Source: www.unitedafa.org

As part of the company’s plan to modernize and update the fleet of aircraft, a substantial number of less fuel efficient 757-200 aircraft have been removed from the fleet over the course of the past year.  In their place, s-UA has begun to take delivery of the 737-900 aircraft (73B) as replacements.  As these aircraft come into the fleet, it is anticipated that these next generation, fuel efficient aircraft will be used on longer stage length flights in both the “trans-con” and “mid-con” markets. 

As we are aware over the past several months, the company has identified that an overage of Flight Attendants exists at ORD, LAX and DEN in large part due to the redeployment of aircraft in the domestic and international markets.  In the interim, flying continues to be assigned at all domiciles consistent with the requirements of our Contract to ensure lines are available for Lineholders.  Management has made a concerted effort to support the domicile/base populations at both subsidiaries during the period of time before a Joint Contract is in place.   As a result, at these domiciles where there is a population overage, we can expect to see longer trips and increased deadheading to position Flight Attendants to begin their flight assignments.  It has not gone unnoticed that this has changed the nature of the flying traditionally assigned at many locations. 

We are aware that Members at many locations are talking to their Local Schedule Committees about what is perceived to be a loss of turn flying, a reduction in the number less “hard time” (10 hour) two-day IDs, and a desire to see a reduction in the number of three and four day IDs.  In fact, many Local Schedule Committee Members have brought these issues to the attention of our MEC Central Schedule Committee (CSC) to be addressed with management. 

The MEC Central Schedule Committee has a long history of advocating for a variety of flying at every location.  We would expect to see 1-day, 2-day, 3-day and 4-day flying as well as high time turns, 5-hr turns, high-time two day IDs as well as the more traditional 10 hour two day flying.  While this advocacy continues each month and is expressed during review of the domestic flying assigned at each domicile, we also recognize the population imbalances at some locations present challenges in achieving this desired mix of flying.

At those locations where flying must be “moved into” the location to support the population living and flying from the location, an often unintentional consequence becomes the elimination of turn flying.  Because the location needs hours to support the population, the only alternative to “growing the number of departures from the location” is to add hours by increasing the time flown in each ID.  As a result, the segments that were once used to build turns are now being used to move Flight Attendants out into the system where they then are assigned “other” hours before returning back to the domicile – often days later.  We must understand that this is the “mathematical” solution that becomes necessary to support the Flight Attendant population at the location. While our Central Schedule Committee is supportive of the desire for this variety in flying at every location, we remain committed to ensuring our Members remain in the desired domicile locations.

To that end, when CSC reviews the domestic DSL, we look at the trips to see if 3 or 4 day trip can be broken into smaller segments keeping the hours at the location.  This is usually only possible if breaking the trip apart does not create any credit time and if the crew returns to (or flies back through) the domicile before the end of the trip.  To the extent this can be done, it is pursued.

During this time while our Joint Negotiations Committee works to secure a Contract base on Flight Attendants priorities we realize the challenges this presents.  The advocacy of our MEC Committees in addressing issues effecting Flight Attendants and the quality of their work life in ongoing.