Q: Why did the Negotiating Committee start at Step 3 in the TA2 “Progressing Through the Pay Steps” video? It seems like this video is more focused on the junior Flight Attendants and their pay raises.

A:  The video is geared towards the lower seniority steps only in the sense that it was specifically designed to explain how to read the chart if one is moving through the pay scale. It is very confusing for some Flight Attendants to understand how their pay increases across the life of the agreement–particularly if they are receiving step increases on their anniversary date as well as the annual downline 1.5% increases to the entire pay scale. 

The Negotiating Committee randomly picked a 3-year Flight Attendant for the example. However, we could have easily chosen any other step rate below Step 10 to start the walk through the scale. Why below Step 10? Because Step 10 or above is or would be topped out during the life of the agreement. 

Reading the chart is a fairly straight forward task for a Flight Attendant who is already topped out. That is because the chart can be more simply read left to right on the same line all the way across at the top of scale rate. A Flight Attendant currently at Step 17 will receive an 18% increase over the life of the agreement based on increases to the step rates alone.

The intent of the video is not to highlight the specific pay rates at any particular step. The video is intended as a general educational piece on how to read the chart in the context of moving through the step rates and in combination with the downline increases. Hopefully that explains why the NC highlighted Step 3 as a starting point for the example in the video.

Q: Why is management guest starring in some of the TA2 videos?

A: The Negotiating Committee knew there would be concerns and questions about the implementation schedule as well as changes to management flying. The NC asked management to film a video explaining the challenges that prevent us from swiftly implementing various provisions requiring automation changes. We also asked management to film a video explaining the management flying provisions and why they are so important to upper management. Both of these provisions were extremely important to management so the NC thought it would be helpful for the Membership to hear directly from management regarding their perspective on implementation and management flying.

Whenever a Tentative Agreement is out for a ratification vote, passionate opinions are inevitably going to be expressed. In general it is a time of high stress for everybody. This is normal and expected.

Unfortunately, it’s getting a little crazy out there. The Master Executive Council (MEC) has been made aware of various messages, texts, emails and social media posts that could be construed as threatening, harassing, intimidating or even just plain mean. We know tensions are high but we just can’t have this happening. The MEC is not intending to be paternalistic, but we feel this is a good opportunity to remind everybody of the AFA-CWA Mutual Respect Policy and AFA Alaska Social Media Guidelines.

AFA-CWA Mutual Respect Policy and AFA Alaska Social Media Guidelines

Please remember that whether TA2 passes or fails, we’re all in this together and there is always the possibility that we’ll have to share the beverage cart someday. The AFA-CWA Mutual Respect Policy and the AFA Alaska Social Media Guidelines are posted at afaalaska.org as resources. Here are a few relevant excerpts:

“The use of language that is libelous, discriminatory, threatening, or harassing is strictly prohibited. If you would not make the statement in person to someone you respect, modify it accordingly.” [AFA Alaska Social Media Guidelines]

“AFA-CWA is committed to creating and maintaining a working environment based on dignity and mutual respect.  This should apply to meetings, socializing and all the events around AFA-CWA activities. [Note from the MEC: this also applies to social media outlets.]

What we ask of you:

• To treat everybody, including all AFA-CWA members, leaders and activists, as well as AFA-CWA staff members and meeting guests, with respect and dignity.
• To make absolutely sure your own behavior does not cause offense or misunderstanding and be open to comments from others that you may have caused offense.
• To think before you make personal remarks.
• To accept responsibility for challenging all forms of unacceptable and offensive behavior, and for upholding personal dignity.” [AFA-CWA Mutual Respect Policy]

Be respectful of the Negotiating Committees

Regardless of your opinions of TA1 or TA2, be respectful of the hard work and countless long hours put in by our Negotiating Committees over the past few years. Although they are partially compensated for their time, this is simply to minimize the impact to their personal finances whenever they are off the line working on your behalf. Please be mindful that at the end of the day these are essentially volunteer positions and be thankful for their service.

As many of our Flight Attendants know, historically we have faced challenging negotiation periods. During those times the strain on all of our Members is significant. Just as we have persevered in the past, we will continue to do so in the future.

In solidarity,

Your MEC—Jeffrey Peterson, Brian Palmer, Yvette Gesch, Becky Strachan, Laura Masserant, Cathy Gwynn, Sandra Morrow and Stephen Couckuyt

Q: What happens to my per diem and duty hours if deplaning exceeds the 15 minute debrief at domicile?

A: If deplaning exceeds the 15 minute debrief at domicile, a Flight Attendant may call Crew Scheduling to have her or his debrief adjusted to end at the time when the last customer exited the aircraft. Your duty time and per diem will be automatically adjusted and credited accordingly once Crew Scheduling modifies the conclusion of debrief.

Q: If I’m a Reserve, what happens if deplaning exceeds the 15 minute debrief at domicile? Will I receive an “Unavailable for Contact” under the Attendance Policy in Section 32 for not calling Crew Scheduling or checking my email within the debrief time?

A: As long as you check your email or call Crew Scheduling as soon as possible after deplaning ends and prior exiting the secure area, you will not be assessed points under the Attendance Policy. However, remember you should call Crew Scheduling to have your debrief adjusted so you are appropriately credited for your duty time and per diem.

Q: Let’s say I return to domicile at the conclusion of my trip and I receive a message to contact a supervisor or Crew Scheduling. The contact occurs prior to the end of my debrief period but deplaning exceeds the 15 minutes. Am I required to contact them after deplaning?

A: Yes. If the contact is made prior to the end of the debrief period at domicile, then you must return the contact as soon as possible following the conclusion of deplaning. Remember to also have Crew Scheduling adjust your debrief time in order to appropriately credit your duty hours and per diem.

Q: Let’s say I return to domicile at the conclusion of my trip and deplaning exceeds 15 minutes by 3 minutes, so it takes 18 minutes. Deplaning is compete and I am off the plane walking up the jet bridge at 19 minutes after block in. Then a supervisor comes running down the jetbridge and tells me I am needed for a Junior Assignment or to pre-board a flight. Are either of these a legal assignment?

A: No. Any contact made for the purposes of JA or pre-boarding must occur prior to the conclusion of the debrief period. Remember to call Crew Scheduling to adjust your debrief time in order to appropriately credit your duty hours and per diem for the 3 minutes.

The Negotiating Committee filmed several informational videos regarding various topics in TA2. They have been posted on the AFA Alaska Negotiations YouTube channel, on the AFA Alaska website at afaalaska.org/negotiations/ta/ta2-videos and on the AFA Alaska Facebook page.

The videos are on the following topics:

4k Sequences

15-Minute Domicile Debrief

480 TFP Provisions

Implementation (guest starring Manager of Inflight Labor and Work Performance Mike Link)

Insurance Caps*

Longevity Premium

Management Flying (guest starring Vice President of Inflight Services Andy Schneider)

Open Time

Progressing through the Pay Steps

Quarterly Productivity Premium

Sick Leave Make Up

Signing Bonus

TFP and Block Hours Conversion

*NOTE: AMFA insurance provisions are incorrect in the “Insurance Caps” video. The mechanics have a 20% cost share, a 15% annual increase cap and rates are frozen in 2016 until the next agreement is ratified.

The Negotiating Committee hopes you find this information helpful. Additional information can be found on our Negotiations blog. You can also submit questions directly to the Negotiating Committee by emailing us at negotiations@afaalaska.org.

In solidarity,

Your Negotiating Committee—MEC President Jeffrey Peterson, Kristy Stratton, Lisa Pinkston, Jake Jones, Christina Frees and AFA Senior Staff Negotiator Paula Mastrangelo

Q:  If we receive an acars, get contacted before landing or a supervisor meets our plane, can we be required to Pre-Board a different flight?

A: Pre-boarding under TA2 is the same application as current book, but will be a 15 minute debrief period rather than a 30 minute debrief period so only the time is changing.  Under TA2, we are not required to stay past our debrief in order to pre-board a flight.  Just like today, the company can ask if you will pre-board, but if it is outside your 15 minute debrief, you can decline.

Q:  Is there a different application for JA?

A:  If you receive an acars, get contacted before landing or if there is a supervisor in the jetway prior to the end of your debrief period, then you would be required to accept the JA assignment.  However, if the last passenger has stepped off the plane and it is now 16 minutes, you are no longer on duty and can’t be JAd.

The current agreement does NOT have a provision protecting new aircraft orders and options.  In TA2 there is Letter of Agreement #1, titled “Boeing Purchase Order”.  This letter of agreement adds protections for 2012 order and options ensuring all Flight Attendant work performed on current aircraft and aircraft acquired under the 2012 Order shall be performed by the Alaska Airlines Flight Attendants, so long as those aircraft are operated by an entity under the Control of AAG. None of the current aircraft or aircraft acquired under the 2012 Order shall be flown by airlines not controlled by AAG under a capacity purchase agreement with AAG or an entity under the Control of AAG. This is an important protection especially with today’s announcement of additional CPA flying by SkyWest into new markets including Milwaukee, Oklahoma City and PDX to St. Louis.