern(s) that may be dropped through the creation of a “drop matrix”. The “drop matrix” shall indicate the number of pattern(s) and the length of each pattern(s) to be dropped.        

Example: The following is a “drop matrix” for the first (1st) day of the bid month:

DATE	BASE	1-day	2-day	3-day	4-day	5-day	6-day
02JUN	MSP	3	4	3	2	2	0
03JUN	MSP	3	2	2	1	1	1

In the example above, on 01 June, the Company shall drop:

     three (3) one-day patterns departing on 02JUN
     four   (4) two-day patterns departing on 02JUN
     three (3) three-day patterns departing on 02JUN
     two   (2) four-day patterns departing on 02JUN
     two   (2) five-day patterns departing on 02JUN
     zero   (0) six-day patterns departing on 02JUN
     three (3) one-day patterns departing on 03JUN
     two   (2) two-day patterns departing on 03JUN
     two   (2) three-day patterns departing on 03JUN
     one    (1) four-day pattern departing on 03JUN
     one    (1) five-day pattern departing on 03JUN
     one    (1) six-day pattern departing on 03JUN

(f) If a request is awarded, the requested pattern shall be dropped from the Flight Attendant’s line and replaced with a pattern drop indicator. Notification may be made via ACCESS or the VRU.

(g)     Crew Scheduling shall maintain the CENTRY “view only” screen, similar to the grid shown in subparagraph (1)(e), above, to indicate the potential of pattern drop(s). However, the screen shall be informational only as the final matrix shall not be developed until the Pattern Drops are actually processed.
(2)         His/Her guarantee shall be reduced by the hours equal to the value of the dropped pattern, in accordance with paragraph G.5. of this Section.

(3)         In the event a Flight Attendant who has dropped a pattern desires to make up such flying, he/she may submit a request through CENTRY and such request shall be processed as a Category 14, as provided in paragraph K. of this Section.

(4)         A Flight Attendant who has dropped a pattern may replace such hours lost through a withdrawal of the equivalent amount of hours from his/her flight hour bank.

n.  Overprojection Adjustments

A Flight Attendant who has returned to his/her base upon the completion of a pattern which was not rescheduled and whose accumulated credited hours plus his/her projected remaining scheduled credited hours for the month exceeds his/her actual monthly maximum buffer shall have the option to submit a request for an adjustment to his/her line through CENTRY. Such request shall be subject to the following:

(1)         If the pattern requested to be dropped is scheduled to depart within the next twenty-four hours (24:00) after his/her return to base, the Flight Attendant may notify Crew Scheduling by phone. Such notification to adjust must be made no later than four hours (4:00) prior to the scheduled departure time of the pattern requested to be dropped.

(2)         If the pattern requested to be dropped is scheduled to depart more than twenty-four hours (24:00) after his/her return to the base, the Flight Attendant shall submit such request for adjustment through CENTRY or VRU.

(3)         The Flight Attendant requesting such adjustment must contact Crew Scheduling at least four hours (4:00) prior to departure time of the pattern he/she requested to be dropped to ensure an adjustment was made.

(4)         Any request for an overprojection adjustment must be made within twenty-four hours (24:00) after return to base from the pattern which causes such overprojection or no adjustment shall be made by Crew Scheduling.

(5)The Flight Attendant may drop any pattern from his/her line, provided:

(a)Such pattern projects his/her line below his/her monthly scheduled maximum and above his/her monthly scheduled minimum, and:

i.   If more than one (1) pattern satisfies such requirement, the adjustment shall first be made with any pattern that does not operate over Christmas or depart during the last four (4) days of the month;

ii.  If all remaining pattern(s) that satisfies such requirement operate over Christmas or depart during the last four (4) days of the month, the adjustment shall first be made with a pattern which departs during the last four (4) days; then the pattern which operates over Christmas.

(b)If there are no remaining pattern(s) that projects his/her line below his/her monthly scheduled maximum and above his/her monthly minimum, then:

i.   The adjustment shall first be made with the pattern of the lowest value that projects his/her line below his/her monthly scheduled maximum and which does not operate over Christmas or depart during the last four (4) days of the month; then a pattern which departs during the last four (4) days; then the pattern which operates over Christmas.

ii.  If all of the patterns with the identical lowest value operate over Christmas or depart during the last four (4) days of the month, the adjustment shall first be made with the pattern which departs during the last four (4) days of the month; then the pattern which operates over Christmas.

iii. If a single pattern of the lowest value will not project his/her line under his/her monthly scheduled maximum, the adjustment shall first be made with the fewest number of patterns that do not operate over Christmas or depart during the last four (4) days of the month. Otherwise, the adjustment shall first be made with the pattern which departs during the last four (4) days of the month; then the pattern which operates over Christmas.

NOTE: A Flight Attendant may request and shall be granted, subject to the approval of Crew Scheduling, the option to drop any pattern on his/her line regardless of the above requirements.

(6)         A Flight Attendant who drops a pattern as a result of an overprojection adjustment shall have his pattern guarantee reduced by the credit value of such pattern, in accordance with paragraph G.5. of this Section.

o.   Overprojection Maintenance

(1)         A Flight Attendant whose accumulated credited time plus projected remaining credited time for the month exceeds his/her monthly actual maximum may elect to maintain and fly out the balance of his/her line without an adjustment as provided in subparagraph n.(4), above, by not submitting a request through CENTRY for an overprojection adjustment.

(2)         A Flight Attendant whose accumulated credited time plus projected remaining credited time for the month exceeds his/her monthly actual maximum limitation due to a rescheduling or a month end carry-in caused by a rescheduled transition pattern which is a substitution for an originally scheduled pattern may elect to maintain the balance of his/her line without an adjustment.

p.  Pattern Segment Release

A Flight Attendant who is scheduled to work or be pattern positioned to his/her base on the last segment of his/her pattern, may request to be released from the pattern at the downline location from which the last segment is scheduled to operate.

(1)         Such request shall be granted on a first come, first served basis provided:

(a) Such request is made no earlier than one hour (1:00) and no later than fifteen minutes (0:15) prior to scheduled departure by contacting Crew Scheduling.

(b)     The Flight Attendant is not required on the segment for staffing purposes.

(c) All Flight Attendants scheduled to work the segment are present at the aircraft at the time the call is made.

(2)         A Flight Attendant granted such request shall have his/her pattern changed to reflect a downline release from duty.

(a) For purposes of pay, credit and per diem, his/her duty period shall end at the time the release is granted. Such Flight Attendant shall be paid only for the hours actually flown and credited within the duty period.

(b)     Duty Period Credit and Trip Hour Credit shall continue to accrue until the time of the release.

(3)         Nothing in this Section shall change the ability of deadhead or deadhead work Flight Attendants to request and be granted delayed deadhead as provided in paragraph N.3. of this Section.

q.  Month 1 to Month 2 Conflicts

A request to trade for or pick up a pattern that originates in month 1 which results in a conflict with a pattern in month 2, shall be approved only under the following circumstances:

(1)         The request for the pattern in month 1 reduces the Flight Attendant’s time available obligation in month 1, and

(2)         The request is a “specific” request for an upward adjustment or a higher value trade.

NOTE: If a request to drop or trade a pattern in month 1 results in a conflict in month 2, the pattern dropped in month 2 shall not be included for the purposes of pattern guarantee in month 2.

r.  Sick Leave Make Up

A Flight Attendant may request to make up past sick time (including FMLA sick time) on a pattern by pattern basis, subject to the following provisions:

(1)Such request shall be submitted through CENTRY and shall be processed during the applicable line adjustment period(s).

(2)Such adjustment shall not project his/her line over his/her monthly scheduled maximum, conflict with another pattern or create a legality conflict on his/her line.

(3)He/She shall designate in CENTRY the sick event(s) that he/she is electing to make up.

(4)The credit value of the sick time being made up shall be reduced by the value of the pattern picked up.

(5)His/Her pattern guarantee shall not reflect the additional increase of hours as a result of such make up.

(6)The provisions of this Section shall have no effect on the handling of sick time under the provision of the Company’s Performance Development Program.

5.  Adjustment to Pattern Guarantee

A Flight Attendant who has requested a line adjustment shall have his/her pattern guarantee reflect an adjustment of an increase or decrease as follows:

a.  A Flight Attendant who increases his/her monthly credited hours as a result of a line adjustment for greater hours shall have his/her pattern guarantee increased by an amount equivalent to the additional value of the pattern, provided he/she has not previously reduced his/her pattern guarantee in accordance with subparagraph 5.b., below, and paragraph H.6. of this Section. Such line adjustments shall include:

(1)         Upward adjustments

(2)         All trades for a higher value pattern(s)

(3)         One-Way Trades

(4)         Mutual, En Route, Line or Base Trades

b.  A Flight Attendant who decreases his/her monthly credited hours as a result of a line adjustment for lesser hours shall have his/her pattern guarantee reduced by an amount equivalent to the value of the pattern. Such line adjustments shall include:

(1)         All trades for a lower value pattern(s)

(2)         Pattern Drops

(3)         Overprojection adjustments

(4)         One-Way Trades

(5)         Mutual, En Route, Line or Base Trades

NOTE: Once a Flight Attendant’s pattern guarantee for a given month has been reduced, subsequent increases in his/her credited hours shall not result in an increase to his/her pattern guarantee.

c.  A Flight Attendant whose accumulated credited hours exceeds his/her monthly actual maximum as provided in subparagraph 4.o.(2), above, shall have his/her pattern guarantee increased by an amount equivalent to the additional accumulated hours, provided he/she has not previously reduced his/her pattern guarantee in accordance with subparagraph 5.b., above.

H.  Time Available Provisions

1.  General

A Flight Attendant may become time available when his/her monthly projection is less than his/her pattern guarantee due to circumstances outside of his/her control, including, the following:

a.  A rescheduling or cancellation of his/her pattern

b.  An adjustment due to a legality conflict in weekly, daily or rest limitations

c.  A Priority line award

d.  An error in his/her PBS award

e.  A permanent transfer

f.   A return to flight status after the bid deadline

g.  A Flight Attendant “No Show” or “Unable to Commute”.

NOTE: A Flight Attendant who is time available as a result of a “No Show” or “Unable to Commute” shall not be pattern guaranteed for the hours lost as a result of subparagraph 1.g., above.

2.  Time Available Option

A Flight Attendant holding a Regular line or Priority line which is projected under his/her pattern guarantee in accordance with subparagraph 1., above, shall have the option to accept or decline any time available opportunity, subject to the provisions below. The Flight Attendant shall advise the Company of his/her time available decision at the time he/she has been notified of an underprojection of his/her pattern guarantee.

a.  A Flight Attendant who loses a pattern, or a portion of a pattern, which is scheduled to operate over the end of a month (including transition patterns) shall be afforded the following:

(1)         He/She may elect to accept or decline a time available opportunity for the value of the hours lost during the current month.

(2)         He/She may elect to accept or decline a time available opportunity for the value of the hours lost during the following month, provided the loss of such hours occurs after the month’s PBS bid award. Should such loss occur prior to the bid award, no loss of hours shall be incurred for the following month.

b.  A Flight Attendant who elects to accept a time available opportunity (except when caused by a “No Show” or “Unable to Commute”) shall not be subject to the limitations on selection of open flying in accordance with paragraphs G.4.c.(4), G.4.d.(4), G.4.e.(3) and G.4.q. of this Section, provided a current or future time available obligation remains.

NOTE: A Flight Attendant shall be required to fulfill his/her time available obligation only at his/her base, except as provided in paragraph G.4.l.(5) of this Section.

c.  A Flight Attendant who elects to decline a time available opportunity shall have the option to request flying through CENTRY and shall be subject to the limitations on selection of open flying in accordance with paragraphs G.4.c.(4), G.4.d.(4), G.4.e.(3) and G.4.q. of this Section.

d.  When operationally critical, a Flight Attendant may be required by Crew Scheduling to accept a time available opportunity, subject to the provision of Letter of Agreement 17.

3.  Determining Time Available Days

Time available days shall be determined as follows:

a.  When due to a loss of a pattern, or a portion of a pattern, such time available day(s) shall be scheduled on the same day(s) on which the pattern was scheduled to operate. Alternate day(s) may be requested and shall be subject to the approval of Crew Scheduling.

b.  When a Flight Attendant’s original line value has not been completed with pattern(s) equal to at least his/her monthly scheduled minimum, such time available day(s) shall be calculated at three hours and twenty minutes (3:20) per day until he/she is projected to at least the monthly minimum hours.

4.  Selection of Time Available Days

A Flight Attendant who has accepted a time available opportunity due to an original line value which has not been completed with pattern(s) shall submit request(s) for any time available day(s) through CENTRY prior to 0000 of the day prior to the first (1st) day of the bid month. Such time available day(s) shall be designated on a day(s) which will avoid exceeding the daily, weekly and rest limitations provided in Section 5 of this Agreement.

5.  Time Available Provisions for Recovery Flying

A Flight Attendant who elects to accept time available shall be subject to recovery flying in accordance with the following provisions:

a.  He/She may request recovery flying through CENTRY in order to satisfy his/her time available obligation. Such request shall be processed in accordance with paragraph K. of this Section, subject to the following:

(1)         A request(s) for recovery flying which operates wholly or partially within the time available period must fully satisfy such time available obligation.

(2)     If he/she has more than one (1) time available obligation period, any CENTRY requests for recovery flying that operates outside of a time available period shall indicate which time available period(s) is to be fulfilled. In the event such request(s) are submitted without the applicable indication, the time available period of the lowest value shall be fulfilled

first.
(3)         If he/she has not been awarded sufficient flying through a CENTRY request(s) that recovers all of his/her guarantee, he/she shall be subject to further assignment by Crew Scheduling on any remaining time available day(s).

b.  If he/she has not been awarded recovery flying through CENTRY, he/she shall be required to be available for assignment and contact by Crew Scheduling between the hours of 0900 and 1700, base local time, on each time available day.

c.  Recovery flying that is assigned by Crew Scheduling shall not be assigned any earlier than the Secondary Line Adjustment Period (SLAP) immediately preceding the Flight Attendant’s first (1st) day of time available.

d.  All patterns that are assigned by Crew Scheduling and which are not a result of a CENTRY request by the Flight Attendant shall be scheduled to operate wholly within the day(s) of the time available obligation, unless otherwise approved by such Flight Attendant. Such approval may be submitted in advance through CENTRY or at the time of contact by Crew Scheduling.

e.  Recovery flying assigned by Crew Scheduling shall be made in the following order:

(1)         A single pattern of the lowest value which operates over the fewest days and which fully satisfies the time available obligation;

(2)         Multiple patterns which fully satisfies the time available obligation;

(3)         A single pattern or multiple patterns which partially satisfies the time available obligation.

f.   He/She shall no longer be considered a time available Flight Attendant once he/she has been awarded or assigned sufficient flying that satisfies his/her time available obligation or has no future remaining time available day(s) or his/her monthly projection is equal to or greater than his/her pattern guarantee.

g.  In lieu of recovery flying, he/she may elect to satisfy his/her time available obligation through a withdrawal of the equivalent amount of hours from his/her flight hour bank.

6.  Pattern Guarantee Provisions for Time Available

The following pattern guarantee provisions shall apply when a Flight Attendant has been affected by a loss of a pattern or a portion of a pattern:

a.  A Flight Attendant who elects to accept a time available opportunity shall maintain any applicable pattern guarantee for the credit value of the hours lost

b.  A Flight Attendant who elects to decline a time available opportunity shall have any pattern guarantee associated with the pattern reduced by the credit value of the hours lost.

c.  A Flight Attendant who is unavailable for assignment on a required time available day shall have his/her pattern guarantee reduced by the credit value of the hours associated with the time available obligation.

NOTE: Once a Flight Attendant’s pattern guarantee for a given month has been reduced, subsequent increases in his/her credited hours shall not result in an increase of his/her pattern guarantee.

7.  Pattern Assignment Provisions

a.  A Flight Attendant who receives notification of a cancellation of his/her pattern on the day prior to the day the pattern was scheduled to depart may advise Crew Scheduling of his/her request for assignment to specific patterns or types of flying desired for the day such pattern was scheduled to depart.

(1)         Crew Scheduling shall notify Flight Attendants of the pattern cancellation in seniority order. However, such assignment may be accomplished on a "first reached" basis.

(2)         If a request cannot be accommodated or the Flight Attendant has not requested assignment, he/she shall be assigned open flying in accordance with paragraphs K.5., K.6. and K.8. of this Section. Assignment request(s) for any subsequent time available day(s) shall be submitted through CENTRY prior to the next line adjustment period.

b.  A Flight Attendant who receives notification of a cancellation of his/her pattern after reporting at his/her base on the day such pattern was scheduled to depart shall be subject to the following procedures:

(1)         Each Flight Attendant shall contact Crew Scheduling as soon as possible after receiving notification to accept and/or decline a time available opportunity and shall obtain information concerning options available and patterns which are available in open flying.

(2)         At the time of the pattern cancellation, Flight Attendant(s) who have elected to accept a time available opportunity may select open flying which departs the same day or the following day in seniority order, and if operationally necessary, shall be assigned such flying in reverse seniority order. Assignment of open flying departing the same day shall take precedence over open flying departing the following day.

(3)         If operational needs permit, such Flight Attendants may instead be given the option to request any recovery flying through CENTRY prior to the next line adjustment period.

8.  Release from Time Available

A Flight Attendant who has fulfilled his/her time available obligation through sufficient recovery flying or has no future remaining time available day(s), or whose projected monthly credited hours are equal to or greater than his/her pattern guarantee, shall be released from time available status.

9.  Right of Refusal to Pattern Assignment

a.  A time available Flight Attendant may refuse to accept an assignment to a pattern(s) of which the scheduled credited time, when added to his/her accumulated credited time plus his/her other remaining scheduled credited time, would project him/her over his/her monthly actual maximum.

b.  If an assignment interferes with the Flight Attendant's regularly scheduled pattern(s) such Flight Attendant may refuse the assignment, unless the assignment is a Category 19 assignment in accordance with paragraph K. of this Section.

10.         Time Availability Following a “No Show” or “Unable to Commute”

a.  A Flight Attendant who “No Shows” or is “Unable to Commute” for his/her scheduled flight may elect to be time available for the day(s) the original pattern(s) operated. However, he/she shall have his/her pattern guarantee reduced by the credit value of the hours lost.

b.  Such Flight Attendant who elects time available may request to fulfill such obligation through open flying as a Category 5.

c.  He/She shall be subject to assignment of open flying as a Category 8.

I.  Premium Pay Pattern(s)

The Company may designate, and post in advance, a pattern(s) in open flying as a Premium Pay Pattern (PPP). A Flight Attendant awarded such designated pattern(s) shall be paid the value of the Premium Pay Pattern, plus an additional twenty-five percent (25%) at the Flight Attendant’s applicable incentive rate of pay. Flight Attendants may request such flying at any time, subject to the following:

1.      Requests must be submitted as an upward adjustment or reserve increase adjustment and may be entered at any time through CENTRY or VRU. Such requests shall be processed and awarded in seniority order during the applicable line adjustment period(s) (PLAP and/or SLAP).

2.  A Flight Attendant may cancel his/her request for Premium Pay Pattern(s) through CENTRY prior to the applicable line adjustment period(s) (PLAP and/or SLAP). He/She may submit another request through CENTRY or the VRU at any time thereafter.

3.   Pattern(s) designated as PPP shall be awarded as specified in 6.K. of this Section. However, to be eligible for the premium pay override, a Regular Flight Attendant must be projected to at least the monthly minimum hours or greater at the time the Premium Pay Pattern(s) is awarded.

4.   All hours awarded or assigned as a Premium Pay Pattern(s) to a Regular Flight Attendant shall be isolated and calculated separately from his/her monthly projection for purposes of line adjustments.

5.   A Reserve Flight Attendant may request Premium Pay Pattern(s) at any time, subject to the following provisions:

a.    Premium Pay Pattern(s) that is awarded to him/her shall be scheduled to operate wholly within his/her Planned Day(s) Off (PDO). Such hours shall be isolated and calculated separately for purposes of reserve assignments and legality calculations and shall be paid in addition to any applicable reserve guarantee as provided in Section 7.K. of this Agreement.

b.   In the event a Premium Pay Pattern(s) is subsequently rescheduled and operates over a combination of both PDO and previously scheduled on-duty period(s), all hours in the pattern(s) shall be isolated and calculated separately for purposes of reserve assignment(s) and legality calculations and shall be paid in addition to any applicable reserve guarantee as provided in Section 7.K. of this Agreement. In such case, he/she shall not be required to add an additional on-duty period(s) to his/her Reserve line as a result of being rescheduled into his/her previously scheduled on-duty period(s). However, off-duty period(s) affected as a result of such rescheduling shall not be replaced.

c.  Premium Pay Pattern(s) shall be processed and awarded to Reserve Flight Attendants as a reserve increase adjustment during the Secondary Line Adjustment Period (SLAP) prior to day the pattern is scheduled to operate.

6.  A pattern designated as a Premium Pay Pattern that is awarded to a Flight Attendant as a result of a request other than as an upward adjustment or reserve increase adjustment shall lose its Premium Pay Pattern designation and shall be awarded and paid as a regular pattern.

7.  The Company may remove a PPP designation from a pattern on the Open Flying List at any time. However, once awarded a Premium Pay Pattern, such pattern shall retain its PPP designation provided it remains on the Flight Attendant’s schedule.

8.  A Premium Pay Pattern that is traded to another Flight Attendant shall lose its PPP designation and neither Flight Attendant shall be eligible for premium pay.

9.  In the event a previously awarded Premium Pay Pattern is returned to open flying by a Flight Attendant, the Company may remove its PPP designation should it be determined that such designation is no longer needed. Such pattern shall then be posted and awarded as a regular pattern.

J.  Line Adjustment Process

1.  Prior to the assignment of open flying, the following line adjustments shall be processed during the applicable line adjustment period(s):

a.  Overprojection adjustments

b.  Reserve PDO replacements

c.  Pattern Drops

d.  Downward adjustments

e.  Mutual trades

2.  Following the assignment of open flying, the following line adjustments shall be processed during the applicable line adjustment period(s):

a.  Open Trades

b.  One-Way Trades

c.  Reserve individual trades

d.         Reserve GDO selection

K.  Categories of Assignment for Open Flying

Open flying at a base shall be awarded or assigned to Flight Attendants in the following order of categories:

1.  Flight Attendants who are required to complete their line to at least the monthly minimum hours due to PBS resolutions (including Priority lineholders) and Flight Attendants affected by an error in assignment, and who are pay guaranteed and requesting flying (in seniority order).

2.  Time Available Flight Attendants who have lost a pattern or a portion of a pattern due to a transition, or a transition pattern or a portion of a transition pattern, and who arepattern guaranteed, are on a required time available day and/or have a future time available day and are requesting flying (in seniority order).

3.  Time Available Flight Attendants who are pay guaranteed and who are on a required time available day and/or have a future time available day and are requesting flying (in seniority order).

4.  Short Line Flight Attendants who are requesting to complete their lines to at least the monthly minimum or are on a SLR day or have a future SLR day and are requesting flying (in seniority order).

5.  Time Available Flight Attendants who are not pattern guaranteed and who are on a required time available day and/or have a future time available day and are requesting flying (in seniority order).

6.  Time Available Flight Attendants who are pay guaranteed and who are on a required time available day and who are not requesting flying (in reverse seniorityorder).
7.  Short Line Flight Attendants who are on a required SLR day and who are not requesting flying (in seniority order).

8.  Time Available Flight Attendants who are not pattern guaranteed and who are on a required time available day and/or have a future time available day and are not requesting flying (in reverse seniority order).

9.  Flight Attendants requesting flying in order to increase the credit value of their line through an upward adjustment and who are not dropping patterns to accommodate the additional flying (in seniority order).

10.         Flight Attendants who are requesting flying in order to make up past sick leave, union leave, unpaid FMLA leave or past family emergency leave (in seniority order).

11.         Flight Attendants who are requesting flying in order to make up past sick leave, union leave, unpaid FMLA leave or past family emergency leave in combination with a higher value trade (in seniority order).

12.         Flight Attendants who are requesting to trade a pattern(s) on his/her line with a pattern(s) of greater or equal total value (in seniority order).

13.         Flight Attendants who are requesting to trade a pattern(s) on his/her line with a pattern(s) of lesser value (in seniority order).

14.         Flight Attendants who are requesting flying in order to make up Pattern Drops and any other type of leave of absence not covered in Categories 10 or 11, above (in seniority order).

15.Reserve Flight Attendants who are requesting flying as a reserve increase adjustment in accordance with paragraph G.4.b., above.
    
16.All Reserve Flight Attendants in the order of assignment in accordance with Section 7.D.2. of this Agreement (within SILO in the order of: Ready Reserves on an on-duty day, Ready Reserves requesting Will-Fly, Regular Reserves on an on-duty day, Regular Reserves requesting Will-Fly).

17.Reserve Flight Attendants on a PDO (in reverse seniority order).

18.The most junior Flight Attendant who can be contacted and can accommodate such flying without adjustment to his/her line (in reverse seniority order).

19.The most junior Flight Attendant who can be contacted exclusive of those on GDO (in reverse system seniority).

20.Managers and instructor employees.

EXCEPTION: Flying which becomes open within four hours (4:00) of the scheduled report time need not be filled in accordance with the above Categories 1 through 20; however, Crew Scheduling shall follow the above to the extent practical.

NOTE: Once a Flight Attendant has been assigned open flying, such assignment shall be considered final. Such Flight Attendant may not be removed from such assignment to make the pattern available to a more senior Flight Attendant who has become time available in the interim or for a more desirable pattern that may become open later. Nothing herein is intended to preclude correction of an error in assignment.

a.  When an error in assignment occurs and there is sufficient time to correct the error, the Flight Attendant who was erroneously not awarded or assigned the pattern shall select from the following options:

(1)         Be placed on the pattern he/she should have been awarded.

(2)         Work with Crew Scheduling to select another pattern(s) from open flying that will satisfy his/her original CENTRY request.

(3)         Submit a new request through CENTRY, which shall be processed as a Category 1, as provided in paragraph K. of this Section.

b.  Should the Flight Attendant elect option a.(1), above, the Flight Attendant who was erroneously awarded or assigned the pattern(s) shall be removed and shall be allowed to then select from the following options:

(1)         Be placed on his/her original pattern(s), provided the pattern(s) have not been previously awarded or assigned.

(2)         Work with Crew Scheduling to select another pattern(s) from open flying that will satisfy his/her original CENTRY request.

(3)         Submit a new request through CENTRY, which shall be processed as a Category 1, as provided in paragraph K. of this Section.

c.  When an error in assignment occurs and there is insufficient time to correct an error, the Flight Attendant who was erroneously not awarded or assigned the pattern shall receive pay and credit for the pattern he/she should have been awarded or assigned or for the pattern flown, whichever is greater.

L.  Rescheduling

1.  General

The Company shall attempt to minimize the rescheduling or removal of Flight Attendants from their scheduled patterns. However, when it is necessary to be rescheduled, a Flight Attendant may be rescheduled at his/her base, layover station or en route based on the following criteria:

a.  At Base Station:

(1)         If a Flight Attendant’s originating outbound flight from his/her base cancels, but only if he/she can be positioned to operate the remainder of his/her pattern, except as provided in Section 5.A.9.d. and 5.B.10.d. of this Agreement.

(2)         Due to a change or delay of a flight(s) within his/her pattern.

(3)         Due to a need for coverage for another flight operation caused by the unavailability of its scheduled crew or a Reserve Flight Attendant(s).

(4)         In order to fulfill necessary staffing grid requirements or to prevent a delay in the departure of a flight.

b.  En Route or at Layover Station:

(1)     Due to a change or a delay in a flight(s) within his/her pattern and he/she will not be able to operate a portion of such pattern as originally scheduled.

(2)         Due to a need for coverage for another flight in order to ensure its timely operation.

(3)         In order to fulfill necessary staffing grid requirements.

2.  Advance Rescheduling

When it becomes necessary to reschedule Flight Attendants in advance, such rescheduling shall be accomplished as follows:

a.  The Company shall attempt to keep common crews intact and shall first attempt to identify for rescheduling Flight Attendants other than members of the common crew originally scheduled to work the flight.

b.  When a rescheduling occurs and the pattern is changed four hours (4:00) or more prior to scheduled departure, Crew Scheduling shall attempt to contact the Flight Attendants and offer the rescheduling in seniority order among the Flight Attendants who have been identified to be rescheduled. The rescheduling shall be forced in reverse seniority order.

NOTE: "Identification" for rescheduling purposes means that a Flight Attendant's line may be changed without exceeding daily, weekly and monthly maximums, on-duty limitations or conflicting with planned absences.

c.  In the event a Flight Attendant is ineligible for rescheduling under subparagraph 2.b., above, a Flight Attendant shall have the option to decide whether to accept such rescheduling and adjust his/her line later. His/Her guarantee shall be adjusted in accordance with paragraph G.5. of this Section.

d.  Crew Scheduling shall make one (1) phone call attempt per identified Flight Attendant and continue in seniority order. If no contact can be made, a message shall be left on the Flight Attendant's telephone recorder/facsimile and a Company electronic mail shall be sent advising that an offer of rescheduling was attempted.

e.  In the event that a flight's original crew consists of Flight Attendants scheduled to work and Flight Attendants scheduled to "deadhead work", the working Flight Attendants shall work the flight and the rescheduling shall be offered in seniority order to the "deadhead work" Flight Attendants who are identified to be rescheduled, as defined in subparagraph 2.b., above.

f.   In the event the rescheduling involves a month-end transition pattern(s) due to a downward equipment substitution, reduction in Flight Attendant complement or a change in work status, such Flight Attendant(s) shall be removed in reverse seniority order.

g.  When a rescheduling occurs and the pattern is changed less than four hours (4:00) prior to scheduled departure or when there are no Flight Attendants electing rescheduling as provided in subparagraph 2.b., above, rescheduling shall be accomplished among those Flight Attendants who are identified for rescheduling in the following order:

(1)         Reserve Flight Attendants;

(2)         Regular Flight Attendants with a currenttime available obligation, in reverse seniority order;

(3)         All other Regular Flight Attendants, in reverse seniority order.

h.  A Regular Flight Attendant may not be rescheduled to a pattern which does not contain a portion of his/her original pattern without his/her agreement, except as provided in Section 5.A.9.d. and 5.B.10.d. of this Agreement.

NOTE: In the event the rescheduled pattern does not contain a portion of his/her original pattern, he/she may elect to remain on the rescheduled pattern or be removed from the rescheduled pattern, subject to the provisions of paragraphs G.5. and H. of this Section.

3.  En Route or Layover Station Rescheduling

When it becomes necessary to reschedule Flight Attendants at a layover station, such rescheduling shall be accomplished as follows:

a.  A Flight Attendant may submit a rescheduling request through CENTRY to indicate whether he/she prefers to be selected or bypassed for a rescheduling while at a layover station, subject to the following:

(1)         Such request may be submitted at any time prior to or during the bid month and shall be processed at least once daily.

(2)         Such request may be revised or cancelled at any time.

(3)         A request for rescheduling may indicate a preference for a specific destination and shall be submitted in accordance with the provisions of the current Flight Attendant CENTRY manual.

(4)         Such request shall be reviewed by Crew Scheduling prior to a rescheduling when time permits, in accordance with subparagraph 2., above.

b.  The Company shall attempt to keep common crews intact and shall first attempt to identify for rescheduling Flight Attendants other than members of the common crew originally scheduled to work the flight.

c.  When it becomes necessary to reschedule Flight Attendants at an en route or layover station, such rescheduling shall be accomplished in reverse seniority order among those Flight Attendants identified by the Company in accordance with subparagraph 2.b., above, and who are subject to such rescheduling. However, if time permits, such Flight Attendants shall be rescheduled in the following order, subject to subparagraph 3.b., above:

(1)         Flight Attendants identified for rescheduling in accordance with subparagraph 3.b., above, who have indicated a preference for a rescheduling through CENTRY, in seniority order;

(2)         Reserve Flight Attendants who have not indicated a preference for rescheduling, in reverse seniority order;

(3)         Time Available Flight Attendants who have a current or future time available obligation who have not indicated a preference through CENTRY for rescheduling, in reverse seniority order;

(4)         Regular Flight Attendants who have not indicated a preference through CENTRY for rescheduling, in reverse seniority order;

(5)         All other Flight Attendants who have not been identified for rescheduling, in the order of subparagraphs c.(1) through (4), above.

d.  Crew Scheduling shall attempt to return a rescheduled Flight Attendant to his/her base as soon as practical.

e.  If a Flight Attendant has been rescheduled away from his/her base he/she may trade his/her rescheduled pattern with another Flight Attendant from his/her base provided that both Flight Attendants agree and obtain the approval of Crew Scheduling. Flight legality rules shall apply to such pattern trades. Flight Attendants from different bases may trade en route reschedulings provided such trade does not result in any additional costs to the Company.

f.   A Flight Attendant who has been rescheduled while on his/her last pattern of the month and whose accumulated credited time and projected flight times of the rescheduled flights exceeds his/her monthly maximum, shall not be required to accept such rescheduling if the rescheduled flight time, excluding deadhead credit, exceeds the scheduled time of his/her original flight(s) by one hour (1:00) or more.

NOTE: A Flight Attendant may be rescheduled in excess of such one hour (1:00) when due to irregular operations, and such rescheduling is required to return him/her to his/her base. Such rescheduling shall be via a direct routing.

4.  Rescheduling Options

The following shall be available to a Flight Attendant who has been rescheduled:

a.  A Flight Attendant who has been rescheduled at or away from base and whose rescheduling projects him/her over his/her monthly maximum with no other limitations exceeded, may at his/her option, elect to downward adjust in accordance with paragraph G.4.n. of this Section. A Flight Attendant who elects to exercise this option must submit a request in CENTRY or VRU within twenty-four hours (24:00) of notification at his/her base or within twenty-four hours (24:00) of his/her return to base, of his/her intent to downward adjust. When the Flight Attendant's next scheduled departure falls within the twenty-four hour (24:00) period, such notification to Crew Scheduling must occur no later than six hours (6:00) prior to the scheduled departure. The Flight Attendant must thereafter call Crew Scheduling to verify that this adjustment was made. Should the Flight Attendant make no request to adjust his/her line, Crew Scheduling shall not adjust his/her line.

b.  A rescheduled Flight Attendant who exercises the option to downward adjust may elect from the following options:

(1)         Accept time available and be pattern guaranteed for the credit value of the hours lost as provided in paragraph H.6. of this Section.

(2)         Decline time available and have his/her pattern guarantee adjusted in accordance with paragraph H.6. of this Section. He/She shall have the option to upward adjust his/her line at a later date as a Category 9, as provided in paragraph K. of this Section.

c.  A Flight Attendant who has been rescheduled at or away from his/her base or whose pattern(s) have changed on his/her line due to factors outside his/her control, and who will exceed Federal Aviation Administration (FAA) or other governmental required limitations other than monthly limitations shall not have the option to maintain the balance of his/her line. If the Flight Attendant has not notified Crew Scheduling of his/her intent to adjust his/her line within twenty-four hours (24:00) of his/her return to base from a rescheduled pattern or within twenty-four hours (24:00) of notification of a rescheduled pattern, Crew Scheduling shall make the necessary adjustment(s) and shall notify the Flight Attendant of the adjustment(s) made and the option(s) available in accordance with subparagraph b., above.

5.  Order of Removal from Bid Pattern

A Regular Flight Attendant 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 that pattern or credited time of the pattern flown, whichever is greater. If it is necessary to remove a Flight Attendant from such a pattern for protection of another pattern, the most junior Flight Attendant on such pattern shall be removed.

6.  Release from Duty

After a Flight Attendant has reported for duty at his/her base station and it appears that the flight to which he/she is assigned will be delayed for more than four hours (4:00), he/she may request from a Crew Scheduler to be relieved from duty. Such Flight Attendant shall be relieved if a Reserve Flight Attendant can be made available for assignment to take the delayed flight in time for its departure time. The Flight Attendant shall remain available for duty until such time as he/she is actually relieved by the Reserve Flight Attendant.

7.  Delayed International Flights from Base Stations

a.  In the event an international flight from a base station is delayed until the day after the day of scheduled departure, a Regular Flight Attendant assigned or awarded to that flight shall remain scheduled for such flight, provided he/she remains legal to operate the flight at the rescheduled departure time. Should such flight be subsequently delayed for an additional day(s), each Regular Flight Attendant shall have the option to remain with the flight for that day or be removed from the flight and accept or decline the time available opportunity.

b.  Once the delayed flight has been rescheduled for a next day departure, Regular Flight Attendants may request to be removed from the delayed flight. Such request shall be granted, in seniority order, up to the number of available Pattern Drops for the day of departure. Should no Pattern Drops remain available, such requests to be removed may be granted with the approval of Crew Scheduling. A Flight Attendant removed at his/her request shall not be entitled to a time available opportunity and pattern guarantee.

c.  Reserve Flight Attendants previously assigned to such flight prior to the delay shall remain scheduled for the delayed flight except when such delay causes a legality or other conflict with the Reserve Flight Attendant’s schedule. In such cases, the Reserve Flight Attendant shall contact Crew Scheduling to resolve any conflicts created by the delay.

8.  Unprotected Patterns

Whenever flights into a layover station are cancelled and result in unprotected patterns, such unprotected patterns shall be flown by previously cancelled Flight Attendants on a "first scheduled out, first out" basis.

9.  Turnaround Protection

Flight Attendants shall fly their regularly scheduled flights from layover stations providing their arrival at the layover station is at least thirty minutes (0:30) before such regular flight departs. If the inbound aircraft is a turnaround for the inbound Flight Attendant's regular return flight, the Flight Attendant shall remain scheduled for the return flight even though the turnaround is less than thirty minutes (0:30).

10.         Requirement to be Available

Each Flight Attendant shall be reasonably available while at layover stations.
        
M. Transition Patterns

1.  General

The monthly bid analysis shall include all month-end transition patterns which are the result of changes in flight segment times, aircraft equipment changes, Flight Attendant complement changes, layover changes, hotel changes, transportation changes or any other changes to the original pattern.

With the exception for the month-end of December and all DC9 aircraft, all transition patterns shall be scheduled to operate within the same days as posted originally on the previous month’s bid analysis.

NOTE: The exception for the DC9 aircraft shall be eliminated should Flight Attendants and pilots no longer be co-paired on the DC9.

2.  Notification of Change

Crew Scheduling shall notify each Flight Attendant who is affected by a change in a transition pattern which was not previously posted in the bid analysis.

3.  Change in Credit Value of Transition Pattern

A Flight Attendant whose original pattern is changed to a transition pattern shall be pay guaranteed for the credit value of his/her original pattern or transition pattern, whichever is greater, in accordance with paragraphs H.2. and H.6. of this Section.

4.  Rescheduled or Cancelled Transition Pattern

A Flight Attendant who loses a transition pattern, or a portion of a pattern, which is scheduled to operate over the end of the month shall be afforded the options provided in paragraph H.2. of this Section.

N.  Deadhead

1.  General

a.  A Flight Attendant may be required to deadhead on a flight but shall not be deadheaded on an aircraft which is required to be ferried by a pilot test crew because of mechanical problems on that aircraft, except upon clearance by the FAA.

b.  A Flight Attendant deadheading at Company request on Company aircraft shall be provided with positive space on a Y1/F2 pass authorization on international flights scheduled for over six hours (6:00), and a Y1/F6 pass authorization on all other international flights and all domestic flights.

c.  A Flight Attendant who becomes ill or injured while on his/her pattern shall be provided a positive space Y1 pass to return to his/her base, or at his/her option, to a Company station closest to his/her home. When such illness or injury occurs at an offline station, an offline positive space ticket shall be provided to the nearest point of connecting service by the Company. At the Company’s discretion, such offline positive space ticket may be provided to the Flight Attendant’s base or home.

2.  Early Deadhead (Report other than at Flight Attendant's Base Station)

A Flight Attendant who is assigned a pattern in which the first (1st) segment(s) consists of deadhead from base may request and with the approval of Crew Scheduling report directly to the departure city of the first (1st) non-deadhead segment. Such Flight Attendant shall be considered for pay and credit purposes as having deadheaded on the flight for which he/she was scheduled to deadhead. Flight Attendants requesting early deadhead shall be subject to the following:

a.  Requests for early deadhead must be made to Crew Scheduling no later than twenty-four hours (24:00) prior to the departure time of an online deadhead segment or immediately upon notification of assignment when notification is less than twenty-four hours (24:00). Requests for the early deadhead must be made to Crew Scheduling no later than seventy-two hours (72:00) prior to the departure time of an offline deadhead segment. Requests shall be immediately processed by Crew Scheduling.

b.  In the event that such Flight Attendant’s pattern is rescheduled and the first (1st) working segment of the pattern no longer originates in the downline location of the Flight Attendant, and there is insufficient time for the Flight Attendant to return to base prior to the departure of the pattern, the Company may elect to:

(1)         Reschedule the pattern so that the Flight Attendant resumes the balance of his/her pattern at the most practical opportunity. A Y1/F6 pass shall be provided. The Flight Attendant shall not be pattern guaranteed for any loss of hours.

(2)         Remove the Flight Attendant from the pattern.  The Flight Attendant may elect to:

(a)     Be returned to base and elect to accept time available status and be pattern guaranteed for the loss of hours, if applicable.  Such time available period shall be no less the number of days of the original pattern.  The Company shall provide a Y1/F6 pass;

(b)     Decline any time available opportunity.

c.  Such Flight Attendant shall be provided with a Y2/F6 pass authorization if he/she elects to deadhead early from his/her base and shall be provided a Y2/F6 pass authorization to deadhead back to base in the event the pattern is rescheduled.

d.  He/She shall arrive at the station of his/her first (1st) work segment in sufficient time to make his/her two hour and thirty minutes (2:30) to eight hour (8:00) call based upon the departure time of the scheduled deadhead segment. In addition, he/she shall contact his/her base at the appropriate report time based upon the departure time of the scheduled deadhead segment.

3.  Delayed Deadhead

A Flight Attendant who notifies Crew Scheduling at least twenty-four hours (24:00) prior to the departure of an international segment on which he/she intends to delay deadhead or at least four hours (4:00) prior to the departure of a domestic segment on which he/she intends to deadhead may request to deadhead on a flight which arrives at his/her base later than the flight on which he/she was scheduled or rescheduled to deadhead, subject to the following:

a.  Such request shall be approved if the remaining segments in his/her pattern are scheduled only for deadhead or deadhead work, and he/she is not required for any segments due to staffing requirements.

NOTE: Such authorization may be rescinded at any time prior to the departure of his/her deadhead flight should the Flight Attendant be required for rescheduling or due to the need for an additional Flight Attendant(s) on the originally scheduled deadhead or flight(s).

b.  He/She shall remain available for contact until the scheduled departure time of his/her scheduled deadhead flight.

c.  He/She shall not travel on any of the segments he/she was previously scheduled or rescheduled to deadhead.

d.  He/She shall receive pay and credit as having deadheaded on the flight for which he/she was scheduled or rescheduled to deadhead.

e.  A Y2/F6 pass authorization shall be provided for him/her to return to his/her base from his/her original deadhead station.

f.   The Company shall not be responsible for any additional expenses such as extra hotel rooms, meal expenses or transportation incurred by the Flight Attendant due to a delayed deadhead.

g.  Delayed deadhead arrangements shall not interfere with the remainder of the Flight Attendant's line.
h.  A Flight Attendant scheduled to deadhead on an offline carrier may delay such deadhead provided he/she has notified Crew Scheduling at least twenty-four hours (24:00) prior to the offline deadhead. He/She shall be allowed to retain his/her offline paper ticket to return to base on carriers that do not accept electronic tickets (e-tickets). Return tickets shall not be provided for delayed deadheading on carriers that accept e-tickets. Paper tickets which are not used for delayed deadheading must be returned to Inflight Services prior to the departure of the Flight Attendant’s next pattern.

4.  Deadhead vs. Deadhead Work vs. Pattern Positioning

Different indicators shall be used by Crew Scheduling in order to differentiate the different types of non-working flight status.

a.  Deadhead

A deadhead indicator shall mean that the Flight Attendant is not legal to work the segment. A passenger seat shall be booked for the flight in order to accommodate such deadhead position. Unless his/her pattern is rescheduled, he/she shall not be allowed to work a deadhead segment.

b.  Deadhead Work

A deadhead work indicator shall mean that the Flight Attendant is legal to work the segment based on the construction of the pattern, the position is not a staffing requirement and an adequate number of Flight Attendant jumpseats were not available at the time that the pattern was constructed. However, if a Flight Attendant jumpseat becomes available at or before the departure of the flight, he/she shall be required to work the segment provided it does not create a daily or weekly legality conflict on his/her line.

NOTE: Deadhead work is not applicable to weekly limitations (thirty-five in seven (35-in-7)). Therefore, a Flight Attendant shall ensure that working a deadhead work segment shall not create a legality conflict with any pattern(s) on his/her line.

c.  Pattern Positioning

A pattern positioning indicator shall mean that the Flight Attendant is legal to work the segment, the position is not a staffing requirement and Flight Attendant jumpseats were available at the time the pattern was constructed. Such Flight Attendant shall be required to work the segment, unless there are no Flight Attendant jumpseats available at the time of the departure of the flight. In such event, he/she shall deadhead as provided for a deadhead work status.

O.  Charter Assignments

When charter flights become available, such flights shall be assigned in the following manner:

1.  Passenger charter flying, absent specific charterer requests and except as noted in subparagraph 3., below, which are known at the time of the monthly bidding, shall be placed on the bid analysis and shall be available for bid by all Flight Attendants.

2.  Passenger charter flying, absent specific charterer requests, which are not known at the time of the regular monthly bidding, shall be placed on the CENTRY Open Flying List. Such open flying shall be assigned in accordance with the established procedures of paragraph K. of this Section.

3.  Passenger charter flying involving a special charterer's request for Flight Attendant staffing shall be handled in the following manner:

a.  The MEC President, or his/her designee, shall be notified in advance of any specific charter request.

b.  The MEC President, or his/her designee, shall be provided in advance of the pattern departure date, a list of all Flight Attendants selected to operate at specific charterer request.

c.  A Flight Attendant blocked for a Special Assignment Flight Attendant (SAFA) assignment shall not be removed from such assignment to fill a specific charterer request.

d.  Flight Attendants at the applicable base(s) shall be notified by Company bulletin of any charter flying conditioned on the charterer's request for Flight Attendants with specific qualification and/or character. All eligible Flight Attendants at the applicable base(s) shall be afforded the opportunity to interview for the charter flying positions.

e.  A copy of the bulletin distributed to the Flight Attendants shall be forwarded at the time of distribution to the MEC President, or his/her designee. The Company shall also provide the MEC President, or his/her designee, with a list identifying the Flight Attendants selected to perform the charter flying.

f.       In the event a passenger charter contract is conditioned on the charterer's request for a specific Flight Attendant(s) identified by name, a copy of the charterer's request and a list identifying the Flight Attendants requested to perform such charter flying shall be forwarded to the MEC President, or his/her designee.

4.  A Flight Attendant who has been awarded or assigned to a pattern which includes a charter for which the required report time is other than the standard report time as provided in paragraphs E.5.a.(1), E.5.a.(3), E.5.b.(1) and E.5.b.(3) of this Section shall receive the following pay for ground holding time:

a.  Thirty minutes (0:30) for an additional earlier report time of one minute (0:01) to thirty minutes (0:30) than the standard report time.

b.  One hour (1:00) for an additional earlier report time of thirty-one minutes (0:31) to one hour (1:00) than the standard report time.

P.  Purser

1.  One (1) Purser qualified Flight Attendant position shall be available for bid and award on all flights on which a Purser is required, as provided in Section 9 of this Agreement.

2.  On flights on which a Purser is required, the designated Purser qualified Flight Attendant shall be required to work the Purser position, as provided in Section 9 of this Agreement.

Q.  Lead Flight Attendant

On each flight that does not require a Purser, one (1) Flight Attendant shall be designated as the Lead Flight Attendant.

1.  The initial designation of the Flight Attendant who shall be the Lead Flight Attendant for an entire duty period shall be accomplished during the report period prior to the departure of the first (1st) flight in that duty period.

2.  The Lead Flight Attendant assignment for a given duty period shall be offered in seniority order, and then forced in reverse seniority order among those working crew members, excluding probationary Flight Attendants, with a common crew assignment for the entire duty period, subject to the following:

a.  In the event the initially designated Lead Flight Attendant is absent during the duty period, the lead assignment shall be offered and then forced anew for the remainder of the duty period in accordance with subparagraph 2., above.

b.  In the event only probationary Flight Attendants are assigned to the flight, the most senior Flight Attendant shall be designated as the Lead Flight Attendant.

c.  In the event there are non-probationary Flight Attendants scheduled to work a flight(s) on which there are also probationary Flight Attendants, a non-probationary Flight Attendant shall assume the Lead Flight Attendant position.

NOTE: In no event shall a Lead Flight Attendant position be available for bid on a flight when a Purser is working the same flight.
R.  Main Cabin Coordinator

The Main Cabin Coordinator shall be responsible to the Purser or Lead Flight Attendant and is responsible for the coordination of service in the main cabin on wide body aircraft.

1.  The initial designation of the Flight Attendant who will be the Main Cabin Coordinator for an entire duty period shall be accomplished during the report period prior to the departure of the first (1st) flight in that duty period. Such designation shall be made after the selection of the Purser or Lead Flight Attendant.

2.  The Main Cabin Coordinator assignment shall be offered in seniority order and then forced in reverse seniority order among those working crew members, excluding probationary Flight Attendants, with a common crew assignment for the entire duty period. In the event only probationary Flight Attendants are assigned to the flight, the second (2nd) most senior probationary Flight Attendant shall be designated as the Main Cabin Coordinator.