Reassignment/Pay for an AA guy.
 

AA guy here. Can someone explain your reassignment rules and pay? NB reassignments are rampant at AA. Our AIP addresses this but wondering how it stacks up.

20-L-1 Original Arrival Time
20-L-1-a A Pilot’s original Arrival time shall be the original scheduled Arrival time of the last flight of his Trip, as measured at the time immediately before his first reassignment is made except that the following shall apply to a Pilot who is assigned or reassigned flying under Section 20-F-1:
20-L-1-a-(1) If he is advised of the loss of his flying within seventy-two (72) hours of the scheduled Departure of the Trip which contained the lost flying, his original Arrival time shall be the scheduled Arrival time of the Trip before any flying was lost.
20-L-1-a-(2) If he is advised of the loss of his flying more than seventy-two (72) hours before the scheduled Departure of the Trip which contained lost flying, then his original Arrival time shall be determined at such seventy-two (72) hour point, as follows:
20-L-1-a-(2)-(a) If the Pilot does not have an assignment on the last day of the period subject to Section 20-F-1 assignment or reassignment, his original Arrival time shall be the scheduled Arrival time of the Trip before any flying was lost.
20-L-1-a-(2)-(b) If the Pilot does have an assignment on the last day of the period subject to Section 20-F-1 assignment or reassignment, his original Arrival time shall be the scheduled Arrival time of that assignment.
20-L-1-a-(3) Notwithstanding Sections 20-L-1-a-(1) and 20-L-1-a-(2), if a Pilot is being assigned or reassigned flying under Section 20-F-1 due to a previous Section 20-F assignment or reassignment, his original Arrival time shall be the scheduled Arrival time of the Trip before any flying was lost.
20-L-1-a-(4) For the purposes of this Section 20-L-1, a Pilot who voluntarily impacts the flying on the last day of the period subject to Section 20-F-1 (e.g., making a request for a
specific flight assignment or through trip-trading) shall not be considered to have been assigned or reassigned flying under Section 20-F-1.
20-L-1-b A Pilot’s original Arrival time on a Trip that ends in a Surface Deadhead shall be the scheduled Arrival time of the Surface Deadhead.

20-L-2 Limitations When Reassigned From Basic Flying 20-L-2-a When a Pilot’s original Arrival time is:
20-L-2-a-(1) From 0000 to 1200, the Pilot must be scheduled to arrive from the reassigned Trip no later than 1200 the next day.
20-L-2-a-(2) From 1201 to 2359, the Pilot must be scheduled to arrive from the reassigned Trip no later than 2359 the next day.
20-L-2-b If reassigned into a day off and the reassignment prevents a commuting Pilot from returning to his primary residence on that day off, the Pilot shall be provided a hotel room upon request.
20-L-2-c A Reserve whose original assignment included flying on an FDO shall not be reassigned beyond that FDO, without his concurrence.

20-L-3 Limitations When Reassigned From Global Flying
20-L-3-a If reassigned to a Trip with no augmentation or a Trip whose maximum required augmentation level is single augmentation, the reassigned Trip must have a scheduled Arrival time
20-L-3-a-(1) within forty-eight (48) hours of his original Arrival time, or
20-L-3-a-(2) within thirty-six (36) hours of his original Arrival time if the reassignment contains flying that is scheduled to begin prior to forty-eight (48) hours before his original Arrival time.
20-L-3-b If reassigned to a Trip whose maximum required augmentation level is double augmentation, the reassigned Trip must have a scheduled Arrival time
20-L-3-b-(1) within sixty (60) hours of his original Arrival time, or
20-L-3-b-(2) within forty-eight (48) hours of his original Arrival time if the reassignment contains flying that is scheduled to begin prior to sixty (60) hours before his original Arrival time.
20-L-3-c In the event a Pilot is reassigned to arrive at his Base later than originally scheduled, upon his request the Company shall notify the Pilot's primary residence or contact number of the delay and expected Arrival time.

20-L-4 A Pilot shall not be reassigned into a vacation day(s) or into day(s) protected in accordance with Section 20-D-5. However, a Pilot may be required to remain at a city to fly a delayed aircraft on such days, but only if no other solution exists to operate the flight in a timely manner. A Pilot whose vacation days are disrupted shall have the lost vacation day(s) added to the end of the vacation period.

20-L-5 It shall not be considered a reassignment when, after he reports for a Trip, a Pilot's originating segment is delayed and he is given an Off-Duty Period in accordance with Section 5-F- 3 prior to departing on the delayed segment. However, the following shall apply:
20-L-5-a The Pilot shall be responsible for continuing to fly the Trip and shall receive two (2) hours of Add Pay provided the delayed originating segment has an actual Departure. However, if the Pilot receives Add Pay under Section 20-L-6-a and/or 20-L-6-b for the Trip, then this Section 20-L-5-a shall not apply.
20-L-5-b If the Trip requires a Pilot to work into a previously scheduled day or days off, he shall be awarded a vacation day for each such day. However, if the Pilot becomes eligible for day- off restoration under Section 20-N for the Trip, then this Section 20-L-5-b shall not apply, even if the application of Section 20-N results in no days off restored.

20-L-6 Add Pay for Reassignments
20-L-6-a Late Pay. A Lineholder shall receive fifty percent (50%) Add Pay for all scheduled
Flight Time and Deadhead Time after his original Arrival time.
20-L-6-b Day-Off Pay. A Pilot shall receive fifty percent (50%) Add Pay for all scheduled Flight Time and Deadhead Time on a day off (regardless of whether the day off is restored). A Reserve who is reassigned into a FDO shall not receive Add Pay for the reassignment.
20-L-6-c If a Pilot is reassigned more than once, Add Pay received in Section 20-L-6 shall be determined after the last reassignment.
20-L-6-d Once a Pilot’s original Arrival time is established, an assignment made under Section 20-F-1 shall be considered a reassignment for purposes of Section 20-L-6.
20-L-6-e Deadheading added to a Pilot’s Trip and changes to deadhead segments shall be considered a reassignment for purposes of Section 20-L-6.

hahah perfect. Any questions?

I don't get reassigned ever, but hey, there's the language plain as day.

Oh wait, there's more

Assignment or Reassignment After Loss of Flying, Training Assignment or Other Absence and Activity
20-F-1 Loss of Full Trip or Originating Segment of Trip
When a Pilot loses a full Trip or the originating portion thereof, due to a schedule repair, being out of position, cancellation, consolidation or Equipment substitution, regardless of whether he has reported for the Trip, he may be assigned or reassigned by the Company as follows:
20-F-1-a Prior to Scheduled Report Time. If he is advised of the loss of his flying prior to his scheduled report time for such flying, the Company shall at that time exercise one of the options below. A Pilot will be considered to be advised under this provision if two-way contact is established any time prior to Report Time or if the Company attempts to contact the Pilot and leaves messages describing the loss of flying at all provided contact phone numbers at least twenty-four (24) hours prior to Report Time. If however the loss of his flying is due to the suspension of operations at his Base, the Company shall exercise one of the following within two (2) hours after operations are resumed:
20-F-1-a-(1) Convert the day(s) on which the lost Trip was scheduled to operate to availability (“AV”) day(s). Until 1500 on the day prior to the first AV day, the Company may give him a flight assignment or assignments, including landings classes, recurrent training fill-in assignments, and additional flying to flight assignments already made, on that AV day(s). Assignments, once made, may only be removed with Pilot concurrence. For purposes of this paragraph, “lost Trip” refers to the Trip subset that is included in the Lineholder’s PTC.
20-F-1-a-(2) Require him to deadhead to any point to connect with the remainder of his scheduled assignment.
20-F-1-a-(3) If the loss of his flying occurs after 1300 on the day prior to the scheduled Departure of the Trip lost, require him to be telephone available for a period not to exceed
four (4) hours for a potential flight assignment. Such four (4) hour telephone availability period shall start no earlier than four (4) hours prior to the scheduled Departure time of the Trip lost and shall end no later than the scheduled release time of the Trip lost. In addition, the Pilot’s last Duty Period must have ended at least ten hours and forty-five minutes (10:45) before the start of the telephone availability period (or less, with Pilot concurrence).
20-F-1-a-(4) Give him a new assignment.
20-F-1-a-(5) Require him to report to the airport for a four (4) hour Field Standby assignment; such four (4) hour Field Standby assignment shall commence at the scheduled report time of the Trip he has lost.
20-F-1-a-(6) If the Pilot is a Reserve, give him a short-call reserve assignment that begins no earlier than the report time of the lost Trip.
20-F-1-a-(7) Relieve him from responsibility under the provisions of this Section 20-F. In such case, if the Pilot is a Reserve, he shall return to long-call.
20-F-1-a-(8) Any assignment given under this Section 20-F-1-a, including a deadhead to connect to the remainder of his scheduled assignment, cannot be scheduled to depart prior to 1800 or three (3) hours before the Pilot's originally scheduled Departure, whichever is earlier.
20-F-1-a-(9) If the lost flying was originally assigned under Section 20-H-5, the Add Pay the Lineholder received under those provisions shall be removed. Instead, the 100% Add Pay percentage he was entitled to under the original assignment shall apply to the scheduled pay value of the replacement Trip(s) he performs in conjunction with his obligation under Section 20-F-1-a. Section 20-L-6 shall not apply at the time of assignment of the replacement Trip(s), but it shall apply after that time.
20-F-1-a-(10) If the lost flying was originally assigned under Section 20-H-4, the Add Pay the Lineholder received under that provision shall be removed. Instead, the Add Pay percentage he was entitled to under the original assignment shall apply to the scheduled pay value of the replacement Trip(s) he performs in conjunction with his obligation under Section 20-F-1-a. If the Add Pay percentage he was entitled to under the original assignment is 100%, Section 20-L-6 shall not apply to such Lineholder. If such Add Pay percentage is seventy-five percent (75%), Section 20-L-6-a shall not apply and Section 20- L-6-b shall apply but at twenty-five percent (25%). If such Add Pay percentage is fifty percent (50%), Section 20-L-6-a shall not apply and Section 20-L-6-b shall apply without modification. The Add Pay limitations in this provision are in effect only at the time of assignment of the replacement Trip(s); after that time, there are no limitations on the applicability of Section 20-L-6.
20-F-1-a-(11) If a Reserve loses a full Trip, and if the assignment of the Trip involved a disruption to an RDO or VDO, the disrupted RDO or VDO will remain disrupted (i.e., as a reserve day), unless the Reserve elects to restore his schedule to how it existed before the
lost Trip was assigned. The Reserve must make such an election when he is advised of the loss of flying.
20-F-1-b After Scheduled Report Time. If he is advised of the loss of his flying at or after his scheduled report time for such flying or is not otherwise advised as provided in Section 20-F- 1-a, the Company shall exercise one of the following within two (2) hours of the time he is advised of the loss of his flying (in the event of a cancellation or Equipment substitution, the two (2) hours shall begin at the later of (1) the cancellation or Equipment substitution timestamp in the official system of record or (2) the Pilot’s report time); except that if the loss of his flying is due to the suspension of operations at his Base, the Pilot may be released from duty and the Company shall exercise one of the following within two (2) hours after operations are resumed:
20-F-1-b-(1) Require him to deadhead to any point to connect with the remainder of his scheduled assignment.
20-F-1-b-(2) Reassign him other flying within that Duty Period.
20-F-1-b-(3) Give him a new assignment after being given an Off-Duty Period of at least ten hours and forty-five minutes (10:45) (or less, with Pilot concurrence). This new assignment may not be a Field Standby assignment, without the Pilot’s concurrence.
20-F-1-b-(4) Require him to be telephone available for a period not to exceed four (4) hours for a potential flight assignment; the start time of such four (4) hour period shall be at least ten hours and forty-five minutes (10:45) (or less, with Pilot concurrence) after the Pilot is released from his current Duty Period.
20-F-1-b-(5) If the Pilot is a Reserve, require him to remain at the airport for a four (4) hour Field Standby assignment; such four (4) hour Field Standby assignment shall commence at the scheduled report time of the Trip he has lost.
20-F-1-b-(6) Relieve him from responsibility under the provisions of this Section 20-F. In such case, if the Pilot is a Reserve, he shall return to long-call.
20-F-1-c Any assignment or reassignment given a Pilot under the provisions of Sections 20-F- 1-a or 20-F-1-b must comply with the following limitations:
20-F-1-c-(1) It cannot be scheduled to interfere with the Pilot’s next scheduled day off. If a Reserve receives an assignment or reassignment under Section 20-F-1-b, it must also comply with Section 20-L.
20-F-1-c-(2) If it produces any new Off-Duty Periods at the Pilot's Base during the period of his original assignment, the Pilot shall, upon request, be provided a local hotel room.
20-F-1-c-(2)-(a) Until the Pilot actually reports, at a scheduled report time, whether for the canceled flying or for any assignment or reassignment, any additional off-duty time shall not be considered as a new Off-Duty Period and this provision shall not apply.
20-F-1-c-(3) If it is scheduled to interfere, or does interfere in the Actual Operation, with the Pilot's next scheduled Trip, the loss of such next Trip shall subject him to assignment or reassignment under this Section 20-F.
20-F-1-d If a Pilot is assigned an AV day, a telephone availability period, or Field Standby period, and is not utilized, the Pilot is relieved of responsibility under this Section 20-F-1.
20-F-1-e The Company may, at any time, split Open Trips to make flight assignments or reassignments under Section 20-F-1.
20-F-1-f When the originating segment of a Pilot’s Trip is canceled after a gate return or air return, this Section 20-F-1 shall apply.
20-F-1-g When applying Section 20-F-1-a or 20-F-1-b to an out-of-base Lineholder, he shall be assigned or reassigned as if he was an in-base Lineholder at the Base to which the out-of-base trip was assigned.

20-F-2 Loss of Segment After Originating Segment of Trip
When a Pilot loses any portion of a Trip other than the originating segment, regardless of whether he has reported for the Trip, he may be reassigned to other known Open Flying, including deadheading to such flying, in accordance with Section 20-L.
20-F-2-a A Pilot who is unable to return to his Base within the time limits set forth in Section 20-L as a result of the suspension of operations, either at his Base or at the airport at which he lost his scheduled flying, may, when operations are resumed, be reassigned to other known Open Flying which shall expediently return him to his Base, otherwise, he may be deadheaded to his Base. When this Section 20-F-2-a is applied by automation, ‘expedient’ shall mean no more than two Flight Segments and no intervening off-duty period.
20-F-2-b If the reassignment given above interferes with the Pilot's next scheduled Trip, the loss of such next scheduled Trip shall subject him to assignment or reassignment under Sections 20-F-1-a or 20-F-1-b.

20-F-3 Notwithstanding Sections 20-F-1 and 20-F-2, if a change to the applicable airline system schedule causes a Trip or trips to change, and, according to Sections 20-B-1 and 20-B-2, it is too late to include the changed Trips in Monthly Schedule Preferencing, the affected pilots may be assigned other flying as follows:
20-F-3-a The changes to lines of flying shall be limited to the fewest number of lines consistent with efficient scheduling and those affected pilots shall be notified as soon as possible after the changes are made.
20-F-3-b The primary effort shall be to assign the revised Trip on the same day(s) the Pilot(s) was scheduled to fly. No revised lines may exceed ninety (90) Line Credit hours.
20-F-3-c If an assignment produces any new Off-Duty Periods at the Pilot's Base during the period of his original assignment, the Pilot shall, upon request, be provided a local hotel room.
20-F-3-d A Pilot who is assigned a line with fewer Duty Periods than were contained in his original line may, at the time of initial notification of the revision, be given Section 20-F-1-a- (1) or 20-F-1-a-(3) assignments, as appropriate, on days he was originally scheduled to fly. The Company shall make such assignments available as far in advance as possible.
20-F-3-e Should the schedule change result in a reduction of flying at the Base equivalent to one Line of Flying or more, any Pilot who loses all of his flying may be assigned a reserve schedule which shall retain the days off he had in his original line.
20-F-3-fThe SSC shall be afforded the opportunity to consult with and make recommendations on schedule revisions.
20-F-3-g No more than five percent (5%) of Pilot schedules, as measured on a Category basis, shall be subject to assignment under this provision in any one Bid Period. Should an occasion arise which requires revision to more than five percent (5%) of schedules, all assignments must be made under the provisions of Section 20-F-1.
20-F-3-h Notwithstanding the five percent (5%) limit above, in the event of a major disruption to service outside of the Company's control (such as that created by the 1981 Air Traffic Controller's strike), the Company may revise schedules to the extent necessary to maintain the highest level of service possible. In such event, the Company shall work closely with the SSC to ensure that passenger schedule integrity is maintained without imposing unnecessary disruption on pilots' schedules.

20-F-4 When the Company cancels or terminates a training assignment of five (5) days or more that was included in Monthly Schedule Preferencing (excluding recurrent training), it shall be handled as follows:
20-F-4-a The Company shall construct an initial schedule based on the prorated duty days. On each work day, Lineholders may be assigned a period of telephone availability of four hours in duration, Field Standby or flying. Such assignments shall be made when the initial schedule is constructed. Reserves shall be given a prorated number of reserve days.
20-F-4-b Within seventy-two (72) hours of construction, the Pilot may contact the Company and rearrange one-half (1/2) of his days off (rounded up) as follows:
20-F-4-b-(1) For a full month absence, the Pilot must designate two (2) blocks of days off; 20-F-4-b-(2) For a partial month, the Pilot may designate only one (1) block of days off,
with a maximum length of five (5) days;
20-F-4-b-(3) When the proration results in only two (2) days off, the Pilot can elect to place a single day off. The Company may place the remaining day off at its discretion;
20-F-4-b-(4) After the Pilot designates his days off, the Company may rebuild the remaining schedule around those days;
20-F-4-b-(5) If the Pilot contacts the Company after 1300 on the day before the report time of a Trip or other duty already on his schedule, the Pilot may only move the Trip or first three (3) days of duty with Company concurrence.
20-F-4-b-(6) The Pilot is not eligible to place days off on a Holiday unless there is a Pilot junior to the affected Pilot (in Category) who was awarded the Holiday off.
20-F-4-b-(7) After the Pilot’s schedule rearrangement is complete, the Company may give the Pilot a set of new assignments, in accordance with Section 20-F-4-a.
20-F-4-c The provisions of Section 20-F-7 shall apply.

20-F-5 When the Company cancels or terminates recurrent training or a training assignment of less than five (5) days that was included in Monthly Schedule Preferencing, then duty days shall coincide with the originally scheduled training and travel days. On each day, Lineholders may be assigned a period of telephone availability of four hours in duration, Field Standby or flying. Such assignments shall be made when the Pilot is notified of the cancellation. Reserve pilots shall be given reserve day(s). The provisions of Section 20-F-7 shall apply.

20-F-6 Cancellation of training (including subsequent OE blocker days and any awarded flying of which the pilot is now not qualified for), when the cancellation was not initiated by the Company, or the cancellation of any other absence or activity (e.g., sick leave, military leave), that was included in Monthly Schedule Preferencing shall be handled as follows:
20-F-6-a The Company shall construct an initial schedule based on the prorated duty days. Lineholders may be assigned periods of telephone availability of four hours in duration, Field Standby or flying. Such assignments shall be made when the initial schedule is constructed. The period of telephone availability for training cancellation is for each duty day; otherwise the period of telephone availability is only on the first day of a period of duty days. Reserves shall be given a prorated number of reserve day(s).
20-F-6-b Within seventy-two (72) hours of construction, the Pilot may contact the Company and rearrange his schedule at his discretion. Rebuilt schedules must consist of three (3) to five (5) consecutive duty days (unless proration results in a lesser amount of duty days). If the Pilot contacts the Company after 1300 on the day before the report time of a Trip or other duty already on his schedule, the Pilot may only move the Trip or first three (3) days of duty with Company concurrence.
20-F-6-c After the Pilot’s schedule rearrangement is complete, the Company may give the Pilot a set of new assignments, in accordance with Section 20-F-6-a.
20-F-6-d The provisions of Section 20-F-7 shall apply.

20-F-7 The following provisions shall apply to Sections 20-F-4, 20-F-5 and 20-F-6:
20-F-7-a If the affected Lineholder picks up or is assigned Open Flying that fully covers a period of days owed, he shall have no further responsibility to the Company for that period. If he picks up or is assigned Open Flying that partially covers a period of days owed, with Company concurrence he shall have no further responsibility to the Company for that period.
20-F-7-b The telephone availability period, Field Standby or Trip report time shall begin no earlier than 1000 on the first (1st) day.
20-F-7-c The telephone availability period or Field Standby shall end no later than 1800 on the last day.
20-F-7-d The above procedures may be modified with mutual concurrence between the Pilot and the Company.
20-F-8 If a training assignment that was not included in Monthly Schedule Preferencing cancels or terminates earlier than planned, a Lineholder may be given replacement assignments, under the
provisions of Section 20-F-1, on those days on which he had underlying Trips published in his awarded schedule. A Reserve shall return to his original reserve schedule.

20-F-9 Treatment of Canceled Unpaid Absences Not Included in Monthly Schedule Preferencing
20-F-9-a When a Lineholder cancels an unpaid absence that was not included in Monthly Schedule Preferencing, the days underlying the unpaid absence will become days off and the Pilot’s pay will not be restored.
20-F-9-b When a Lineholder uses vacation to cover an unpaid absence that was not included in Monthly Schedule Preferencing, and if that unpaid absence is subsequently canceled, the vacation will be returned to the Pilot’s unused vacation balance and the Pilot shall become subject to Section 20-F-9-a above.
20-F-9-c When a Reserve cancels an unpaid absence that was not included in Monthly Schedule Preferencing, the reserve days underlying the unpaid absence shall be handled as follows:
20-F-9-c-(1) If the day on which he notifies the Company of the cancellation is an underlying reserve day, he shall be advised by the Company at the time of the call if he will sit reserve on that day. If so, he may be given a Short Call assignment beginning at or after the time of the call. If unused, such Short Call assignment shall not apply toward the MPG provisions of Section 3-C-1-b-(1).
20-F-9-c-(2) If the day after he notifies the Company of the cancellation is an underlying reserve day and it is 1200 or earlier on the current day, the Pilot shall sit reserve on that next day and on any subsequent underlying reserve days.
20-F-9-c-(3) If the day after he notifies the Company of the cancellation is an underlying reserve day and it is after 1200 on the current day, he shall be advised by the Company at the time of the call if he will sit reserve on that next day. He will sit reserve on any subsequent underlying reserve day(s) after the next day.
20-F-9-c-(4) The reserve’s MPG shall be restored by 4:03:20 for each day he sits reserve. 20-F-9-c-(5) The days underlying the unpaid absence that are not converted back to
reserve days shall be coded as RDO/HDO/FDO as appropriate.
20-F-9-d When a Reserve uses vacation to cover an unpaid absence that was not included in Monthly Schedule Preferencing, and if that unpaid absence is subsequently canceled, the vacation will be returned to the Pilot’s unused vacation balance and the Pilot shall become subject to Section 20-F-9-c above.

20-F-10 With concurrence of both the Company and the Pilot, alternate processes may be used, except as limited below:
20-F-10-a AV day modifications
20-F-10-a-(1) Requests to move AV days will not be granted until the completion of the
trip-trade run required by 20-P-3-c.
20-F-10-a-(2) Flight assignments must be contained within contiguous blocks of AV days. Replacement of an existing AV flight assignment(s) with a new flight assignment(s) must fill more remaining contiguous AV days. Requests to move unassigned AV days may be granted in order to comply with this restriction.
20-F-10-a-(2)-(a) Example: Pilot has three contiguous AV days and wants to be assigned a four-day trip, this is not allowed. If that same Pilot has a second set of three AV days (total of six), with company concurrence he can move one of the days to make one of the blocks four days in order to be assigned the four-day trip.
20-F-10-a-(3) Nothing in this Section 20-F-10-a shall prohibit the Company and the Pilot from mutually agreeing to drop any or all of the AV days without pay or remove any or all of the AV days with pay.
20-F-10-b If availability days are dropped without pay, the Pilot’s PTC will be reduced on a straight dollar pro-rate of the number of days dropped. For example, if a Pilot has availability days associated with an underlying four-day Trip that paid $3200, each day dropped without pay will reduce the Pilot’s PTC by $800.
20-F-10-c If availability days are dropped for vacation, the Pilot’s vacation balance will be reduced on a straight hour pro-rate of the number of hours dropped. For example, if a Pilot has availability days associated with a four-day Trip that paid 22 hours, each day dropped for vacation will reduce the Pilot’s vacation balance by 5.5 hours.

20-F-11 If a Pilot calls in sick on availability days, the Pilot’s sick leave bank will be debited on a straight hour pro-rate of the number of hours dropped. For example, if a Pilot has availability days associated with a four-day trip that paid 22 hours, each day dropped for sick leave will reduce the Pilot’s sick leave bank by 5.5 hours.

20-F-12 Whenever a Flying Flight Segment's airport pair changes prior to takeoff it shall be considered a loss of flying, with the Pilot subject to all reassignment rules, with the following exceptions:
20-F-12-a The destination airport is changed to one of the co-located airports listed in Section 5-E-1-h and the flight number does not change; or
20-F-12-b A planned fuel stop with no layover at the fuel stop city.
20-F-12-c Note: Unless subject to Section 20-M, a delayed Flight with no change in flight number is not a reassignment. A delayed Flight with a change in flight number may or may not be a reassignment depending on circumstances.

20-F-13 When a Pilot’s first activity in a Trip is deadheading, and if he loses his first Flying Flight Segment of that Trip, the following shall apply:
20-F-13-a If the loss of flying occurs after the actual Departure time of the deadhead, or if the loss of flying occurs before the actual Departure time of the deadhead but the Pilot departs on the deadhead, then Section 20-F-2 shall apply.
20-F-13-b In all other cases Section 20-F-1 shall apply.

During my interview at United I was asked if I had any legal training as it was the only way I’d be able to understand the rules I’d be performing my work under.

dude, seriously. It’s way overly complicated.

This stuff is almost impossible to interpret correctly. ALPA needs to have a simplified version. A simple step by step guide to each section.

Kind of like contract comparisons. We can't even understand the wet spaghetti references in our own let alone compare them to how another company relates to ours. Then when we do get a comparison, it is vaguely "sold" to us, omitting the negatives. Sigh...

The long and the short of it, is that it is harder to get reassigned at UAL than Delta or American, because we prioritize abusing reserves over lineholders. Obviously, there are pros and cons to that approach.

You are basing this statement on what factual information?

Does this mean you can’t take off on holidays at all or you have to be senior enough to be off on holidays?(Im a student and don’t know too much about part 121 contracts lol)

on his feelings and the myths that this airline pilot group continues to perpetuate. The fact is (as I'm sure you know given your pushback on the poster you replied to), if your flying is lost FOR ANY REASON, you are now 20-F-2 and you can (AND WILL) be reassigned into your day off.

They can take your flying because another crew timed out. They can take your flying because another crew didn't extend and thus they can fly your leg. They can take your flying because you are not going to have a 30 Min connection (20-G I think 8?). They can take your flying because you returned to gate and cancelled. They can take your flying because your inbound was late. etcetera, etcetera, etcetera. They can take your flying for a myriad of reasons. and the second they do, you are now 20-F-2 and can (and again, WILL) be reassigned into your day off. and 20-L-6-a/b are the paltry in your face monetary changes for you. an they're laughable.

In fact, I've seen extensions into a day off on a global flight WEEKS ahead of time because the return flight cancelled so now the crew is, again WEEKS ahead of time, flying the flight back on the following off day. That's right, a global 3 day becomes a 4 day because of a cancellation. Not day of. Not after trip started. WEEKS.


Tell me again how it's hard to be rescheduled here?

The topic is perhaps slightly more complex to unravel then most here appreciate. We are talking about "Open Flying". This is flying for which there are no available reserve pilots. Our more lenient reserve rules as regards FSB and SC gives the company more flexibility to cover sudden open trips. That is the crux of the matter. Now once "open flying" becomes open then we have Step 1-5 (20-I-4 thru 9) that the company must follow until finally getting to Step 5 an "untriggered" reassignment. As anyone who has experienced is aware Step 5 or 20-I-9 is quite lucrative to anyone that has it happen to them. Dissecting the language would be difficult so hopefully you can accept ALPA's summary on the issue which says the following:


Step 5 comparison

When reassigned into days off, and owed days off back, you can’t arbitrarily have them placed on a holiday. Example: you are rolled into your day off on July 1st. You are owed a day off back. You call crew scheduling, ask for the 4th off. They tell you no, because it’s a holiday. You frustratingly decide to ask for July 12th off instead. They accept.

During bidding you can certainly get holidays off if your seniority allows.

I am not sure your post proves what you think it does.

Someone from Delta correct me if I am mistaken, but the truth is at Delta the schedulers don't need a reason to reassign someone, but at least now they get paid . . . well at least starting in August. At United there are numerous but specific conditions that can trigger a reassignment most of which you listed. If you have not had one of those "triggered" reasons then you are "untriggered" and paid enormously well.

I was untriggered twice as a 777 FO going from TLV to HKG and it ended up being about equal to a whole months pay. It's 225% of the new trip plus pay for working on a day off PLUS you get the day off back. As I understand it Delta does NOT restore lost days off for lineholders even in the new contract.

Here are some items we have better than Delta. Some of these items are what I would consider "huge".

We can refuse to extend FAR 117 duty time and if we extend sometimes we get paid; at Delta the culture is to NEVER refuse, and the don't get paid extra.
We have IRO lines; they do not.
We get our days off restored; they do not.
We have defined minimum days off for lineholders; they do not.
Our SC callout is defined; theirs is "promptly" and open to company interpretation.
We get meals; they get them sometimes.
Our LTD is tax free; their's is not.
Our LTD pays FOs more than theirs.

I'm not talking about current pay rates as obviously that is a separate issue, and yes there are aspects of their contract that are better than ours, but it's not as "slam dunk" better as some seem to think.

Correct me if I’m wrong but we don’t get the days back unless we drop below MDO or you’re a RSV rolled into an FDO right?

Is this really a thing at any airline? At AA I’ve never extended with zero push back from the company. Same with a fatigue calls, zero pushback and I’ve always been paid. I’m shocked that there is any notion that extending is expected at any legacy airline.

Wrong. 20-N or 20-M or….can generate day of restoration beyond the minimums in 5-F.

Stop it guys. If you don’t know our contract, don’t try and compare it to DLs new one.

How about all take time from reading this forum to actually read the RSV Gouge 7.0, DYK Master File, etc. to get a basic clue. Hell I’ll add in FAR117 which is but a few pages.

If you don’t know your current contract, how can you evaluate any TA Next for its value?

I shake my head at the lack of knowledge my fellow pilots know about the basic information the union provides.

Of course everybody still gets paid for what they were scheduled. Here you can get additional pay if you extend in certain situations.

At United when getting close to your CCO time dispatch sends a message asking if you are able to extend, providing that an extension is possible. You either say yes or no at that time and there is never any push back. I don’t know what the policy at Delta actually is, but many here are under the opinion that the extension is assumed unless you notify dispatch that you are not able to extend. Either way, I can’t imagine either company providing any resistance if someone refused to extend their duty day.

Some of your UAL wins, aren’t really wins.

Int’l flights over 12hrs mandate double captains at DAL… more CAs per aircraft.
SC callout defined is not a win Both AA and DAL are undefined, and regularly 3+ hrs from call to show is acceptable.
DAL LTD comes with immediate 401K DC contributions.

How many 12+ hour flights does Delta have?

Doesn’t really matter. Without rolled days off, DAL has to account them in their vacancies where at UAL they can just roll a Reserve WB CAs days off and double augment flights (regardless of time for “operational integrity”) at will when it suits them without supplying extra manning opportunities in the form of WB CA vacancies.

Extensions at DAL have always been optional per the FARs, but it's been considerably streamlined since 2020. Don't extend or fatigue out for operational reasons and pay is 100%, and they can only connect DH back to your trip or release you. Except for the fringe 9:00 hour FAR duty limits, you'll be making 1:1 additional pay for duty time before you get close to an FAR extension in most cases, so the pay to extend thing is moot, and that duty time pay is calculated report to release, unlike the FARs.

LTD is not capped, and pays the DC contribution portion at x2 (currently 32%)

The day off thing. Dunno, looking at the bottom of a couple of category lists, even the most junior NB line holders are getting 16, 17, 18 days off, and even the very high value lines are getting 14. I didn't see any line holders with 12 or 13 days off. Bottom line holder on the 737 FO in ATL got 16 days off. The pilot two senior to him got 18. Now if your minimum number of days off is 12, and a lot of people are at the minimum, then, yea, I could see why that would be a big deal.

If a reserve is flown into his day off, they get the day off back, plus 9 hours. If they voluntarily fly premium (green slip) on a day off, they still get the day off back, plus 9 hours and their pay on their days off is on top of the reserve guarantee.

Reroutes into days off is fairly rare. If it happens, you get double pay for the scheduled last day (including any credit that is due), plus double pay for what you flew on the day rolled into. Come August, you will also get the leg reroute on top of that, so most times reroutes into another day will pay 300% for the day infringed, plus 250-300% for the last scheduled day.

SC is "you get there when you get there". Don't need people trying to kill themselves to make an artificial deadline. Besides, the traffic in NYC going to one of 3 airports can be vastly different than MSP.

sounds like reserve at DAL can actually make some money if they want. VS us at UAL where it’s tough to actually break guarantee (73), plus our reserve rules sucking hard on top of that.

If it’s only a handful of flights it doesn’t really move the needle, United publishes the relief captain spots in the bid package so they are planned ahead of time.

I was told that the culture at Delta is to accept an extension as a norm. I would say the opposite is true at United especially on domestic flights as it is almost always at the end of a fatiguing situation. If this is not the case, my apologies.

From our contract comparison ALPA page

I should rewrite that line to say "line holders" do not get a lost day off restored at Delta, but United does. I am quoting the ALPA contract comparison guide there so if it is incorrect my apologies.

I took this from a discussion on the ualpilotsforum.info

Our language specifically says there will be allowance given for traffic. I once arrived late to a FSB after a 3 hour commute that normally takes 1.5 hours and nothing was ever said to me. My point is that the Delta wording is like the seat belt law. 99% of the time cops won't bother if they see you without a seatbelt, but IF a cop has a proverbial "buur up his/her/its butt" then the words "promptly" allow for open interpretation. Not that I think it would ever be used just there it is. I also think the company has already agreed to making this longer in the new contract. Pre-merger it was 4 hours at legacy UAL if I remember correctly.

Joe

Stop.

You don’t really understand our UPA as I demonstrated on another forum. The comparison guide is a broad view of both contracts. The devil is always in the details.

I get you are ready for a contract. So am I. That said, stop looking at specific items you think we have better in our current contract. I agree, they do exist. However you need to look at the entire contract to make a true evaluation

WADR,

Lee

Our reserve rules suck because the company has free rein unless a legality or strict prohibition of something exists. That is not QWL. That is slavery.

Now can it be approved while staying inside out current model…..absolutely. The NC Position Report had the following info:

Reserve Agreed:
• No involuntary assignment before 10 a.m. on Day 1 of a reserve block
• Elimination of flexible day off (FDOs) for Global categories
• Option to split holy days off (HDOs) into two shorter periods in Global categories • Voluntary Long Call Reserve lines where short call (SC) and field standby (FSB) is only through aggressive pick-up (APU)
• Reserves maintain original scheduled release time when deviating
• Increased restrictions on assigning Visiting Reserves
• All unused Short Call assignments receive 1 hour of additional minimum pay guarantee (MPG)
• Trip trades between reserves
• Reserve day-for-day trades • Add Pay for reserve rolled days off
• Add Pay for late build Short Calls
• Improved release times if unused on last day of reserve • Add Pay for voluntary assignments that start prior to 10 a.m. on Day 1
• Increased pay for voluntary FSB
• Improved voluntary reserve options
• Improved Long Call and Short Call callout times

Open Items:
• Increase in number of reserve days off
• Increase in the daily value of reserve guarantee
• Pilot option to add an additional reserve day in high LPA months
• Short Call caps
• Elimination of FDOs for Basic categories
• Elimination of involuntary FSB
• Remove crew desk discretion from reserve assignment order
• Incentives to avoid involuntarily rolling of reserve days off


If I were king I’d change some of the agreed items like screw 1 hour of MPG for unused SC/FSB. It should be add pay always. Alas, the NC is at work with the plan of attack given to them by a much more competent MEC and MC.

rolling into days off should be voluntary and heavily incentive laden if agreed upon . It’s insane that AA and DL have this and we don’t. There’s no reason for company to not roll into days off.

fdo off global fleet will just be changed to an RDO which can then be used as needed. I don’t see how that’s a win. We never had report before 10am that was something company wanted in tumi.

And if we're going to keep 10am on the first day still (wow, what a win; going back to what we currently have), can we at least get the 18 hours that delta has? 10am doesn't give a backup flights for a lot of commuters, and, as Delta specifically mentioned in their rationale for 18 hours; there's a deadzone of commuting time where you can't make it if you get called just a little bit too late.

To emphasize the last 2 responses, I am really not seeing a lot of wins I agreed to items. An hour of MPG is a joke, means if the company works you to 74 hrs that conversion was free. Add pay or bust.

10 am has been beat to death. Current book is not a win.

Removal of global FDO is absolutely not a win. It will become just another RDO which means it will STILL be a day the company can roll you into.

This^^. I was less than impressed by the town hall. It’s still as if they are so removed from a cockpit that they don’t understand what the real challenges are for line pilots. It should be obvious that our callout is too short from LC.

add pay or bust, indeed. I had this happen to me. 75 hours (because of the million-ish unused SC I was given). Then I somehow barely broke that number, so they ended up being free. Sucked.

This may seem like a minor point, but the fact is that we DON'T have the 10am SC/noon trip report now.

We actually have 5/6am IIRC. We are currently 'enjoying' the rest limitations laid out in FAR117. Answer a call from crew scheduling on your last day off and you'll find out what I mean when they assign you a pairing that departs at 7am.

It IS important that we get this, AT A MINIMUM, into the UPA.

So you want to use negotiating capital for something that can be achieved simply by not answering your phone (which you shouldn’t be doing anyway)? Bold move, Cotton.

It’s only important if you think 117 will get rolled back.

personally I want 0 negotiating capital spent on that.

DAL rolls reserves into days off. They have up to 6 golden X days that are scattered throughout their days off. Big difference here is that they can’t stack them in one block, but at United we have to stack ours in one block. They also have instances where they can be flown on a golden X day. I don’t know if there is add pay associated but saying DAL doesn’t have rolled days off is incorrect.

DAL doesn’t have different reserve rules for Basic and Global flying. They don’t have FDO, RDO or HDO- just X days (off days) and then days on reserve.

Sunvox-- you may have old information. It used to be that Delta pilots would have to send a message to say they are not extending, it was otherwise assumed they would. The FAA started asking why we had more extensions than our peers and as a result this practice stopped. Now when your duty is close to requiring an extension, we are asked whether or not we are willing to extend and there is no paperwork or jeopardy if we choose not to. At least in my short time here, the vast majority of Captains I've flown with have a default position of never/seldom extending.

Take a breath.

We've had federal rule changes that opened up all sorts of shti in our contract that we then had to pay a premium to fix. Metal in the market....Aer Lingus anyone?

It's not just a change to the base FAR language that could upturn the lives of reserve pilots. What happens if the definition of notification changes? I don’t expect to spend much more time on reserve in my remaining 8 years, so not my fight personally. This needs to be locked down now, or that's a HUGE risk foe our pilots in the future.

So YES I do want them to lock in that 'protection' while it's cheap to do so.

It also seems a lot of us want even more notification than FAR117 provides, along with later report times. How do you do that without expending negotiating capital?