Q:     Some VX ITLs (steps 1-5) will be receiving pay cuts with this TA. Can you please explain this?

A:     When evaluating pay step increases it is very important to compare apples-to-apples. Every step, including current ITL’s and those affected by the Red Circle LOA will receive a pay increase (and retroactive 1/1/2018). When a Flight Attendant works in the A position, they receive $2.26 / block-hour ($2.00 / TFP) A pay “override” in addition to their regular (base) step rate of pay. When a Flight Attendant does not work in the A position, s/he does not receive the A pay override. This is a similar application as at L-VX: a ITL has her/his ITL rate reduced by 13% when not working in the ITL position, which equals the appropriate ITM rate.

Management has made it clear that they wish to eliminate the ITL program as quickly as possible. In order to align VX and AS as much as possible until Full Integration, and to work within IT constraints, the A Position bid (formally ITL program) will be open to all Flight Attendants on a monthly basis. In addition, all open time will be available on the 12th of the month to all Flight Attendants within the base to allow schedule modifications.

Example 1: A Year 3 ITL is currently making $31.35 / block-hr for ITL under the VX pay scale. At DOR (+2 bid periods, s/he will make $33.56 / block-hr if s/he works in the A position ($31.30 / block-hr base rate + $2.26 A pay = $33.56 / block-hr).

Example 2: A Year 3 ITM is currently making $27.26 / block hr under the VX pay scale. At DOR, s/he will make $31.30 / block-hr when s/he does not work A position.

In summary, the JNC believes that no ITL is taking a pay cut when comparing the pay rate for working the appropriate position (ITL vs A and ITM vs “not A”).

Q:     If Alaska management doesn’t meet the Mar 2, 2019, goal and must apply L-AS rules on L-VX, who won’t have the coverage to comply what happens? Cancelled flights? Altered schedules? Operational assignments? Shouldn’t these kinds of penalties be more one sided and less disruptive?

A:     Flight Attendants have voiced concerns that management will either willfully delay Full Integration or because the IT systems will not be capable of integrating at the time. However, if the TA is ratified and if management does not meet the target goal of March 2019 to combine the Flight Attendant Groups, then management must build the pairings on the L-VX partition under the same duty-time limitations and rest provisions as the L-AS Flight Attendants.  While this is a “penalty” for the Company in terms of productivity, it is a great protection for the L-VX Flight Attendants.

Management will have ample warning and time to prepare for this deadline, and they will take measures to avoid disruption in the network.  However, it will be inefficient for the Company and an inconvenience that may involve moving around flying.  Again, this provision was put into place as an incentive for management to meet the deadline and as a long-term protection for the L-VX Flight Attendants.

Q:     Why can’t the GST transfer be grandfathered in? Seems like forcing AS rules on VX retroactively is unfair. I don’t think GSTs would have transferred in knowing their pay would be frozen for years. Can you please explain?

A:     Management initially took the position that all rates should be re-set to Flight Attendant Occupational Seniority. However, the VX Red Circle Pay Rates Letter of Agreement provides for L-VX Flight Attendants  whose Company Seniority is greater than their Occupational Seniority to remain at their current pay step. Other Alaska Airlines employees who transfer into Inflight as a FA do not receive pay rates based their Company Seniority. Additionally, Horizon Air (QX) FAs “transfers” do not receive credit for time served as a QX FA to establish their pay step.  

AFA proposed full Air Group Seniority for pay purposes, but management would not agree due to cost. The red-circled rates was the best we could achieve given the totality of circumstances.

Q:     How many pmAS FAs are there and how many pmVX FAs are there for voting purposes?

A:     As of noon PT 2/21/2017, there are 895 L-VX FAs and 4164 L-AS FAs eligible to vote.  Under AFA’s Constitution and Bylaws, L-AS Flight Attendants must be in good standing (i.e. dues current) to be eligible to vote, and L-VX Flight Attendants must have a completed AFA membership application on file with AFA Membership Services in order to be eligible to vote.

Click here for additional voting info >

Q:     What does the FMLA look-back entail? Could VX be placed on PIPs* (e.g. performance improvement plans, which is similar to written warnings at Alaska), points, termination? Could we be forced to see a Company appointed doctor? Why even have a look back?

A:     From L-VX FA Transition Agreement 2018 TA, §15.C:

C.     FMLA: At DOR, the standard for FMLA qualification used for the L-AS Flight Attendants will be applied retroactively to all L-VX Flight Attendant. The Company shall complete a twelve (12) 150 month “lookback” effective DOR to determine if L-VX Flight Attendants qualify for FMLA.

The FMLA “lookback” language is to clarify that as of DOR any L-VX Flight Attendant who did not qualify for FMLA (due to the duty hour requirement) would be reviewed under the Alaska FMLA policy standard of 504 duty hours.  During negotiations the JNC was made aware that VX (prior to January 1, 2018) was using a duty hour standard that was more restrictive.  The lookback only applies to those Flight Attendants who applied for FMLA and were subsequently denied (due to duty hour requirement).  Since the FMLA eligibility requirements are housed in federal law and applied via Company policy (and not contractual) the JNC sought to require a look back so that no L-VX Flight Attendant would be required to spend an additional year qualifying for FMLA leave.  

If a Flight Attendant qualifies for, and uses, FMLA, there can be no discipline attached to the FMLA use (i.e. no PIPs, points or termination for appropriate use). Please note that after transition to Section 32 [Attendance Policy],  attendance points apply for short calls (even if covered by FMLA).  

Q:     There seems to be concern that the pay raise offered in the TA is not enough given the contributions made by the FA group during this long streak of Alaska Airlines profitability.  There is also concern that the extension will leave too much money on the table for a period of time well beyond 2021. With the introduction of retro pay in this TA, and if it were to be ratified, what is the likelihood that retro pay will be a precedent that is set for future negotiations to hold management’s feet to the fire, so to speak?

A:     The TA rates true Alaska back up with the Southwest rates.  In 2014, the top of scale CBA rates put us within 9.3% of the top of scale Southwest rates.  The 2018 JCBA TA rates at top of scale bring us back to within 9.2% of the Southwest rates at top of scale. Alaska also ends up at #3 in the industry in December 2020 at top of scale and several other step rates of pay.

AFA will always strive to achieve retro pay, but Alaska Airlines management is extremely resistant to retro pay. The JNC does not believe the retro pay in the Merger Agreement makes management more inclined to offer retro pay in the future.

Q:     I didn’t see any mention that our VX files would be wiped up to the past 18 months. Is that in this TA? If so can you point it out please?

A:     The L-VX Flight Attendants are currently covered under the AFA VX Grievance Procedures and System Board of Adjustment Letter of Agreement (LOA), which was signed on June 2, 2017.  The language from the LOA is as follows:

Corrective Action Eighteen (18) Month Removal

All letters of discipline (warning or suspension) will be expunged after eighteen (18) months after the date of issuance, or, if a lesser period is provided in the letter, the letter will be expunged at the expiration of such lesser period. At the request of the Flight Attendant, the letter will also be removed from the Flight Attendant’s personnel  file.

L-VX Flight Attendants are already under the “18 month” rule, unless the discipline they have received has an earlier expiration, then it expires on the earlier date.  Under former VX discipline policy, PIP’s had varying time periods. For example if you received a PIP2 for a six (6) month duration, it would be removed at the expiration of six months.  The LOA  will continue in full force and effect until Full Integration when Section 19 of the JCBA is implemented for L-VX Flight Attendants

Q:     I’m wondering why AFA was able to negotiate the current VX commuter policy for VX, however not for AS in the JCBA.

A:     The JNC did push for implementation of the current VX commuter policy for all Flight Attendants.  We were able to attain ground commuting provisions for all Flight Attendants.  However, management was unwilling to allowing the Commuter Policy provisions to cover non-AAG flights. Management refuses to assume “liability” for flights that they did not control.

Q:     I was wondering why our commuter policy doesn’t apply to other airlines? I live at Orlando Fl, I was told our LAX-MCO route will be taken away. How can I be protected if I can’t fly on my own metal? Also what’s the chance of this policy be updated.

A:     The AFA Negotiating Committee tried to achieve extending the Commuter Policy protections to non-AAG flights in the last round of Section 6 negotiations and the JNC attempted to do so again in these Merger negotiations.  However, management’s very firm position is that they have no control over other airlines’ flights and will not assume that liability. Consequently, you are not protected for off-line commuting, and management does not seem willing to revisit its position on the issue any time in the near future.

Q:     If you are an air commuter from a city that is not serviced by an Alaska, Horizon, or Virgin America flight, you may not use the commuter policy. Is this correct?  Without that protection may I ask what recourse a commuter has in the event of bad weather or some other event making commuting difficult?

A:     That is correct: You cannot use the Commuter Policy in that situation. However, you may register out of an AAG city closest to your residence or the closest AAG city to your residence that has the most service. Commuters do not have recourse in the provided example. Unfortunately, management has stated on more than one occasion that commuting is a choice, and commuters must make their life choices accordingly.