CHAUTAUQUA AIRLINES REPUBLIC AIRLINE SHUTTLE AMERICA
2014-2018 TENTATIVE AGREEMENT FOR A COLLECTIVE BARGAINING AGREEMENT
Teamsters Local 357 PROFESSIONAL FLIGHT DECK CREWMEMBERS
TABLE of CONTENTS
ARTICLES PAGE
1 – Recognition and Scope p. 1 2 – Definition p. 5 3 – Compensation p. 12 6 – Scheduling p. 29 6A – Reserves p. 53 7 – Vacancies p. 60 25 – Duration p. 71
NOTE: All other Articles in the existing Collective Bargaining Agreement (“CBA”) remain unchanged, except as specifically provided elsewhere in this Tentative Agreement.
LETTERS OF AGREEMENT & MEMORANDUM OF UNDERSTANDING
LOA 03-01 – Signing Bonus p. 73 LOA 03-02 – Q400 Aircraft Rates of Pay p. 74 LOA 10-01 – Driving to Training p. 76 LOA 17-01 – Co-Bases p. 77 LOA 17-02 – Hybrid Bases p. 78 LOA 22-01 – Electronic Flight Bags (“EFB”) Implementation p. 79 LOA 23-01 – FAR Part 117 p. 81 LOA 25-01 – CBA Implementation p. 83 MOU 07-01 – “Grandfathered” Management Pilots p. 85
L
ARTICLE 1 RECOGNITION AND SCOPE
A. National Mediation Board Certification
Pursuant to the certification by the National Mediation Board in Case No. R-6199, dated July 30, 1993, the Company hereby recognizes the International Brotherhood of Teamsters, Airline Division, as the duly designated and authorized representative of the Pilots in the employ of the Company for the purposes of the Railway Labor Act, as amended.
B. Purpose of Agreement
The purpose of this Agreement is in the mutual interest of the Company, the Union, and the Pilots in the employ of the Company to provide for the operation of the Company under methods which will further, to the fullest extent possible: the safety of air transportation, the efficiency of operation, and the continuation of employment of Pilots under conditions of reasonable working conditions and proper compensation, and maintain profitability of the carrier. It is recognized to be the duty of the Company, the Union, and the Pilots to cooperate fully for the attainment of these purposes.
C. Sole Agreement
1. This agreement shall supersede all existing or previously executed Agreements by and between the Company and the Union or any other labor organization or individual with respect to the rates of pay, rules, or working conditions specifically covered by the provisions of this Agreement in accordance with the provisions of the Railway Labor Act, as amended. Any and all subsequent agreements between the parties shall be reduced to writing, signed by their authorized representatives, and become a part of this Agreement.
2. Whenever the words "Pilot(s)", "employee(s)", or "crew member(s)" are used in this Agreement, they designate and refer to only such Pilots as covered by this Agreement. It is further recognized that whenever in this Agreement Pilots or jobs are referred to in either the masculine or feminine gender, it shall be understood to mean both male and female Pilots. It is further understood that there shall be no discrimination by either party against any Pilot who is now, or may become, subject to the terms of this Agreement because of age, race, sex, color, religion, national origin, handicap or disability.
D. Scope
1. This Agreement covers the Company, any Subsidiary of the Company, the Company’s Parent, any Subsidiary of the Company’s Parent, any future airline certificate(s) created as a Subsidiary of the Company or of the Company’s Parent, and, subject to paragraph H of this Article, any future airline acquired as a Subsidiary of the Company or the Company’s Parent.
2. Except as otherwise provided in this Agreement, all present and future flying (including that international flying which originates or terminates within the United States or its possessions) and all charters, ferry flights (not including ferry flights of newly-acquired aircraft prior to being placed in revenue service), training flights, test flights, (except test flights assigned to management), or other utilization of aircraft by or for the Company, the Company’s Parent or any Subsidiary of the Company or Subsidiary of the Company’s Parent shall be performed by Pilots on the Republic Airways Pilots System Seniority List in accordance with the terms and conditions of this Agreement or any other applicable agreement between the Company, the Company’s Parent or any Subsidiary of the Company’s Parent and the International Brotherhood of Teamsters, Airline Division.
3. The Company, Subsidiary of the Company, the Company’s Parent or Subsidiary of the Parent shall not establish any new airline (alter ego or otherwise) or acquire a Controlling Interest in any carrier whether directly or through the Parent or another Subsidiary of the Parent, and maintain it as a separate carrier. A “Controlling Interest” or “Control” means the ownership of an equity interest representing more than fifty percent (50%) of the outstanding capital stock of an entity or voting securities representing more than fifty percent (50%) of the total voting power of outstanding securities then entitled to vote generally in the election of such entity’s board of directors or other governing body.
4. The Company will not transfer aircraft, or operating authority to its Parent, a Subsidiary of the Parent, or to a Subsidiary of the Company for the purpose of evading the terms of this Agreement. The Company will also not establish a third party leasing device to evade the terms of this Agreement.
E. Foreign Bases
The Company shall not establish a Pilot Base outside of the 48 Contiguous United States and the District of Columbia without providing advance, written notice to and bargaining with the Union at least sixty (60) days prior to any bid establishing such Base. If the Company and the Union cannot reach agreement on the terms and conditions of the foreign base operation within sixty (60) days, Crewmembers assigned to such Base shall be covered by all terms of this Agreement and the dispute shall be handled in accordance with the procedures set forth in Article 21 (New Aircraft) of this agreement. In any proceeding related to the enforcement of the obligations of this paragraph, the Company will not raise non-applicability of the Railway Labor Act as a defense. Disputes concerning Crewmembers based at foreign Bases shall be heard by the System Board of Adjustment, as set forth in this Agreement, and the decision of the System Board in such cases shall be enforceable in any court of competent jurisdiction in the United States to the same extent and in the same manner as other cases arising out of interpretation and application of this Agreement.
F. Furlough Protection
1. No Pilot on the Republic Airways Pilots’ Seniority List as of the date of signing of this Agreement shall be furloughed, except as may be otherwise provided in Article 1.F.2., below.
2. The Company shall be excused from compliance with the provisions of Article 1.F.1., above to the extent that a circumstance over which the Company does not have control is the cause of such noncompliance. The term “circumstance over which the Company does not have control” means a natural disaster, a work stoppage by a union-represented employee group at the Company or at an Air Carrier whose designator code the Company utilizes in holding out its services to the public, grounding of a substantial number of the Company’s aircraft by a government agency or by voluntary action of the Company for safety reasons in lieu thereof; reduction in flying operations because of suppliers being unable to provide sufficient critical materials for the Company’s operations, revocation of the Company’s operating certificate(s), war, terrorism or national emergency, the Company being unable to retain or obtain sufficient aircraft to utilize all Pilots protected from furlough or as a result of adverse economic, market or business conditions which may directly impact the Company’s operations.
G. Sale/Transfer/Lease of Companies’ Aircraft
The Company or any Subsidiary of the Company, Republic Airways Holdings, Inc. (the Parent) or any Subsidiaries of Republic Airways Holdings, Inc. may not sell, lease or transfer an aircraft to another Air Carrier or entity for the purpose of evading the terms of this agreement. The Company, Republic Airways Holdings, Inc. (the Parent) or any Subsidiaries of Republic Airways Holdings, Inc. may sell, lease or transfer an aircraft to another Air Carrier or entity when the Company no longer requires such aircraft for its operation.
H. Successorship and Mergers
1. This Agreement including the rates of pay, rules and working conditions set forth in this Agreement shall be binding upon any successor or assign of the Company unless and until changed in accordance with the provisions of the Railway Labor Act, as amended. For purposes of this paragraph, a Successor or assign shall be defined as an entity which acquires all or substantially all of the assets or equity of a Company through a single transaction or multi-step related transaction which closes within a twelve (12) month period.
2. No contract or other legally binding commitment involving the transfer of ownership or control pursuant to a Successorship transaction, whether by sale, transfer or lease of the Company, Parent or Subsidiary of the Parent, or substantially all of the assets of any individual entity will be signed or otherwise entered into unless it is agreed as a material and irrevocable condition of entering into, concluding and implementing such transaction that this Agreement including the rates of pay, rules and working conditions set forth in this Agreement will be assumed by the successor employer and the successor employer shall employ the employees on the then current Republic Airways Pilots System Seniority List in accordance with the provisions of this Agreement. The Company shall give notice of the existence of this Agreement to any purchaser, transferee, lessee, or assignee of the operation covered by this Agreement or any substantial part thereof. Such notice shall be in writing
with a copy to the Union, at the time the seller, transferor, or lessor executes a definitive agreement with respect to a transaction as herein described.
3. In the event of a merger of airline operations between the Company and another Air Carrier, the Company will require, as a condition of any such operational merger, that provisions be included requiring that the surviving carrier shall employ all employees on the Republic Airways Pilots System Seniority List in accordance with the statutory status quo consisting of the rates of pay, rules and working conditions set forth in this Agreement, and to provide for fair and equitable integration of the pre-merger Pilots’ seniority lists in accordance with Sections 3 and 13 of the Allegheny Mohawk LPPs.
4. Integration of the pilot groups shall not occur until the pilot seniority lists are merged pursuant to procedures as described in H.3 above.
5. The following additional requirements shall be applicable in the event of a merger, purchase or acquisition involving the Company, regardless of the identity of the surviving carrier or whether formerly separate operations are to be integrated.
a. Unless and until any operational merger is finally effectuated, the Union will continue to be recognized as the representative of the pre-merger Company Pilots, so long as such recognition is consistent with the Railway Labor Act and any applicable rulings or orders of the National Mediation Board. Recognition of a post-merger representative shall be governed by the Railway Labor Act and by any applicable rulings or orders of the National Mediation Board.
b. Subject to applicable securities and other laws and regulations, the Company will review with the Union the details concerning the Company’s compliance with the obligations of H.2, H.3 and H.5.a above and matters directly impacting the Pilot group of any material agreements for Successorship transactions in a timely manner reasonably in advance of, but in any event no later than seven days prior to, the execution of any agreement governing the Successorship transaction, provided that no financial or other confidential business information need be disclosed unless suitable arrangements are made for protecting the confidentiality and use of such information. The Company shall provide the Union with a copy of the executed agreement, with financial and other confidential terms not directly impacting the Pilot group redacted to the extent those terms are redacted in filings pursuant to securities and other laws and regulations, no later than seven days following the execution of the Agreement, regardless of whether the agreement will be effective at a later date or that its effectiveness is subject to a condition subsequent to the execution of the agreement.
c. The operations of the Company and those of the other Air Carrier shall be kept separate unless and until the processes described in this Section H are completed and the seniority lists of the two pilot groups are integrated in accordance with Sections 3 and 13 of the Allegheny-Mohawk Labor Protective Provisions. During such time of separate operations aircraft and pilots shall not be interchanged without the Union’s written consent.
d. Until the processes described in paragraph c above are completed, no flight deck crew member covered by this Agreement shall be reduced in status or pay category as an effect of the merger, purchase or acquisition.
e. During the period o separate operations Pilots on the Republic Airways Pilots System Seniority List prior to the merger, purchase, or acquisition shall operate all aircraft on hand at the Company, all aircraft on firm order to the Company and all aircraft acquired by the Company other than as a result of the transaction after public announcement of the acquisition in accordance with this Agreement, provided however that nothing herein shall be construed to prevent fleet reductions which are attributable to economic or other reasons and conditions not related to the transaction, or the retirement of existing aircraft in the normal course of business.
f. The Company or surviving carrier, if different than the Company, shall meet promptly with the Union upon request to negotiate the implementation of the requirements of this Article.
I. Dry/Wet Lease
1. The Company will not enter into any wet lease agreement with or for any other carrier or entities (government, military or commercial) without mutual agreement with the Union.
a. No Pilot within the bargaining unit will be reduced in status or lose any income or employee benefits while discussions are taking place or during the period of the wet lease.
b. The Union will not disagree to a wet lease solely due to grounding of Company aircraft due to a force majeure event, i.e., governmental action or an act of nature, so long as the Company acts with due diligence to remedy the event.
2. The Company will give the Union at least thirty days’ notice prior to the effective date of the dry lease of Company aircraft to another Air Carrier or entity pursuant to Section G. At the request of the Union it may review the actual dry lease documents, subject to appropriate confidentiality agreements.
J. Expedited Board of Adjustment Procedures
The Company agrees to arbitrate any grievance filed by the Union alleging a violation of this Article 1 on an expedited basis directly before the System Board of Adjustment sitting with a neutral arbitrator mutually acceptable to both parties. If a mutually agreed upon arbitrator cannot be selected within three days of the filing, an arbitrator will be selected pursuant to Article 18 (Resolution of Disputes) of this Agreement. The dispute shall be heard no later than 30 days following the submission to the system board (subject to the availability of the arbitrator), and shall be decided no later than 30 days following submission, unless the parties agree otherwise in writing. The Union shall be entitled, upon request, to information reasonably necessary to determine compliance with this section. If necessary, appropriate undertakings for confidentiality will be made by the parties for the provision of such information. The Company shall produce such information within two weeks of the request, unless the parties agree that additional time is necessary.
K. Definitions used in Article 1
1. “Air Carrier” means any Entity which undertakes directly or by lease, or other arrangement, to engage in Air Transportation.
2. “Air Transportation” and “Flying” mean interstate, overseas, or foreign Air Transportation or the transportation of mail by aircraft, including wet leases for other carriers or Entities, or contracting for other carriers or Entities (government, military or commercial).
3. “Company” means Chautauqua Airlines, Inc., Republic Airlines and Shuttle America, Inc. or any other Subsidiary of the Parent or any future airline certificate created or acquired as a Subsidiary of the Parent.
4. “Entity” means a natural person, corporation, association, partnership, trust or any other form for conducting business.
5. “Parent” means Republic Airways Holdings, Inc. or any successor of the Parent.
6. “Subsidiary” means any entity that is controlled by the Company or the Parent as defined above in this Article.
ARTICLE 2 DEFINITIONS
Active Status – A Pilot on the payroll of the Company and subject to work Assignment as a Pilot, or on Paid Day Off (PDO). Any Pilot who is on an approved leave of absence or furlough is not on Active Status.
Age-60 Rule – The FAR that sets forth the crewing of Pilots when one is 60 or more years of age.
Agreement - This Collective Bargaining Agreement between the Company and the Union, and all supplements and Letters of Agreements (“LOAs”) between the Company and the Union.
Air Carrier – Any entity that undertakes directly or by lease or other arrangement to engage in air transportation.
Aircraft – See “Equipment Type.”
Aircraft Program Designees (“APD”) - Company Check Airmen certified by the FAA to perform FAA certification Checkrides in lieu of a FAA Inspector.
Airport Standby – A defined Duty Period during which a Pilot is required by the Company to be at an Airport for a possible Assignment.
Assignment (Duty Assignment) – Any requirement to perform work or be Available for the Company.
Attempt – A Segment during which the aircraft brake is released for the purpose of flight but returns prior to completing the flight.
Available – A Pilot on Company time, Duty or who is not on a leave of absence or otherwise absent from a Day(s) of scheduled Duty, other than paid Vacation or paid Sick Time.
Award Displacement – Removal of a Pilot from his Trip Pairing for the purpose of completing required OE, minimum experience requirements, or Age-60 Rule.
Base (Domicile, Home Base) – An airport where Pilots are stationed from which a Pilot’s Duty Assignments are calculated to begin and end.
Base Month - The designated calendar month in which a Pilot is scheduled to fulfill his annual regulatory qualification requirement, plus (“grace”) or minus (“early”) one month.
Base Realignment – The movement of flying, other than Month-to-Month changes in the Marketing Schedules, in a Position(s) from one Existing Base(s) to another Existing Base(s) without any increase or decrease in the total number of Positions.
Bid - The Displacement Bid, Standing Bid, Monthly Line Bid, Vacation Bid, or other Bid where Pilots may assert their preferences, as set forth in the Agreement.
Bid Period (Month) - The period starting from the first day of, to and including the last day of each calendar month of the year, except that for Pilot scheduling and pay purposes, January, February, and March will each be considered a 30-day month through the addition of January 31 and March 1 to the month of February. Leap year results in February being a 31-day month.
Bid Schedule (Schedule) - A Pilot’s Monthly Schedule, which may consist of scheduled Pairings, training, Reserve Days, contractual Days Off and other Known Absences.
Block-In – Block-In occurs when the Aircraft comes to rest, the parking brake is set and the main cabin door is opened, with no intent for further Aircraft movement.
Block-Out – Block-Out occurs when the main cabin door is closed and the parking brake is released, with the intent for Aircraft movement.
Block-to-Block (Block-Out to Block-In) – The elapsed time between Block-Out and Block-In.
Bridge Course (as used in Article 7 for Captain or First Officer) – Training for a Pilot moving from one Certificate to another on the same Equipment in the same Status.
Buffer - A limitation used by the Company in Pairing construction, Line Construction, SAP, Trip Trades, assignment of Open Time, and other transactions to prevent exceeding FAR limitations.
Calendar Day (Day) - Midnight to 2359 Local Domicile Time (LDT).
Captain – A Pilot who is in command and who is responsible for the manipulation of, or who manipulates, the flight controls of an Aircraft while under way, including takeoffs and landings of such Aircraft, and who is qualified to serve and holds a currently effective airmen’s certificate or type rating authorizing him to serve as such a Pilot.
Carryover Pairing - A Trip Pairing that begins in one Bid Period and ends in the next Bid Period.
Certificate – Air Carrier Operating Certificate issued by the FAA and the DOT.
Charter – An offline or online revenue passenger flight that is not a regularly scheduled flight. Extra Sections are not considered Charter Flights.
Chautauqua Pilots’ System Seniority List – When this term appears in the Agreement, it has been replaced by the “Republic Airways Pilots System Seniority List.”
Check Airman - A Pilot who is designated by the Company and authorized by the FAA to administer a Check Event.
Check Event (Check, Checkride, Checking) - Any proficiency Check, line Check, oral examination, or other testing or Checking required by the FAA to qualify, re-qualify or maintain qualification to operate an Aircraft.
Co-Base - Two or more airports served by the Company located in the same metropolitan area. Establishment of a Co- Base requires mutual agreement of the Company and the Union.
Company Check Airman – Any Pilot who is designated at the sole discretion of the Company and authorized by the FAA to instruct, train, conduct proficiency Checks and line Checks, but who does not occupy a management position. Such Pilot is considered a Line Pilot and is covered by the Agreement.
Composite Line – A Bid Schedule utilizing Pairings not assigned to Regular Lines that may consist of Pairings, Reserve Days, Days Off and Known Absences.
Consolidation – Block Time required by FAR 121.434. “Consolidation” means the FAR term “Consolidation of Knowledge and Skills.”
Credit Hour (Credit, Credit Time) - The hourly unit by which Pilots will be compensated as set forth in the Agreement.
Credit Window – The total of a Pilot’s Scheduled Credit Hours and Virtual Credit in a Bid Period.
Date of Hire – A Pilot’s first day of initial ground school training by the Company, as set forth in Article 9 (Seniority), unless otherwise mutually agreed between the Company and the Union.
Day – See “Calendar Day.”
Day Off – A Day free from all Duty required by the Company.
Deadhead - Pilots flying, as a non-operating crewmember, or taking surface transportation to or from a flight or operational Assignment at the Company's direction.
Default Monthly Bid – The method by which a Pilot asserts a preference for a monthly Schedule in lieu of engaging in the Bid process for that Month.
Displacement – Occurs when a Pilot no longer has the Seniority to hold his Position at his Base due to Base closure, elimination of Equipment Type within his Base, removal of Aircraft from his Base, or resulting from a more Senior Pilot from another Base or Position taking his Position.
Distance Learning – Any training, including computer-based training, required by the Company to be performed by the Pilot away from a Company provided training facility.
Domestic – The forty-eight (48) contiguous United States of America and the District of Columbia.
Domicile – See “Base.”
Downbid – A Bid for Equipment with a lower Pay Rate than the Pilot’s current Equipment, in the same Status.
Downgrade – Changing Status from Captain to First Officer.
Drug Testing – Approved testing for the improper use of alcohol, controlled or prohibited substances, as required by the DOT, FAA or Company.
Dry Lease – An agreement with another Air Carrier in which the Company provides Aircraft to the other Air Carrier.
Duty – A requirement to perform work or be Available to perform work for the Company.
Duty Assignment – see “Assignment.”
Duty Day - A Calendar Day in which a Duty Period begins or ends, including any Calendar Day scheduled for training or other Company directed business.
Duty Period - The elapsed time from when a Pilot is required to Report for Duty or the actual Report time, whichever is later, until when the Pilot is Released from Duty.
Equipment Type (Aircraft, Equipment) – The make and model of Aircraft. For purposes of the Agreement, Aircraft with a common type rating, e.g., EMB 135, EMB 140 and EMB 145 shall be considered a single Equipment Type, although they represent three different Aircraft.
Existing Base – A Base existing on the effective date of the Agreement or, in the case of a New Base, 12-months after the effective date of the first Captain Vacancy Award at the New Base.
Extra Section – One or more Segments added to the Company’s flight schedule beyond the original planned flight schedule.
Fatigue – A physiological state of reduced mental or physical performance capability resulting from lack of sleep or increased physical activity that can reduce a Pilot’s alertness and ability to safely operate an Aircraft or perform safety- related duties.
Fill-in Pilot – A qualified Pilot filling in as either Captain or First Officer during a Simulator Event.
Final Award (Final Bid Award) – The Schedule awarded to the Pilot after Line Construction is complete.
First Officer – A Pilot who is second-in-command and who is responsible for the manipulation of, or who manipulates, the flight controls of an Aircraft while under way, including takeoffs and landings of such Aircraft, and who is qualified to serve and holds a currently effective airman’s certificate or type rating authorizing him to serve as such a Pilot.
Flight Duty Period (“FDP”) – A period of time that begins when a Pilot is required to Report for Duty with the intention of conducting a flight, a series of flights, or positioning or ferrying flights, and ends when the Aircraft is parked after the last flight and there is no intention for further Aircraft movement by the same Pilot. An FDP includes the duties performed by the Pilot on behalf of the Company that occur before a Segment or between Segments without a required intervening Rest Period.
Flight Pay - PCH plus other Credits (e.g., training, sick leave, home study, customs).
Flight Time – See “Block-to-Block.”
Full Course (as used in Article 7 for Captain or First Officer) – Training for a Pilot moving from one Certificate to another in addition to required Transition Training.
Ground Time – The time an aircraft spends on the ground, Block-In to Block-Out, between Segments.
Hardship Transfer – The joint approval by the Company and the Union for a Pilot to vacate his Position and/or Base for extenuating personal circumstances.
Home of Record – the geographic location designated by a Pilot for transportation purposes.
Home Study – See “Distance Learning.”
Hot Reserve – See “Airport Standby.”
Hub – The following airports are so designated: CLT, DCA, DEN, DTW, EWR, IAD, IAH, JFK, LGA, MSP, ORD and PHL. This list may be amended from time-to-time by mutual agreement between the Company and the Union.
Immediate Family Member - The employee, spouse, dependent children (including legally adopted) under age 21, and parents of the employee.
Initial Award (Initial Bid Award) – A Schedule consisting of known Trip Pairings, training days, Reserve Days, Days Off and Known Absences.
Instructor Pilot - A Pilot who conducts training for the Company.
International - Any point or geographic area outside of the forty-eight (48) contiguous states and the District of Columbia.
Junior – Having less Seniority than another Pilot(s).
Known Absence - any planned leave, Vacation, Training, Simulator Event or other event listed in paragraph E.8.a.ii of Article 6 (Scheduling) used in Line Construction
Leg – See “Segment”
Legacy Republic Pilot – A Pilot on the Seniority List prior to the seniority integration arbitration of November 5, 2010.
Line – Any of a Regular Line, Reserve Line, Composite Line or SDP Line.
Line Bid – A Pilot asserting his preferences for creating his Schedule for the next month.
Line Construction – The process of building Trip Pairings, Reserve Days, Days Off, Known Absences and Pre- Awarded Assignments (e.g.Training) into a Pilot’s Schedule.
Line Pilot - A Pilot who is not a Management Pilot, as described in the Agreement, and who is covered by the Agreement.
Line Value - The time value of a Pilot’s Final Bid Award consisting of scheduled Block Time or actual Flight Time, whichever is greater, inclusive of the value of any Assignments to training, to include paid sick/vacation leave and other Known Absences that may be adjusted for Trip trades, Trip drops or Trip adds.
Lineholder – A Pilot who is awarded a Regular Line, Composite Line or SDP Line.
Lock (Seat Lock) – A restriction on a Pilot’s ability to Bid to fly another Equipment Type or change Certificates, triggered by specific Training Events.
Long Call Reserve (“LCR”) – LCR is an Assignment wherein a Pilot is subject to be contactable by the Company during his RCP. . Longevity - The period of time a Pilot has actively served as a Pilot with the Company. Longevity commences on the Pilot’s first day of initial ground school training, as specified in Article 9 (Seniority).
Maintenance Base – A location where the Company has facilities to regularly perform maintenance on Company Aircraft.
Marketing Schedule – The scheduled flying for the Company to perform, as provided by the Company’ s partners in advance of each Bid Period.
Management Pilot – A Pilot designated by the Company to be responsible for managing Pilots and administering Company policy.
Month - See “Bid Period.”
Monthly Guarantee (“MMG”) - The minimum pay hours per Pilot in a Month, as set forth in Article 3 (Compensation).
Multiple Operations Training Compliance Program (“MOTCP”) – An FAA approved program that allows Pilots to fly the same Equipment Type on multiple Certificates without a Training Event(s).
New Base – A Base not existing on the effective date of the Agreement, as per Article 7 (Vacancies).
New Hire – A Company employee newly hired as a Pilot and placed on the Seniority List as of his Date of Hire.
Operating Experience (“OE”) – Operating Experience required by the FARs.
Old Sick Bank – Sick time accrued prior to December 5, 1994.
On Call – See “Available.”
Open Time – Trips not Assigned to a Pilot(s) during Line Construction or SAP.
Operational Check Flight – A type of flight for which Pilots do not require specialized training designed to evaluate if an aircraft can be returned to active service after maintenance action.
Operational Necessity – Actions taken by the Company after careful planning and analysis and not arbitrarily or capriciously. Examples of such reasons shall include, but are not limited to, the following: (1) to avoid a potential flight delay; (2) to avoid a potential flight cancellation; and (3) to fulfill FAA regulatory requirements.
Paid Day Off (“PDO”) – Hours accumulated by the Pilot and used according to Article 8 (Paid Days Off)
Pay Credit Hour (“PCH”) – The Credit earned by a Pilot for Trip Pairings and Duty in accordance with Article 3 (Compensation) of the Agreement.
Personal Communication Device (“PCD”) – Cell phone, pager, Blackberry, electronic tablet, etc., at a Pilot’s discretion.
PDO Sick Bank – PDO time that has been designated by a Pilot to be used for Sick time and is allowed to be carried over from year to year, as provided for in the Agreement.
Per Diem - The expense allowance a Pilot receives from the Company for incidental expenses, (e.g. meals, tips).
Pilot - A Company employee whose name appears on the Seniority List.
Plus-up – Leg(s) added to a Pilot’s Schedule but otherwise leaves the Schedule unchanged.
Position – The combination of a Pilot’s Status and Equipment.
Pre-Awards – Virtual Credits or Carryover Pairings placed on a Pilot’s Schedule for the next Bid Period.
Preferential Bid System (“PBS”) – A system that constructs monthly Schedules for Pilots based on each individual’s preferences and Seniority.
Probationary Period – A Pilot’s first 12 months of active service (exclusive of furlough or leave of absence) with the Company commencing with his Date of Hire. If a Pilot Upgrades to Captain during his Probationary Period, such Probationary Period will end upon completion of the Upgrade Checkride and OE.
Reassignment (Reschedule, Reroute) – Any change by the Company to a Pilot’s original scheduled Assignment.
Recurrent Training – Periodic training and Checking required by the FAA (e.g., Distance Learning, ground school, Simulator Events, operating procedures and knowledge) for a Pilot to maintain qualification in his Position.
Regular Line - A Pilot's monthly Bid Schedule consisting of Trip Pairings, Days Off, Known Absences and Pre-Awarded Assignments.
Release Time (Release) – The time when a Pilot is released from Company Duty.
Remain Overnight (“RON”) (Layover, Overnight) – RON is when a Pilot remains at a location “overnight” from one Duty Period to the next.
Report Time (Report) - The time a Pilot is scheduled to Report for Duty or the time he actually Reports for Duty, whichever is later.
Republic Airways Pilots System Seniority List – see “Seniority List.”
Reserve Availability Period (“RAP”) – A Duty Period during which the Company requires a Pilot on SCR to be Available to receive an Assignment for a FDP.
Reserve Contact Period (“RCP”) – An Assigned period during which a Pilot on LCR must be contactable by the Company.
Reserve Day – A Day containing a RAP, RCP or Airport Standby.
Reserve Line - A Schedule which consists of Reserve Days, Days Off, Known Absences and Pre-Awarded Assignments.
Reserve Pilot – A Pilot on a Reserve Day and subject to Assignment.
Rest Period - The period of time between the end of a Pilot’s Duty Period as defined in Article 23 (Hours of Service) and the Report Time of his next Trip, training or other Company directed business. A Reserve Pilot is not considered to be at Rest while On Call.
Schedule Adjustment Period (“SAP”) – The period during which a Pilot may change his Initial Award.
SAP Transaction – Any change to a Pilot’s Initial Award within SAP.
SAP Bid Form – designated form within FLiCA whereby a Pilot inputs any desired SAP Transactions.
Schedule - See “Bid Schedule”.
Scheduled Block Time - The scheduled time contained in a Pairing that delineates Block-to-Block times of flight Segments.
Scheduled Credit Hour - the Block Hours plus Deadhead Credits of Pairings used in Line Construction
SDP Line – A Line constructed of SDP Pairings, Days Off, Known Absences and Pre-Awarded Assignments.
Segment (Leg) – A flight from one airport to another airport.
Segment Time – The average of historic enroute (Block-to-Block) times between city pairs (airports) by Equipment Type, as determined pursuant to Article 3 (Compensation).
Self-Notify – The process by which a Pilot accepts an Assignment from the Company without direct contact from the Company.
Senior - Having more Seniority than another Pilot(s).
Seniority – A Pilot’s relative position on the Seniority List.
Seniority Date – See “Date of Hire.”
Seniority List (Republic Airways Pilots System Seniority List) – The list of Pilots in the employ of the Company arranged in Seniority order.
Short Call Reserve (“SCR”) – A period of time during which a Pilot is Assigned to a RAP.
Simulator Event – Any training or Checking, such as, but not limited to, Recurrent or AQP events, using an FAA- approved flight simulator.
Sleep Opportunity – A Rest Period of at least 10 hours, of which 8 hours are of uninterrupted sleep.
Slide – The process by which a Pilot may move the start date of his Vacation.
Split Duty Period (“SDP”) - An SDP is an FDP that has a scheduled break in Duty that is less than a required Rest Period.
Standing Bid - The method by which a Pilot asserts his preference for Vacancies or future Vacancies.
Status – Captain or First Officer.
Supervisory Pilot – see “Management Pilot.”
Time Away From Base (“TAFB”) - The elapsed time a Pilot is on a Trip Pairing.
Training (Training Event) – Initial, Upgrade, or Transition Training, including ground school, Simulator Events, and OE.
Transition Course (Captain or First Officer) – Training for a Pilot moving from one Equipment Type to another on the same Certificate.
Training Equivalents – The number of Training Events available to Pilots changing Certificates or Downbidding to Equipment, for equal or lower pay, as per Article 7 (Vacancies).
Transition Training (Transition) – See “Transition Course.”
Trip Pairing (Trip, Pairing) - A flight, or series of flights or Assignments that are paired together and begin and end at the Pilot’s Base.
Trip Time - See “Time Away From Base.”
Trip Value – The total PCH of a Trip.
Turn Time – The time spent from Block-In at an airport to the subsequent Block-Out at the same airport.
Unstacking – The process during Line Construction whereby the Company forces a Trip Pairing onto a Pilot’s Schedule and overrides his preferences in order to reduce uncovered Trips.
Upgrade – Changing Status from First Officer to Captain.
Vacancy – An unfilled Position at a Base.
Vacation – An awarded block of 7 Days Off.
Vacation Bank – The balance of a Pilot’s accrued PDOs, as per Article 8 (Paid Days Off).
Vacation Day - A Day Off free of all Duty, as a result of an awarded Vacation.
Virtual Credit – A placeholder with certain Credit Hours for Known Absences, as provided in the Agreement, used in Line Construction, which counts towards the Credit Window.
Wet Lease – An agreement with another carrier in which the Company provides an aircraft and crew to the other carrier.
ARTICLE 3 COMPENSATION
A. Pay Scales
1. A Pilot will be paid for his total Flight Pay based on Position and Longevity, in accordance with the hourly rates established in Tables 3.1 through 3.6 commencing with the effective date of this Agreement. A Pilot’s total Flight Pay will be the sum of his Pay Credit Hours (“PCH”), as provided in this Article 3, and other Credits, as provided in this Agreement.
2. A Pilot who holds the status of Captain will be paid the applicable Captain rate for all Flight Pay, unless the Pilot incurs actual Flight Time in a higher paid Captain Position, in which case the Pilot will be paid that higher applicable rate for the PCH accrued flying in the higher paid position.
B. Signing Bonus
Pilots employed by Chautauqua Airlines, Republic Airline and Shuttle America, shall each receive a Signing Bonus in accordance with LOA 03-01, as attached.
C. Pay Credit Hours (“PCH”)
1. A Pilot shall earn PCH for a Trip Pairing, which shall be the greater of the following, calculated on a daily basis:
a. On a Segment by Segment basis, one PCH for one hour (1:1) of the scheduled or actual Block Time flown, whichever is greater; or,
b. 4 PCH for a one Day Trip or each Day a Reserve Pilot is called into work, or for each day a Pilot works on a Day Off (if not restored); or,
c. 5 PCH for each Calendar Day on Airport Standby; or,
d. 1 PCH for every 2 hours 30 minutes, or portion thereof (1:2.5), of Duty per Duty Period.
2. A Pilot shall earn 1 PCH for every 4 hours and 12 minutes or portion thereof (1:4.2), of Time Away from Base (“TAFB”) while on a Trip Pairing, calculated from the Report Time at the beginning of the Trip Pairing to the Release Time at end of the end of Trip Pairing.
3. The final PCH value of a Trip Pairing shall be the PCH earned in paragraph 3.C,1. or 3.C.2, whichever is greater.
4. In addition to the PCH determined in paragraph 3.C.3, a Pilot who has additional flying added, either voluntarily or involuntarily, to a scheduled Trip Pairing will receive PCH for the value of that additional Assignment, as provided in paragraph 3.C.1.a., independent of the PCH value of the originally scheduled Trip Pairing. Flying that is substituted for a cancellation or through reassignment or rescheduling, as provided in paragraph 3.D., is not considered “additional flying” for the purposes of this paragraph.
(Refer to Appendix 1, Examples 1-5 and Example 11, pertaining to PCH calculation.)
D. Cancellation/Removal/Reassignment Pay
1. A Lineholder who is available for Duty and has a Trip Pairing, or portion thereof, cancelled will receive PCH in an amount equal to the scheduled or actual PCH for that Trip Pairing, whichever is greater. For the purposes of paragraph 3.D., “scheduled” includes all Trip Pairings for which a Lineholder is responsible, regardless of the method by which he is assigned or awarded the Trip Pairings. Once a Trip Pairing is assigned, it is part of a Lineholder’s schedule. For purposes of paragraph 3.D., “available” means the Pilot is not on a Leave of Absence or otherwise absent from a day(s) of scheduled Duty.
2. If the Company removes flying from a Lineholder’s schedule to be performed by another Pilot, the Lineholder who had his flying removed will not lose the accumulated PCH from other flying within that
Trip Pairing if he was in position to perform such flying. “In position” is defined as Blocked-In from a preceding flight at least 20 minutes prior to departure of the flight from which the Pilot was removed.
3. If a Lineholder is available for a scheduled Trip Pairing and is Rescheduled or Reassigned, he will receive the value of his originally scheduled Trip Pairing, the Rescheduled/Reassignment or the PCH accumulated during his Assignment, whichever is greater, on a daily basis.
4. A Reserve Pilot who reports for an Assignment shall be compensated the greater of 4 PCH per day, or the actual PCH for the Assignment.
5. If a Pilot calls “Fatigue” and the Fatigue Risk Management Program determines his condition was due to operational factors, he shall be considered to have been “available,” as provided in paragraph 3.D., except that if the Pilot is Assigned additional flying and reports Fatigue prior to commencing such additional flying, he shall not be considered to have been “available” for that portion of the Trip.
(Refer to Appendix 1, Examples 6-10, for examples of Cancellation/Removal/Reassignment Pay calculation.)
E. Premium Pay
Monthly Flight Pay in excess of 87 Hours (the greater of scheduled or actual flight and deadhead time only) will be paid at 125% of a Pilot’s applicable hourly rate.
F. Deadhead Pay
1. When a Pilot is required to Deadhead, he will be credited with 75% of the scheduled Block Time of the Deadhead. If no Block Time is established, then the actual time will be used for air transportation.
2. If required to Deadhead via surface transportation, he shall be credited with 50% of driving time based upon AAA mileage at 50 MPH.
3. A day consisting solely of Deadhead to or from a flight or training Assignment shall be considered a work Day and credited PCH in accordance with Article 3.C.
G. Taxi Pay
A Pilot reporting for or performing a taxi movement that does not involve flying shall receive the greater of the following:
1. 15 minutes of PCH; or,
2. 30 minutes of PCH at Hub Airports.
H. Customs Pay
A Pilot who clears Customs during an overnight Assignment will receive 18 minutes of Flight Pay. There shall be one such Credit per overnight. . I. Check Airmen Pay
This paragraph 3.I. replaces paragraph E. of Article 16 (Check Airmen) of this Agreement. Check Airmen shall be paid the following in addition to the rates listed in the applicable Tables attached to this Article 3 for all time spent performing Check Airmen duties, as provided in paragraph 3.I.5:
1. Line Check Airman $20.00 per hour;
2. Proficiency Check Airman $21.00 per hour;
3. APD/FAA Observation Designee $22.00 per hour.
4. The rates specified in paragraphs 3.I.1. through 3.I.3. shall be increased by 1% on each anniversary of the effective date of this Agreement prior to and also on the Amendable Date.
5. The Check Airmen duties referred to in this paragraph 3.I. are: all oral examinations, knowledge validations, simulator and flight pre-briefings, simulator and flight post-briefings, Simulator Events, OE, Line Checks, Conference Calls, Standardization Rides, and any other Check Airmen Related duties.
J. Minimum Monthly Guarantee (MMG)
1. A Pilot who is available for Duty for the full Month will be guaranteed a minimum of 75 hours of Flight Pay per Month.
2 A Pilot who is unavailable for part of a Month will have his MMG prorated (except for paid vacation or paid sick leave).
K. Pay Procedures
1. A Pilots will be paid on a bi-Monthly basis, i.e., 24 pay periods per year.
2. Pilots will be paid on the 15th and the last day of each Month. If the 15th or the last day of each Month falls on a Saturday or Sunday, Pilots will be paid on the preceding Friday.
3. The paycheck on the 15th of the Month will pay ½ of the MMG, adjusted for the previous Month as follows:
a. Per Diem and Expenses owed to the Pilot;
b. Over MMG Flight Pay owed to the Pilot;
c. Any other overages due to the Pilot; and,
d. Any deductions from the previous Month.
4. The Paycheck on the last day of the Month will always be ½ of MMG.
5. A Pilot will be paid, at his option, by direct deposit into an account for that Pilot at a financial institution of the Pilot’s choice.
6. The Company will make the Pilot’s bi-Monthly pay information available through the Human Resources secure website.
7. The current month’s MMG will be pro-rated from the actual Longevity Date as defined in Article 9 (Seniority). All pay over MMG for the Month that the Longevity anniversary occurs in will be included in the paycheck on the 15th of the following Month at the new rate.
8. Pay errors involving $100.00, or more, shall be reconciled within 5 working days after it is first brought to the Company’s attention. Errors of less than $100.00 will be reconciled in the next issued paycheck.
a. When feasible, pay errors will be direct deposited into the same account(s) as the Pilot’s normal paycheck if that is his method for receiving a paycheck, or otherwise by next-day delivery.
b. The Company will reimburse the Pilot any overdraft fees, penalties, or return check fees, if due to the pay error.
9. If it is determined that a legitimate pay error of more than $100.00 has not been resolved and paid, as provided in paragraph 3.K.8, the Company shall compensate the Pilot for the error amount plus $50.00 for the inconvenience, in addition to the other provisions in paragraph 3.K.8.
L. Timing Out
1. If a Pilot’s flight schedule would cause him to be in violation of the FAA 100 hours in 672 hours regulation, the Company shall be allowed to adjust his schedule, but will pay him for Credits lost up to the 100-hour limitation.
2. If a Pilot’s flight schedule would cause him to be in violation of the FAA 1000 hours in 365 days regulation, the Company shall be allowed to adjust his schedule, but will pay him for Credits lost up to the 1000 hour limitation.
M. Training Pay
1. A Pilot who attends a day of recurrent training or checks will receive 4 hours of Flight Pay.
2. If the Company elects to use any method of training, such as “Home Study,” to comply with FAA requirements, a Pilot will be paid and credited with one hour of Flight Pay for every 2 hours of FAA- approved training credit earned in Home Study.
3. When the Company uses Distance Learning training, not covered by paragraph 3.N.2., a Pilot who successfully completes such training shall be paid $35.00 for events designated as less than 1 hour, and $50.00 for events up to 2 hours, and $25.00 for every hour, or portion thereof, thereafter. The Company and the Union Training Committee shall meet and confer on the appropriate time requirements for such training. The Company shall give due consideration to the Training Committee’s recommendations.
4. A Pilot in Training will be paid no less than MMG, in accordance with paragraph 3.K.
5. Line Checks and OE will be paid in accordance with this Article.
N. Segment Times
1. For the purposes of this Article, Segment Times will be determined using the average of historic enroute (Block-to-Block) times between city pairs by type of Equipment.
2. Scheduled Block Times will be reviewed by a joint Company/Union Scheduling Committee every 6 months using the prior 12 months to determine whether any adjustments are to be made.
3. Adjustments will be made only when the average varies from the established scheduled Block Time by 7.5% or more, plus or minus.
3. When a new route is established for which no segment time has been computed in accordance with paragraph 3.N., the initial Segment Time will be established based upon the marketing time for that Segment. After 120 days of operation, the scheduled Block Time will be reviewed.
5. Non-scheduled flights on routes where no established scheduled Block Time exists will be credited on the basis of actual (Block-to-Block) flight time.
6. “Tests,” “Attempts,” and “Diverted” flights will be paid on the basis of actual (Block-to-Block) flight time.
7. Data necessary for an accurate and complete review of Segment Times will be made available to the Company/Union Scheduling Committee. After the Union representatives have had an opportunity to review the data, the Company will meet with those representatives upon request, at a mutually agreeable time, to resolve any questions or disputes. Members of the Company/Union Scheduling Committee will not disclose any confidential or proprietary information provided pursuant to this paragraph.
O. Drug Testing
1. A Pilot will not be called in for Drug Testing on a scheduled Day Off.
2. Drug Testing during a scheduled day of work will count as Duty Time, and shall be credited in accordance with paragraph 3.C.
3. A Pilot’s Duty Time will end 15 minutes after Drug Testing is complete, if accomplished at the airport, or 15 minutes after the Pilot is returned to the airport, if accomplished at an off-site facility.
P. Early Report Time
If a Pilot is requested to Report early, such Pilot will be paid at the rate of $20.00 per hour, or fraction thereof, prorated for all hours on Duty prior to his originally scheduled Report Time.
Q. Holiday Pay
A Pilot who is assigned to Flight Duty, Reserve Availability Period or Reserve Contact Period on any of the listed holidays will receive 4 hours of Flight Pay in addition to his MMG or Flight Pay accrued for that Month:
New Year’s Day Easter Memorial Day Independence Day Labor Day Thanksgiving Day After Thanksgiving Christmas
R. Per Diem
Paragraph B.1 of Article 4 (Expenses) shall be amended to read as follows:
A Pilot will be paid a Per Diem allowance of $1.80 per hour of TAFB (fractions will be prorated) for Assignments commencing on the first full month following the effective date of this Agreement. Thereafter, Per Diem rates shall be increased by $0.10 on the second and fourth anniversaries of the effective on the date of this Agreement.
HOURLY PAY RATE TABLES:
Table 3.1 – E190 Captain:
E190 CAPTAIN Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $71.06 $71.77 $72.49 $73.21 $74.31 2 $73.26 $73.99 $74.73 $75.48 $76.61 3 $75.53 $76.29 $77.05 $77.82 $78.99 4 $77.88 $78.66 $79.44 $80.24 $81.44 5 $80.29 $81.10 $81.91 $82.73 $83.97 6 $82.78 $83.61 $84.45 $85.29 $86.57 7 $85.35 $86.21 $87.07 $87.94 $89.26 8 $88.00 $88.88 $89.77 $90.67 $92.03 9 $90.73 $91.64 $92.55 $93.48 $94.88 10 $93.54 $94.48 $95.42 $96.38 $97.82 11 $96.44 $97.41 $98.38 $99.37 $100.86 12 $99.44 $100.43 $101.44 $102.45 $103.99 13 $102.52 $103.55 $104.58 $105.63 $107.21 14 $105.70 $106.76 $107.83 $108.90 $110.54 15 $108.98 $110.07 $111.17 $112.28 $113.97 16 $112.36 $113.48 $114.62 $115.77 $117.50 17 $115.85 $117.00 $118.17 $119.36 $121.15 18 $119.44 $120.63 $121.84 $123.06 $124.90 19 $123.14 $124.38 $125.62 $126.88 $128.78 20 $126.96 $128.23 $129.52 $130.81 $132.77
Table 3.2 – E175>76 Seats Captain:
E175>76 SEATS CAPTAIN Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $68.47 $68.47 $68.47 $68.47 $68.55 2 $70.59 $70.59 $70.59 $70.59 $70.68 3 $72.80 $72.80 $72.80 $72.80 $72.87 4 $75.07 $75.07 $75.07 $75.07 $75.13 5 $77.38 $77.38 $77.38 $77.38 $77.46 6 $79.78 $79.78 $79.78 $79.78 $79.86 7 $82.24 $82.24 $82.24 $82.24 $82.34 8 $84.79 $84.79 $84.79 $84.79 $84.89 9 $87.42 $87.42 $87.42 $87.42 $87.53 10 $90.13 $90.13 $90.13 $90.13 $90.24 11 $92.93 $92.93 $92.93 $92.93 $93.04 12 $96.20 $96.20 $96.20 $96.20 $96.20 13 $98.78 $98.78 $98.78 $98.78 $98.90 14 $101.85 $101.85 $101.85 $101.85 $101.97 15 $105.01 $105.01 $105.01 $105.01 $105.13 16 $108.26 $108.26 $108.26 $108.26 $108.40 17 $111.62 $111.62 $111.62 $111.62 $111.76 18 $115.09 $115.09 $115.09 $115.09 $115.23 19 $118.66 $118.66 $118.66 $118.66 $118.80 20 $122.34 $122.34 $122.34 $122.34 $122.48
Table 3.3 – E170/175 Captain:
E170/175 CAPTAIN Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $65.55 $66.21 $66.87 $67.54 $68.55 2 $67.58 $68.26 $68.94 $69.63 $70.68 3 $69.68 $70.38 $71.08 $71.79 $72.87 4 $71.84 $72.56 $73.29 $74.02 $75.13 5 $74.07 $74.81 $75.56 $76.31 $77.46 6 $76.37 $77.13 $77.90 $78.68 $79.86 7 $78.74 $79.52 $80.32 $81.12 $82.34 8 $81.18 $81.99 $82.81 $83.64 $84.89 9 $83.70 $84.53 $85.38 $86.23 $87.53 10 $86.29 $87.16 $88.03 $88.91 $90.24 11 $88.97 $89.86 $90.76 $91.67 $93.04 12 $91.73 $92.65 $93.57 $94.51 $95.93 13 $94.58 $95.52 $96.48 $97.44 $98.90 14 $97.51 $98.49 $99.47 $100.46 $101.97 15 $100.53 $101.54 $102.56 $103.58 $105.13 16 $103.65 $104.69 $105.74 $106.79 $108.40 17 $106.87 $107.94 $109.02 $110.11 $111.76 18 $110.18 $111.29 $112.40 $113.52 $115.23 19 $113.60 $114.74 $115.89 $117.04 $118.80 20 $117.13 $118.30 $119.48 $120.67 $122.48
Table 3.4 – Q400 Captain:
Q400 CAPTAIN Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $63.58 $64.21 $64.85 $65.50 $66.48 2 $65.55 $66.20 $66.87 $67.53 $68.55 3 $67.58 $68.26 $68.94 $69.63 $70.67 4 $69.68 $70.37 $71.08 $71.79 $72.87 5 $71.84 $72.56 $73.28 $74.02 $75.13 6 $74.07 $74.81 $75.56 $76.31 $77.46 7 $76.36 $77.13 $77.90 $78.68 $79.86 8 $78.73 $79.52 $80.32 $81.12 $82.34 9 $81.18 $81.99 $82.81 $83.64 $84.89 10 $83.69 $84.53 $85.38 $86.23 $87.52 11 $86.29 $87.15 $88.02 $88.90 $90.24 12 $88.97 $89.86 $90.76 $91.66 $93.04 13 $91.73 $92.64 $93.57 $94.51 $95.92 14 $94.57 $95.52 $96.47 $97.44 $98.90 15 $97.51 $98.48 $99.47 $100.46 $101.97 16 $100.53 $101.54 $102.55 $103.58 $105.13 17 $103.65 $104.69 $105.73 $106.79 $108.39 18 $106.86 $107.93 $109.01 $110.10 $111.75 19 $110.18 $111.28 $112.39 $113.52 $115.22 20 $113.60 $114.73 $115.88 $117.04 $118.79
Table 3.5 – E135/140/145 Captain:
E135/140/145 CAPTAIN Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $61.53 $62.14 $62.76 $63.39 $64.34 2 $63.44 $64.07 $64.71 $65.36 $66.34 3 $65.40 $66.06 $66.72 $67.38 $68.40 4 $67.43 $68.11 $68.79 $69.48 $70.52 5 $69.52 $70.22 $70.92 $71.63 $72.70 6 $71.68 $72.40 $73.12 $73.85 $74.96 7 $73.90 $74.64 $75.39 $76.14 $77.29 8 $76.20 $76.96 $77.73 $78.51 $79.68 9 $78.56 $79.35 $80.14 $80.94 $82.15 10 $81.00 $81.81 $82.62 $83.45 $84.70 11 $83.51 $84.34 $85.19 $86.04 $87.33 12 $86.10 $86.96 $87.83 $88.71 $90.04 13 $88.77 $89.66 $90.55 $91.46 $92.83 14 $91.52 $92.44 $93.36 $94.30 $95.71 15 $94.36 $95.31 $96.26 $97.22 $98.68 16 $97.29 $98.26 $99.25 $100.24 $101.74 17 $100.31 $101.31 $102.32 $103.35 $104.90 18 $103.42 $104.45 $105.50 $106.55 $108.15 19 $106.63 $107.69 $108.77 $109.86 $111.51 20 $109.94 $111.04 $112.15 $113.27 $114.97
Table 3.6 – E135/140/145, Q400, E170/175, E190 First Officer:
E135/140/145, Q400, E170/175, E190 F/Os Longevity DOS DOS+1 DOS+2 DOS+3 DOS+4* 1 $26.00 $26.26 $26.52 $26.79 $27.19 2 $36.00 $36.36 $36.72 $37.09 $37.65 3 $39.34 $39.74 $40.13 $40.54 $41.14 4 $40.56 $40.97 $41.38 $41.79 $42.42 5 $41.82 $42.24 $42.66 $43.09 $43.74
6 $43.12 $43.55 $43.99 $44.43 $45.09 7 $44.46 $44.90 $45.35 $45.80 $46.49 8 $45.84 $46.29 $46.76 $47.23 $47.93 9 $47.26 $47.73 $48.21 $48.69 $49.42
* DOS+4 Rates shall apply on the Amendable Date if before effective date of a subsequent Agreement.
APPENDIX 1: EXAMPLES PERTAINING TO ARTICLE 3 (COMPENSATION)
Example 1: Calculating PCH
Example 2: Trip that Pays Out on Duty Rig
Example 3: Trip that pays out on Trip Rig
Example 4: 1-Day Trip
Example 5: Normal Operations pay calculation
Example 6: Cancellation protection calculation
Example 7: Cancellation with Plus-Up 1 calculation
Example 8: Cancellation with Plus-Up 2 calculation
Example 9: Reassignment with Plus-Up calculation
Example 10: Multiple Reassignment calculation
Example 11: Calculating PCH Flow Chart
Example 12: Calculation Pay/Line Value calculation
Example 1: Calculating PCH:
Example 2: Trip that Pays Out on Duty Rig:
Example 3: Trip that Pays Out on Trip Rig:
Example 4: 1-Day Trip (Pays Out On Minimum Day):
Example 5: Normal Operations Pay Calculation:
Example 6: Cancellation Protection Calculation:
Example 7: Cancellation with Plus-Up 1 Calculation:
Example 8: Cancellation with Plus-Up 2 Calculation:
Example 9: Reassignment with Plus-Up Calculation:
Example 10: Multiple Reassignment Calculation:
Example 11: Calculating PCH Flow Chart:
Example 12: Cancellation Pay/Line Value Calculation:
Cancellation Pay is based on a Trip-by-Trip basis. Here is how the Pilot would be paid for the Month:
A pilot is awarded three 4-Day Trips, one 3-Day Trip and one 2-Day Trip: 18:45, 19:02, 18:30, 9.55 and 14:28. Total awarded Line value is 80:40.
The first 4-Day is worked as scheduled and over blocked by 1:15, for a Trip value of 20:00. The new Line value is now 81:55.
The second 4-Day is worked as scheduled and is under Blocked by 00:30. The Trip value remains 19:02, since the Pilot is paid on a Block-or-better basis. The Line Value is remains 81:55.
The third 4-Day Trip has 4 Legs canceled for a total of 10:00 and no additional flying was conducted. The value of the trip is pay-protected and remains 18:30. The Line Value would still be 81:55.
The 3-Day trip was worked as scheduled and was over Blocked by 00:45. The value of the 3-Day trip is now 10:40, for a new Line Value of 82:40.
The 2-Day Trip was worked as scheduled and was under Blocked. The Trip value remains 14:28. The Pilot would be paid 82:40 for the Month.
ARTICLE 6 SCHEDULING
A. Staffing
It is the Company’s responsibility to determine adequate staffing levels taking into account all known flying, Vacations, known leaves of any kind (including, without limitation, Union Leaves), scheduled and/or anticipated training, Company related business, attrition, retirements, and all known absences.
B. Scheduling Goal
The Company and the Union have agreed to the provisions of this Article with the goal that through application of the terms set out herein, the monthly Schedule and construction of Lines shall be accomplished to provide the highest amount of productivity and schedule consistency for the Pilot group while at the same time producing the highest efficiency of safe operations for the Company.
C. Scheduling Committee
1. The Union will establish a Scheduling Committee, which will meet with the Company for the purpose of facilitating the efficient operation of Articles 6 and 6A. The Scheduling Committee will be given access to non-confidential information regarding aircraft flows, block time reports, scheduled training, Simulator Events, Vacations, leaves of absence and current staffing.
2. The Company will provide Scheduling Committee members (up to four individuals for each airline Certificate operated) login credentials for the purpose of accessing FLICA and Crew Trac (or replacement software in either case, if applicable, hereinafter referred to as “FLiCA” or “Crew Trac”). Such access will not include the ability to alter a Pilot’s Schedule or change a parameter of the program. Each Scheduling Committee member who is granted access will execute a non-disclosure agreement and will not reveal his login credentials to any other person. The Union may request additional Crew Trac access for administering this Agreement. The Company will review and provide access and additional access for other Scheduling Committee members as mutually agreed to by the parties.
3. The Company will provide updated information regarding the use of the software (e.g., software updates or changes to functionality) to Scheduling Committee members as necessary.
4. Any changes to FLiCA or Crew Trac shall, at a minimum, maintain the functionality and accessibility necessary to meet the requirements set forth in this Agreement. The Company will meet and confer with the Union regarding changes to FLiCA and Crew Trac. If the Company considers adoption of a replacement system to FLiCA or Crew Trac, the Union will participate in the evaluation of the system.
5. If, due to changed circumstances (e.g. revised FAA regulations), FLiCA or Crew Trac no longer meets the requirements of this Agreement and/or regulations, the Company and the Union will mutually agree to modifications to the Agreement to accommodate the changed circumstances. If such changed circumstances take place before mutually agreed modifications are established, the Company will maintain a system that, to the extent feasible, meets the existing requirements of the Agreement. Notwithstanding a change in the software system, the Company shall comply with the requirements of this Agreement. If there is a difference between this Article and the FARs the more restrictive requirement will be controlling.
6. The Scheduling Committee access described in paragraph 6.C.2. shall include the ability to review, and generate reports covering the following information:
a. Sick leave used; b. Hours and Trip Pairings flown by Management Pilots; c. Vacations canceled by the Company; d. Individual Pilot history; e. Daily Assignments for Reserve Pilots; f. Reassignments; g. Trip add, drop, and swap requests granted and denied.
7. In order to accommodate Scheduling Committee meetings with the Company, the Company will:
a. Include in the Pre-Awards for each Month time off for up to 2 Scheduling Committee members to meet with the Company.
b. Include in the Pre-Awards time off for up to 2 additional members of the Scheduling Committee if the Company and the Union determine they are required.
c. In addition to Pre-Awards, release Scheduling Committee members from their Schedules as necessary if the Company and the Union determine they are required, and provided there is adequate reserve coverage.
8. The Company will cover Flight Pay Loss (“FPL”) for Scheduling Committee members up to a total of 50 hours per month. All other time off taken by Scheduling Committee members per paragraph 6.C.7. shall be considered Union Leave and reimbursable to the Company as per Article 12 (Leaves of Absence). Pre-Awarded time off as set forth in paragraph 6.C.7. shall be credited at 5 hours per Day. A member of the Scheduling Committee who reviews the Lines or meets with the Company during Pairing construction on a Day Off, will have the option to receive flight pay equal to 5 hours above Monthly Guarantee, reimbursable to the Company per Article 12 (Leaves of Absence).
9. The Company will provide other reasonably available and relevant information as is mutually agreed upon.
10. The Scheduling Committee and the Company shall meet monthly at least 2 calendar weeks prior to publication of the Bid Information, and as necessary thereafter, to discuss the average Line construction Credit values, stacking and Unstacking and construction of the Trip Pairings.
D. Electronic Transactions
1. The Company shall provide FLiCA, which will be the sole means for Pilots to conduct the following transactions via the Internet:
a. Monthly Bidding; b. Trip Trades with another Pilot; c. Trip Trades with Open Time; d. Open Time pickups; e. Vacation Bids, awards and trades; f. Trip drops; g. Vacancy and Displacement Bids and awards, and h. Recurrent Training Bidding and/or Simulator Event.
2. The Company shall provide computer facilities and printers at all Domiciles for Pilot use in connection with paragraph 6.D.1. Computer facilities available for Pilot use shall be a selection preference for all new Remain Overnight (“RON”) hotels.
3. FLiCA will allow the printing of the Bid Information at all Pilot Domiciles and via the Internet. In the event the computer-based system is unable to produce printed Bid Information, the Company will contact the Scheduling Committee Chairman or his designee to coordinate alternate arrangements.
4. A Pilot will be responsible for acquiring a computer for home access and providing his own Internet Service Provider (“ISP”) if he should so desire. If the Company should implement a computer access system that requires a separate fee, the Company will pay such fee (except for Pilot selection of optional services).
5. A Pilot will Bid using FLiCA unless the Company and the Union have approved an alternative method.
E. Schedule Bidding Process
1. Pairing Construction
a. It is the responsibility of the Company to prepare and publish the Pairings to be Bid on by the Pilots. The Company and the Scheduling Committee will reach consensus, to the extent possible, as to the weight each objective listed in paragraph 6.E.1.b., and other factors
considered in the optimization of the Trip Pairings, should be afforded in construction of the Trip Pairings.
b. The Scheduling Committee and the Company will meet and confer quarterly, or at such other times as mutually agreed upon, to review criteria for the construction of Pairings to be used in the scheduling of Pilots, taking into account appropriate factors such as historical crew planning data and Pilot preferences. The Scheduling Committee and the Company may jointly agree to modify the criteria from time to time. The objectives for the construction of published Pairings will be to:
i. Maximize the Pilot’s flight time during a given Duty Period;
ii. Ensure the ability to carry out the Marketing Schedule while maintaining on time performance and schedule completion;
iii. Maintain a mix of Pairing types, e.g., 1-day, 2-day, 3-day, 4-day or 5-day Trips, only as permitted under paragraph B.5. of Article 23 (Hours of Service).
iv. Ensure stability and continuity from one Bid Period to the next;
v. Identical Pairings for both Captains and First Officers in each Position to the extent possible.
2. All Pairings used for the Scheduling or assignment of Pilots will comply with all other applicable provisions of the Agreement.
3. All Trip Pairings shall originate in Base and terminate in Base.
4. Bid Information
a. The Equipment specific Bid Information for each Base will contain the following information:
i. All known flying arranged in Trip Pairings including the following schedule information:
(a) Report and Release times; (b) Pairing number; (c) Flight number; (d) Block and Credit Time of each Segment; (e) Block and Credit Time of the Pairing; (f) Duty Time; (g) Ground Time; (h) Deadhead time; (i) Originating, intermediate and terminating station; (j) RON information, including hotel information, ground transportation, etc.; (k) Minimum required Rest; (l) Trip time (Time Away From Base, or TAFB); (m) Aircraft Type, e.g., EM3, EM4, EM5, DH4, EM7, EM8, EM9, etc.
ii. A list of Pilots eligible to Bid in each Base (Bid Eligibility List);
iii. Awarded or assigned Temporary Vacancies;
iv. An anticipated number of Split Duty Period (“SDP”) Lines and Regular Lines;
v. An anticipated number of Composite and Reserve Lines;
vi. Operating Experience (“OE”) instructors and Check Airmen;
vii. Types of Reserve (e.g., Long Call Reserve (“LCR”), Short Call Reserve (“SCR”)) and Reserve Availability Period (“RAP”);
viii. Known training Assignments, including applicable Credit;
ix. A list of Pilots who are due for Recurrent Training and/or Simulator Events with the assigned dates;
x. All awarded and available Vacation time; and
xi. A list of Pilots due for FAA medicals.
b. During the Bid process the Scheduling Committee may review the Bid Information for each Base and specific Equipment.
c. When an error or violation is found that would affect a FLiCA award, if the Company and the Scheduling Committee determine it is necessary, the Company will reissue the affected Bid Information and may adjust the time and dates for Bidding, awarding, review and distribution required for the correction.
5. Bidding Process
a. All times referred to in paragraph 6.E.5. are Headquarters time.
b. Bids will be awarded to qualified Pilots in order of Seniority.
c. Bid Submission
i. Bid preferences shall be electronically submitted to the Company via FLiCA.
ii. A Pilot who neglects to Bid will be awarded a Schedule in accordance with what is indicated on his Default Bid preference. If a Pilot has not completed a Default Bid preference, then the Pilot will be awarded a Schedule according to FLiCA.
iii. Each Pilot shall verify the accuracy of his Pre-Awards, and notify the Company of any errors prior to the submission of his Bid.
iv. Bidding Timeline
(a) Recurrent Training Bidding information will be posted on FLiCA on or before 0900 hours on the 2nd of the Month prior to the Bid Period. Recurrent Training Bidding opens at this time.
(b) Recurrent Training Bidding will close at 0900 hours on the 7th of the Month prior to the Bid Period.
(c) Recurrent Training Bid awards will be available in the Bid Information and posted as Pre-Awards on a Pilot’s Bid calendar.
(d) Bid Information will be made available to all Pilots at each Domicile at or before 0900 hours on or before the 12th of the Month prior to the Bid Period. Line Bidding opens at this time.
(e) A Pilot must submit his Bid by 1200 hours on or before the 15th of the Month prior to the Bid Period.
(f) The Initial Awards will be posted at 1500 hours on the 17th of the Month prior to the Bid Period. Schedule Adjustment Period-1 (“SAP-1”) begins upon posting and ends at 1500 hours on the 19th of the Month prior to the Bid Period.
th (g) Schedule Adjustment Period-2 (“SAP-2”) begins at 1700 hours on the 19 of the Month prior to the Bid Period and ends at 1900 hours on the 20th of the Month prior to the Bid Period. Build-Up Blackout starts and Composite Line and Reserve Line Construction begins when SAP-2 ends.
(h) Final Awards will be posted at 1700 hours on the 22nd of the Month prior to the Bid Period. Build-Up Blackout ends once Crew Trac is loaded with the
final Schedule for the applicable Month, but no later than 1700 on the 23rd of the month.
(Refer to Appendix 2, Example 1, for a flow chart depicting the Bidding Timeline.)
d. FLiCA will generate, track and provide each Pilot a unique receipt for each Bid supplied by the Pilot.
e. Build-Up Blackout
The Build-Up Blackout is the time period in which the build-up of Lines are constructed and Crew Trac is loaded with the Final Awards. During this time, no Trip trades, Trip drops or Open Time awards for the following Month will be processed. During the Build-Up Blackout, the Company and the Scheduling Committee will meet to review the Final Award.
6. Eligibility to Bid
a. Management Pilots will not Bid.
b. A Pilot who will begin a known Training Event, e.g., attending Initial, Transition, or Upgrade training (from the beginning of ground school to completion of OE) during the Bid Period may Bid a Schedule for that portion of the Month for which he will be available.
c. A Pilot who is projected to finish a Training Event, e.g., attending Initial, Transition or Upgrade training (from the beginning of ground school to completion of OE) during the Bid Period may Bid a schedule for that portion of the Month for which he is projected to be available. If he finishes earlier or later than projected, his Line will be adjusted using paragraph 6.E.6.g.
d. A Pilot (other than a Pilot in Training) who will be qualified and available for Duty during the Month will be allowed to Bid during the Bidding process and will be awarded a Schedule for that portion of the Month for which he will be available.
e. A Pilot who is not expected to be available for Duty during the Month (e.g., a Pilot on a leave of absence for the entire month or with an unknown return-to-work date, or a Pilot in Training for the entire Month) will not be awarded a Schedule during the Bidding process.
f. Newly hired Pilots (“New Hires”) will be placed on the applicable Bid Eligibility List for the Month in which they are projected to complete Training. New Hires will then be eligible to Bid for the remaining portion of the Month in which they are projected to complete Training.
g. After SAP, Lines constructed for Pilots outside the Monthly FLiCA Bid Award shall comply with paragraph 6.C. and the applicable parts of paragraph 6.E.
7. Vacation Slide
a. Subject to paragraphs 6.E.7.c. and d., a Pilot may, at his option, move (“Slide”) the start date of his scheduled Vacation by a maximum of 3 days in either direction. This option, if exercised, must be made known to the Company on the appropriate electronic form no later than the close of Recurrent Training Bidding for that Month.
b. Consecutive weeks of Vacation are to be considered as one block for the purposes of sliding a Pilot’s Vacation.
th c. A Pilot may not Slide his Vacation into Thanksgiving, Christmas, New Year’s or July 4 .
d. Unless waived by the Company, the number of overlapping Vacations that are subject to Slide in any week may not exceed 50% of the total number of awarded Vacations in a Position and Certificate and Base. If this provision becomes applicable, available Slides shall be granted by Seniority within the Certificate and Position and Base.
8. Line Construction – Preferential Bidding System (PBS)
a. The following procedures will precede Line construction:
i. The Company will apply any Known Absence to a Pilot’s Schedule. The Virtual Credit value of the Known Absence(s) will be reflected in the total value of the Line for purposes of the Line building parameters according to paragraph 6.E.8.a.ii.
ii. The following daily Virtual Credits will apply to absences that are known prior to the close of Bidding:
(a) Company Business 5.00 hours (b) Union Leave 5.00 hours (c) Jury Duty Leave 5.00 hours (d) Military Leave (2-days) 5.00 hours (e) Recurrent Training 4.50 hours (f) Travel Days for Recurrent Training 4.00 hours (g) Company Offered Leave 3.00 hours (h) Medical Leave 2.80 hours (i) Workers’ Compensation 2.80 hours (j) Maternity Leave 2.80 hours (k) Family Medical Leave (“FMLA”) 2.80 hours (l) Personal Leave 2.80 hours (m) Non-pay Status 2.80 hours (n) Furlough 2.80 hours (n) Resignation 2.80 hours (o) Retirement 2.80 hours (p) Training/INIT, UPG, TRANS 2.80 hours (including Days Off during Training) (q) Military Leave (greater than 2-days) 2.80 hours (within a single Bid Period, including Days Off during the Leave) (r) Other 2.80 hours (s) Vacation 2.80 hours
iii. If a Pilot is withheld from service by the Company at the time of Bid closing, he will Bid for a Schedule for the following Bid Period in accordance with paragraph 6.E.
iv. When awarded in a Line, Training, Recurrent Training, OE, Union Leave or any Company business will not reduce a Pilot’s Days Off to less than the minimum as set forth in Article 23 (Hours of Service).
v. If the Scheduling Committee or Company discovers an error or a violation of the Agreement in the Bid Eligibility List before the Bids have been awarded, the discovering party will notify the other as soon as practical. Prior to awarding the Bids, the Company will correct any error or violation that would affect the accuracy of the FLiCA award.
b. Each Pilot’s schedule will be constructed by the Company utilizing FLiCA and will be a Regular Line, SDP Line, Composite Line or a Reserve line. FLiCA will determine the number of Regular Lines constructed. If FLiCA is not capable of constructing SDP Lines, Composite Lines or Reserve Lines that comply with this Agreement, the Company will construct such Lines, in accordance with paragraph 6.E. Regular Lines, SDP Lines, Composite Lines and Reserve Lines will be awarded or assigned in accordance with a Pilot’s Seniority and this Agreement.
c. FLiCA, in accordance with this Agreement, will construct all Lines as follows:
i. The required average Line Value will be determined based on the Block Hours and number of available Pilots. The FLiCA Line Construction will initially be run with the minimum Credit Window set at Minimum Monthly Guarantee (“MMG”) and the maximum Credit Window set to the highest value possible (including Buffers). If the average Line Value obtained reaches or exceeds the required average Line
Value, the minimum Credit Window will not be adjusted. If the average Line Value obtained is below the required average Line Value, the Company and the Scheduling Committee will jointly adjust the minimum Credit Window as necessary to obtain the required average Line Value.
ii. If FLiCA is unable to construct Regular Lines to MMG due to partner airline Marketing Schedules, the Union Scheduling Committee and the Company will meet and mutually agree to a new Minimum Credit Window for each Base affected, to be used for that Bid only.
iii. No less than the minimum Days Off in Base as provided for in Article 23 (Hours of Service).
iv. Regular Lines will be built so as to leave between 13% and 17% of Scheduled Credit Hours (“SCH”) remaining after the PBS process. This percentage may be adjusted above or below these thresholds on a non-precedent setting basis by mutual consent of both the Union and the Company.
v. The Schedule Adjustment Period process (“SAP”) will run according to paragraph 6.F.
vi. After SAP has run, FLiCA will be re-run, using those Pilots that did not receive a Regular Line and their Bid preferences, to Award as many post-SAP Regular Lines as possible according to 6.E.8.d.i. – iii.
vii. After FLiCA has created post-SAP Regular Lines, Composite Lines will be constructed as follows:
(a) FLiCA will build Composite Lines to a minimum of 57 SCH. SCH plus Reserve Day Virtual Credit must reach MMG or mutual agreement between the parties on a new Minimum Credit Window, as provided in paragraph 6.E.8.c.i.;
(b) Reserve Availability Periods (“RAPs”) or Reserve Contact Periods (“RCPs”) will be added to reach MMG or new Minimum Credit Window, as provided in paragraph 6.E.8.c.i., in accordance with a Pilot’s Reserve preferences. RAPs or RCPs added in this manner shall be in added blocks of at least two concurrent Days.
viii. Reserve Lines will be built in accordance with paragraph 6.E.8.i.
(Refer to Appendix 2, Example 2, pertaining to Line construction.)
d. The Company may withhold up to 5% of known flying per Equipment Type of First Officer flying reflected in the Bid Information that corresponds to flying awarded to OE Captains to be utilized for the purpose of conducting OE. Should OE requirements exceed this 5% limitation, the additional time required shall be obtained through Award Displacements pursuant to paragraph 6.J.
e. Regular Lines
i. After the Company has completed the Regular Line Construction process utilizing FLiCA, additional Pairings will not be added to or removed from a Regular Line except as otherwise provided for in this Agreement.
ii. A Regular or SDP Lineholder will not be assigned Reserve Days nor out-of-Base Trips.
f. Split Duty Periods (SDPs)
i. An SDP is a Flight Duty Period (“FDP”) that has a scheduled break in Duty that is less than a required Rest Period. All other Pairings that do not meet the SDP definition will be awarded/scheduled based on applicable provisions of this Agreement.
ii. The Company may construct SDP Pairings. SDP Pairings will consist of one FDP and will not be constructed back-to-back except within pure SDP Lines.
iii. A Pilot on an SDP Line will be scheduled Days Off in accordance with Article 23 (Hours of Service). However, a Pilot will not be scheduled for a block of more than 3 consecutive SDPs. A minimum of 3 Days Off will follow any block of 3 SDPs.
iv. SDPs will be scheduled with a minimum of 5:15 Ground Time, Block-In to Block- Out.
v. An SDP Pairing shall not be scheduled for more than 4 Legs, including Deadheads. After the Ground Time in paragraph 6.E.8.g.iv., the Pilot may have no more than 2 Legs returning him to his Base.
vi. A Pilot will not be required to participate in training without his consent during the scheduled Ground Time on a SDP.
vii. Flights that are not scheduled as part of a SDP Line during the FLiCA assigning of Lines may not be added to an SDP Trip Pairing.
viii. SDP Pairings will terminate upon a Pilot’s first arrival at his Base, and the Pilot shall not be subject to any further Duty or be subject to any Reassignment.
ix. A Pilot performing an SDP Pairing will be released to Rest upon completion of that Pairing and will not be required to be available for a non-SDP assignment prior to 0500 LDT on the following Day.
x. A Pilot on an SDP Pairing whose Trip is interrupted due to unforeseen circumstances (e.g., maintenance, weather) can be Reassigned to regular Rest in order to complete his original Trip Pairing.
xi. The Company and Union may agree to permit SDP Pairings not conforming to the above rules on a case-by-case basis.
g. Composite Lines
Composite Lines will contain Days Off in accordance with Article 23 (Hours of Service) and may contain a combination of single SDP Pairings, Trip Pairings, RAPs and RCPs. Composite Lines may also contain Charters.
i. Reserve Line Construction
i. A Pilot who is not awarded or assigned a Regular Line, Composite Line or SDP Line will be awarded or assigned a Reserve Line.
ii. The Company will determine the type and number of SCR RAPs and LCR RCPs available in any Bid Period.
iii. A Reserve Line will contain:
(a) RAPs, RCPs and at least the minimum Days Off, as provided in Article 23 (Hours of Service); (b) In-Base RAPs and RCPs; (c) Types of Reserve (e.g., LCR, SCR, Airport Standby); (d) No mixing of Reserve types within a Line; (e) At least 1 block of 4 consecutive Days Off in a Month, which may be waived by the Pilot; and, (f) No single Days Off or single RAPs or RCPs except for the first and last day of the Bid Period.
iv. In a Composite Line, a RCP or RAP will be credited at 4.5 hours toward the FLiCA minimum Credit Window.
v. The Company will determine the need for Reserves, as provided for in this Article 6, for each day of the Bid Period.
vi. Preferences in the Bidding for RAPs will be awarded in accordance with Seniority among Pilots per Certificate, Position and Base.
vii. For the purposes of calculating Days Off, an RCP or RAP will be considered a day of work. Days Off will not be moved once awarded, unless mutually agreed to by the Pilot and Company.
j. Review of Schedules
i. As the Line Construction process for each Certificate, Position and Base is processed, the Scheduling Committee will monitor the results and promptly notify the Company of any contractual violations.
ii. After distribution of the Initial Bid Awards, there shall be a 24-hour period for Pilots to protest the accuracy of the awards to the Scheduling Committee and for the Scheduling Committee to determine the validity of any such protest(s). The protest period will run concurrently with SAP-1. If the Scheduling Committee determines that the protest(s) is valid, the Company shall re-run the Initial Bid Awards to correct any identified errors. After the expiration of the 24-hour protest period, there shall not be an opportunity for any further protest(s) and the Initial Bid Awards shall not be re-run unless the Company and the Union agree.
iii. If the Company conducts a re-run of the Lines for a specific Certificate, Position and Base, the Scheduling Committee will expedite any additional review necessary to complete the process.
iv. If the Company conducts a re-run of the Lines, the distribution of the Initial Bid Award may be delayed but will be distributed promptly after completion of the re- run.
v. Any error or violation of the Agreement in a Composite Line or Reserve Line for a Position and Base will be corrected prior to distribution of the Final Award for that Position and Base.
vi. The Scheduling Committee will notify the Company immediately if it does not wish to review the Lines.
F. Schedule Adjustment Period (SAP)
1. SAP – General
The Schedule Adjustment Period (“SAP”) consists of 2 phases, SAP-1 and SAP-2, where a Pilot may modify his Schedule prior to the Final Bid Award. All SAP requests will be made on the SAP Bid Form in FLiCA. Any unassigned Trip Pairing(s) remaining after SAP-1, SAP-2, or not assigned within the provisions of this paragraph F., will be considered Open Time and be awarded in accordance with paragraph 6.G.
2. SAP Restrictions:
a. A Pilot’s Line value may not drop below MMG due to any SAP Transaction;
b. A Pilot may not drop a Trip that touches the first two days of a Bid Period;
c. A Pilot’s schedule may not be modified so as to create a conflict with another Trip Pairing or Assignment;
d. A Pilot may not pick-up or trade for a Trip Pairing(s) that occurs during or overlaps a Vacation period during SAP;
e. A Pilot may not adjust his Schedule in the current Bid Period during SAP;
f. A Pilot may not drop a Trip on a SAP Blackout Date(s), which touches any of the following: July 4th; Thanksgiving; Christmas; and New Years Day.
g. As a result of the SAP process, no individual Day(s) may have Open Trips exceeding a number equal to 75% of the Composite Line and Reserve Line Pilots who do not have a Known Absence or Assignment on that Day(s).
3. Participation in SAP
a. A Pilot awarded a Regular Line may, but is not required to participate in SAP-1 and/or SAP- 2.
b. A Pilot who was not an Eligible Bidder, in accordance with paragraph 6.E.6., and who is senior to the most junior Pilot awarded a Regular Line, may participate in SAP if returning from a Leave during the SAP process.
c. A Pilot whose Regular Line is built post-SAP will not participate in SAP.
4. SAP-Phase 1 - (SAP-1)
SAP-1 Awards will be made in Seniority order. Pilots will be awarded Trip swaps, drops or additional Trip Pairing(s) up to the maximum number of Calendar Days designated in the SAP Bid.
5. SAP-Phase 2 - (SAP-2)
Pilots will be awarded SAP-2 swaps, drops or additional Trip Pairing(s) on a first-come-first-served basis according to the FLiCA server clock. Out-of-Base Trip Pairing(s) may be added in SAP-2.
6. The Union and the Company recognize that SAP is a new concept and, as such, may require that changes be made in order to maintain the viability of the concept and the benefit to both the Pilots and the Company. Such changes will be only made if the Union and the Company concur, up to and including the elimination of SAP; provided, the Union and the Company agree not to eliminate SAP during the first year after implementation of SAP.
(Refer to Appendix 2, Example 3, for a Q & A pertaining to SAP.)
G. Daily Open Time
1. Open Time that becomes available during the Bid Period includes Pairings, or portions thereof, dropped because of illness or injury, Vacations, Leaves of Absence, Training, Charters, Extra Sections, other revenue flying or those Pairings not awarded or assigned in the Line Construction process.
2. The Company will post all Open Time after the Final Bid Award and update the post on a real-time basis. Except as provided in Article 6A (Reserves), the posting and award or assignment of Open Time to Pilots other than Reserves shall be administered through FLiCA, or over a recorded phone line upon Pilot request; provided, however, Crew Scheduling may solicit pick up of Open Time except from Pilots on the “Do Not Call List,” as provided and maintained by the Union.
3. Subject to paragraph 6.G.4., Pilots may swap, drop and add with Daily Open Time. Daily Open Time requests shall be made on a first-come, first-served basis according to the FLiCA server clock. If a request is denied, the Pilot will be advised of the non-approval and the reason(s) for the denial. Requests capable of automatic approval by FLiCA will be conducted on a “real-time” basis.
4. Daily Open Time not assigned or that becomes available after the Bids are awarded, will be picked up in the following order; provided, such Assignment shall not conflict with the FARs or any other provision of this Agreement:
a. Awarded to a Captain or First Officer who has not completed the required Consolidation, in accordance with the applicable FARs; then,
b. Awarded to any Lineholder or Reserve Pilot on his Day Off submitting a request pursuant to paragraph 6.G.3, unless:
i. The request violates the FARs or any portion of this Agreement. Crew Scheduling may require a Buffer when there is a potential for illegality under the FARs or this Agreement. The Company shall review the Buffer(s) with the Scheduling Committee during the regularly scheduled meetings, as provided in paragraph 6.C.1.; or,
ii. The request creates a conflict with an existing Trip or assignment.
c. Available for Bid or assignment to Reserve Pilots, as provided in paragraphs D.1. through D.3. of Article 6A (Reserves).
d. Assign to a Management Pilot.
(Refer to Appendix 2, Example 4, for a flow chart pertaining to Assignment of Daily Open Time.)
H. Pilot Contact and Notification
1. A Pilot shall provide at least one contact phone number to the Company. If a number is a designated home number and the Pilot is away from Base on Assignment, that number will not be used in contacting the Pilot.
2. Once the Final Bid Award is posted, all Company-initiated changes to a Pilot’s Schedule and/or Reserve Assignments require Positive Contact with the Pilot pursuant to paragraph 6.H.3.
3. A Pilot will be contactable by the Company only when on Duty, RAP, RCP or Airport Standby. The Pilot may satisfy this requirement by designating a contact method, such as a personal communication device (“PCD”), Company e-mail, Self-Notification or other mutually agreeable method. Direct contact by a Company-designated representative or other customary crew contact method (e.g., ACARS, release) shall constitute Positive Contact when acknowledged by the Pilot. If the Company attempts contact through the designated contact method or by direct contact, the Pilot shall respond in a timely manner upon receipt.
4. A Pilot who is unable to Report for Duty or is not fit for Duty will notify Crew Scheduling as far in advance as practicable. If the reason is related to illness or injury, the provisions in paragraph 6.M. shall apply.
5. The Company may attempt direct contact with a Pilot during a Layover subject to the following conditions:
a. Any time during the Layover in the case of a personal or family emergency affecting the Pilot;
b. During a Layover, the Company may attempt direct contact within one hour after Block-In time and prior to 10 hours before scheduled Report Time, or at one hour or less before scheduled Report Time.
c. The Company may attempt direct contact by phone or other means with a Pilot during his Rest. The Company is limited to one contact. If the Pilot’s Sleep Opportunity is interrupted, the Pilot may require additional Rest, at his sole determination. The Pilot shall not be subject to any form of harassment, discipline or discharge as a result of such determination. The Pilot is not obligated to call the Company in response to any such message.
I. Telephone Recordings
All telephone conversations between Crew Scheduling, Dispatch, Maintenance and Pilots shall be recorded. Recordings shall be kept for a minimum of 30 days. In the event of a dispute, the Chief Steward(s) or designee may request that any recording(s) be kept until the dispute is settled.
J. Self-Notification
If Self-Notification is available through Crew Trac, FLiCA, or similar electronic means, a Pilot who is Self- Notified of an Assignment wIll be responsible for the Assignment.
K. Award Displacement
1. Following distribution of the Bid Award, the Company may Award Displace a Lineholder from his awarded or assigned Pairing for the purpose of:
a. Completing required OE;
b. Because of minimum experience between the Captain and First Officer being paired together; or
c. Age-60 Rule conflicts.
2. The Company will provide as much advance notice of Award Displacement as is reasonably possible. If Crew Scheduling does not notify the pilot of the Reassignment as a result of the Award Displacement prior to the Release Time of the scheduled or actual Trip immediately preceding the Assigned Pairing, the Pilot will be released from Duty for the first Day of that Trip, except as required by paragraph 6.K.3. The Award Displaced Pilot will be credited with the greater value of the Trip originally assigned or the Trip(s) to which he was Reassigned.
3. If a Pilot has been Award Displaced from a multi-day Trip Pairing and has not been given a Reassignment, he is required to contact Crew Scheduling one time between 1700 and 2000 LDT on the first Day of his originally scheduled Trip and on each subsequent day of that Trip. If Crew Scheduling does not give him Assignment when he calls in, he shall be released to Rest until the next day’s call-in period.
4. If an Award Displaced Pilot was originally assigned a one-Day Trip Pairing, or if it is the first day of a multi-day Trip, Crew Scheduling may not assign a Trip with a Report Time earlier than the original Trip Pairing Report Time without the concurrence of the Pilot.
5. On subsequent days of a multi-day Trip Pairing, a Pilot will not be assigned a Trip starting earlier than 1000 LDT unless given the Assignment at least 30 hours prior to the start of the assigned Trip Pairing without the concurrence of the Pilot, or given a hotel in accordance with paragraph 6.K.7.
6. The Reassignment will not be scheduled to end later than the originally assigned Trip Pairing without the concurrence of the Pilot.
7. If an Award Displaced Pilot does not reside in-Base and requires lodging in-Base due to the Award Displacement that he would not otherwise have been required to obtain, the Company shall provide him with lodging, upon request.
8. The Award Displaced Pilot will not be assigned any type of Reserve without his consent.
(Refer to Appendix 2, Example 5, for a flow chart pertaining to Award Displacement.)
L. Reassignment/Reroute
1. For purposes of this Agreement, a Reassignment or Reroute means a change in the Lineholder’s assignment as provided herein.
2. In-Domicile
A Pilot may be Reassigned or Rerouted while he is in-Domicile; provided:
a. The new Assignment is for the same Day(s) as originally scheduled; and,
b. He is not required to Report any earlier than his original Trip Pairing scheduled Report Time; and,
c. He is scheduled to be Released from Duty at his Domicile by no more than 2 hours later than the originally-scheduled Release Time. The Company shall not add an Assignment to operate an aircraft or any of its systems solely to validate aircraft status for maintenance at the end of such Pilot’s Trip Pairing.
d. The Company will notify an affected Pilot as soon as it becomes aware (subject to Rest rules) that a Reassignment or Reroute results in a later Report Time or delay.
3. Out-of-Domicile
A Pilot may be Reassigned or Rerouted while he is out-of-Domicile, provided:
a. The new Assignment is for the same Day(s) he was originally scheduled; and,
b. The Pilot is scheduled to return to his Domicile no more than 2 hours later than his originally- scheduled release time at his Domicile on the last Day of his Trip Pairing. The Company shall not add an Assignment to operate an aircraft or any of its systems solely to validate aircraft status for maintenance at the end of such Pilot’s Trip Pairing.
4. A Lineholder may not be involuntarily Reassigned to Reserve Duty. If, however, a Lineholder accepts Reassignment to Reserve Duty, he will be released from Reserve no later than his originally scheduled Release Time. If the Pilot is given an Assignment during this RAP, the Pilot will be Released in Domicile no later than the originally scheduled Release Time.
5. A Pilot (Lineholder or Reserve) will not be scheduled or rescheduled into any of his Days Off for any reason except for weather, mechanical or ATC directly related to that Pilot’s last flight, unless the Pilot consents. The Company may not schedule or reschedule a Pilot into a Day Off due to insufficient staffing, unless the Pilot consents. If a Pilot is scheduled or rescheduled into a Day Off, as provided in this paragraph, he shall be compensated as provided in Article 3 (Compensation) for such Assignment.
6. All Reassignments/Reroutes will be accomplished following the terms set forth in this Agreement, as if they were originally scheduled. All Reassignments/Reroutes will be constructed using realistic parameters (e.g., historic Flight, taxi and Turn Times, and for a day-of Assignment, known ATC delays, forecast enroute winds and forecast departure, enroute and destination weather).
M. Illness or Injury
A Pilot who is unable to begin or complete an Assignment, or portion thereof, because of illness or injury will notify Crew Scheduling immediately and will be removed from the Assignment. The Pilot will be considered absent for the remaining duration of the applicable Trip Pairing or Assignment. If the Assignment was a Trip Pairing and the Trip Pairing has commenced, it will normally be assigned to a Reserve Pilot.
1. A Lineholder who has called in sick on a multiple-day Trip Pairing and who is subsequently able to return to flying prior to the completion of his original scheduled Trip Pairing, will notify Crew Scheduling of his desire to return to work. If a Trip Pairing is available at his Domicile that begins and ends during his original Trip Pairing period, it shall be assigned to such Pilot. If no such Trip Pairing is available, the Pilot may choose to:
a. Remain on Sick Leave for the duration of the Pairing; or,
b. Be placed on Reserve and be credited for each day on Reserve, as provided in Article 3 (Compensation), or the value of any Trip Pairing assigned while on Reserve, whichever is greater; or,
c. Accept a Trip Pairing outside of his original Trip Pairing Period.
2. A Reserve Pilot who has called in sick and who is subsequently able to return to flying prior to the completion of the original block of RAPs or RCPs will notify Crew Scheduling of his desire to return to work. The Reserve Pilot will be placed back on his RAP or RCP.
N. Trip Pairing Trades and Drops
1. A Pilot may attempt to trade or drop a Trip Pairing(s), or portions thereof. Pairings, or portions, thereof picked up in this manner will not be considered overtime.
2. A Pilot may submit a request to Crew Scheduling online (either through FLiCA or email) or via telephone contact 48 hours prior to drop a Pairing. Crew Scheduling may waive the 48-hour requirement. If sufficient Reserves are available (a number no less than 10% of the total number of
Composite and Regular Lines in Position and Certificate, as determined on the first day of the Bid Period) on the day(s) of the proposed dropped Trip Pairing the request will be approved.
(Refer to Appendix 2, Example 6, pertaining to “sufficient” Reserves for Dropping Trips.)
3. Trip trades will be administered through FLiCA. Trip trades should be submitted online (either through FLiCA or email) no less than 24 hours prior to the date of the earliest Trip Pairing Report Time in the proposed trade. Crew Scheduling may waive the 24-hour requirement. If a request is submitted less than 24 hours in advance, the request must be made via telephone contact with Crew Scheduling over a recorded line with all parties involved agreeing to the trade.
4. A Pilot who has requested a Pairing trade or drop will remain responsible for his original Pairing until he has been notified that the Pairing trade or drop has been approved. Approval of trades or drops submitted no less than 48 or 24 hours in advance, as applicable, shall be approved or denied online. Where Crew Scheduling has waived the 48 or 24-hour requirement, approval will be by phone over a recorded line.
5. Trip trades must not violate the FARs or any portion of this Agreement. Crew Scheduling may require a Buffer when there is a potential for illegality under the FARs or this Agreement. The Company shall review the Buffer(s) with the Scheduling Committee during the regularly scheduled meetings, as provided in paragraph 6.C.1. If a trade is not approved, the Pilot will be advised of the non-approval and the reasons for the denial.
6. A Pilot who loses Credit Time from his Schedule because of a Trip trade or drop will have his Guarantee adjusted as provided in Article 3 (Compensation).
7. Partial Trip trades or drops, or partial out-of-Base trades may be submitted online, but currently require approval or denial by Crew Scheduling. The Company will not be required to assume any additional cost liability (e.g., rooms, Deadheading, additional Duty, Trip Time) that might be associated with such trades or drops, pick-ups of out-of-Base Open Time, or out-of-Base trades.
O. Scheduling – General
1. If two Pilots within the same Position are scheduled to fly and report for the same Pairing, the Pilot who was awarded or assigned the Pairing as part of his Final Bid Award will fly the Pairing. If the Pairing was not awarded or assigned to either Pilot as part of his Final Bid Award, the more senior Pilot will choose whether he wishes to fly the Pairing. The Pilot not flying the Pairing will be considered Award Displaced in accordance with paragraph 6.K.
2. A Duty Period scheduled to terminate (Duty end time) before 2400 LDT will be considered to have terminated on the same Day it was scheduled should it actually terminate prior to 0200 the following Day.
3. Captains Flying as First Officers
a. In any given bid period within a Base, Equipment and Certificate, when the number of available Captains exceeds the number of available First Officers by at least 25%, the Company may designate a number of Captains to Bid as First Officers within that specific Certificate, Base and Equipment.
b. Such Captains bidding as First Officer will be limited to 40% of the overage number of Captains eligible and available to Bid in that Bid Period. The number of Captains bidding as First Officers will be indicated in the Bid information.
c. Captains who wish to Bid as First officers will indicate their preference. This preference shall be awarded up to the limit in paragraph 6.O.3.b. If an insufficient number of Captains elect to Bid as First Officer for that Bid Period, the remaining First Officer Positions shall be awarded to Captains in reverse Seniority order.
d. Captains who Bid as First officers will Bid their relative Seniority for Trips amongst the First Officers in their Base.
e. Captains who Bid as First Officers as described above will continue to receive their Captain rate of pay for all such flying and benefits.
f. Captains who Bid as First Officers for the Bid Period are eligible to pick up Captain Open Time on Days Off.
g. The Company will meet and confer with the Scheduling Committee prior to such posting.
4. Pilots Based outside of the United States will be subject to this Agreement as provided in paragraph E. of Article 1 (Recognition and Scope).
5. A Pilot with a Reserve Assignment that is not in a pure Reserve Line may be Reassigned/Rerouted into his next scheduled Trip Pairing; provided, he will not be Reassigned to an Assignment that ends on a Day prior to a Day Off later than his original Trip Pairing. This restriction does not apply to a Pilot who voluntarily trades into a RCP or RAP.
6. A Reserve Pilot must be assigned and scheduled in specific Equipment.
7. Once the Company obtains approval from the FAA and implements the Multiple Operations Training Compliance Program (“MOTCP”), like Equipment Bases on different Certificates will be combined for Bidding and scheduling purposes.
8. With the concurrence of Crew Scheduling, a Pilot may be released from a last Leg to Base Deadhead, without