Dear Flight Attendants,

AFA has recently received a variety of questions and concerns with respect to Section 8.I in Hours of Service of our Collective Bargaining Agreement, or what’s commonly referred to as the “Night Rule.” It states the following:

“If a Flight Attendant is on duty at 4 AM (except for an APSB who has not had a flying assignment prior to the APSB assignment during the same duty period), s/he will not be required to remain on duty beyond 8:30 AM. The Company many build single-duty period sequences with one (1) return to domicile outside these parameters, but the Flight Attendant will not be scheduled for additional flying after the return to domicile.”

This language is important because it ensures that if you are on duty at 4AM (except when on a single duty period turn, i.e. SEA-ANC-SEA) you cannot be scheduled to remain on duty beyond 8:30AM. The language was incorporated into the contract in 2006 and was designed to address concerns with additional scheduled flying following an all-nighter.

With the changeover from the former AOS pairing optimizer to the current Jeppesen pairing optimizer we started seeing pairings that have an additional leg following all-nighter flying. This was as early as July 2013. AOS was programmed to prohibit any additional flying if on duty at 4am. Jeppesen operates using a different algorithm that more closely mirrors the contractual language. Consequently, the Jeppesen solutions will contain sequences with a leg added to flying following an all-nighter. The only caveat is that these pairings must release prior to 8:30 AM as measured from the timezone of the initial departure station in that duty period. (More on that shortly.)

Example: Seattle pairing #9695 from the August 2013 bid packet departs on day two from OGG at 10:15 PM Hawaii Standard Time (HST), lands in PDX at 6:22 AM Pacific Daylight Time (PDT) the following day and then departs to SFO and releases at 9:35 AM PDT. Days 1-3 of this 4-day pairing are illustrated below.

Day 1

867 SEA 18:20 OGG 21:15

Day 2/3

822 OGG 22:15 PDX 06:22

244 PDX 07:35 SFO 09:20

The reason this pairing is legal under the Night Rule is that the 8:30 AM release restriction is based on the time zone in which the duty period starts (i.e. the initial departure station time) and not local time. The release time is 9:35 AM PDT which is actually 6:35 AM HST (as Hawaii does not observe DST) and is therefore legal because release is before 8:30 AM HST.

AFA is very much aware that the language is silent in regards to the time zone. Management asserted that they should not “lose” one or more hours of scheduling availability simply because a Flight Attendant is advancing through time zones by flying east. After extensive research into the bargaining history from that period we were able to confirm that it was not the intent of either party to apply additional “artificial” restrictions on the Night Rule due to changing time zones.

Otherwise if the parties agreed that the Night Rule was based on local time, the opposite argument could be made. That is, management would gain one or more hours of scheduling availability if a Flight Attendant was flying west and obviously AFA is not going to agree to that interpretation. The reality is that the ability to create these types of pairings while complying with the Night Rule was not anticipated by either party in the mid-2000s.

There are a variety of factors that have changed since those negotiations which have made it easier for the pairing optimizer to build this type of pairing:

• Shorter block times, which allow for new combinations of segments to be legally scheduled within the 10 ½ hour duty day;

• A dramatic increase in Hawaii flying; and

• An expanded route structure with more flying across the system.

When AFA first became aware that the new pairing optimizer was creating these types of pairings, a meeting was held between representatives from Alaska Airlines Scheduling & Planning and AFA. At that meeting AFA expressed concern that although the pairings were technically legal, additional scheduled flying following all-nighters was too hard on the crews working them.

Management informed us of their intent to continue building these types of pairings. However, management did offer to voluntarily place some additional restrictions into the pairing optimizer:

• No additional flying would be scheduled following an all-nighter on the last day of a sequence (so that a Flight Attendant would not be released to drive home at domicile after additional night flying); and

• If an additional leg were to be scheduled following an all-nighter, the ground time would not exceed eighty nine (89) minutes.

AFA continues to be concerned about the health and safety of the Flight Attendants working these trips due to fatigue. Despite the voluntary restrictions being in place for over a month now, it is clear they are not helping. The example pairing above is often hit with long ground times and block delays due to air traffic control (ATC) delays into SFO.

We need assistance from Flight Attendants who are flying these trips or who have flown all-nighters in the past to send us feedback detailing the impacts to crews who are forced to fly under these conditions. The AFA Alaska Safety, Health and Security Committee (SHSC) is helping our effort by providing information regarding the overall impact of fatigue and the interruption of the circadian rhythm. However, having first-hand accounts from Flight Attendants will have the greatest impact in convincing management to change these pairings.

Please send your comments to MEC Grievance Chair Jennifer Wise MacColl at jenwmac@comcast.net.

In solidarity,

Your MEC – Jeffrey Peterson, Terry Taylor, Yvette Gesch, Melanie Buker, Laura Masserant, Cathy Gwynn and Sandra Morrow; and MEC Grievance Chair Jennifer Wise MacColl

“Five Bases, One Voice”

alaskamec.org

Dear Flight Attendants,

The Association of Flight Attendants-CWA Board of Directors (BOD) is the highest governing body of our union, consisting of the officers who are elected by members at each airline and base or Local Council. Directly-elected Flight Attendants set the priorities and objectives of our union. Yesterday, these leaders came together in special session in Washington, DC, to address timely policy issues and objectives for our union.

First on the agenda was a discussion about the US Airways/American merger that affects AFA members from four airlines: American Eagle, Piedmont, PSA and US Airways.

The US Airways Master Executive Council (MEC) presented the intense work done over the past year and a half that culminated in a ratified contract only weeks following the official announcement of the new merger. In addition to industry-leading job security, the new single contract also provides the opportunity to achieve additional improvements at the new American. The leaders discussed their efforts to work with representatives of the American Flight Attendants to address the issues of concern in a merger: contract, seniority protection, representation.

The AFA-CWA Board of Directors voted unanimously to support US Airways Flight Attendants in our efforts to secure the best contract with our American flying partners once this merger is approved. In addition, the BOD reaffirmed our union’s first priority to unite all Flight Attendants – and the Board committed the support and resources to achieve this at the new American.

The leaders also discussed the merger agreement with CWA that uniquely increases our power through our partnership with the 700,000 member union while we retain the right to determine our policies and objectives in our union of, by and for Flight Attendants. The merger agreement, approved by membership ratification in 2003 and which became effective January 1, 2004, may be found on the AFA-CWA website at http://cb.afa-bod.org/

There are a lot of challenges and opportunities before us at all of our airlines and across the industry. Our union has never shied from a challenge. Our history is rich with many accomplishments rooted in our first objective: “To unite all cabin crew members in the airline industry regardless of age, color, disability, marital status, national origin, race, religion, sex, sexual orientation, gender identity, and gender expression who are eligible for membership.” This year alone we experience the product of our commitment to this objective through incredible social change. Working within our democracy is hard, but it leads to better results because we are all involved.

At the end of the day, as is the case with this Board meeting, we walk forward in unity because that is our commitment to each other and that is how we make a difference for our flying partners and our families.

In Solidarity,

The Association of Flight Attendants-CWA

PROBLEM WITH CABIN AIR QUALITY?

WHO TO CALL – HOW TO REPORT – WHERE TO GET MORE INFO

AFA continues to collect reports of problems with cabin air quality at Alaska Airlines. Some incidents involve exposure to electrical smoke, engine exhaust, or deicing fluid. For many, the source of the problem is never conclusively identified. Nonetheless, Flight Attendants have reported health-related symptoms associated with several recent air quality incidents. Often, symptoms are temporary and resolve by themselves. Other times, symptoms caused by exposure to airborne chemicals can be serious and long-lasting. AFA is particularly concerned with the possibility of exposure to oil or hydraulic fluid fumes that could enter the cabin via the aircraft air supply. To answer your questions and provide practical information, your Master Executive Council (MEC) is providing these two important publications (click on the link to open file):

“Answers to frequently asked questions: Onboard exposure to smoke/fumes”

“What your doctor needs to know”

If a chemical contaminant is in the air, people usually notice a peculiar odor (e.g. dirty socks, wet dog, oil/chemical/electrical, etc.). In a minority of cases, there may be a smoke or a mist.

Regardless of the phase of flight, rule out non-ventilation in-cabin sources of odors as quickly as possible and promptly report the problem to the pilots. If you notice an unusual odor before passengers board, step off the aircraft at the earliest opportunity. Provide as much information as possible (nature of odor, location in cabin, suspected source, any symptoms, etc.). Maintenance needs to check and address the source of the problem. In all cases, notify your supervisor as soon as possible to initiate the company’s investigation process.

To remind you of what to do if you are exposed to oil/hydraulic fluid fumes, your MEC is also distributing this updated [AIR QUALITY INFORMATION CARD] for you to print, cut, fold, and carry, either behind your airline ID or in your purse/wallet. It is important to have the information at your fingertips if you have a problem with air quality in the cabin. If you are exposed to onboard smoke/fumes, you may also find this [AIR QUALITY INCIDENT CHECKLIST] useful.

• The AFA Air Quality Information Card tells you who to call at the union, what company paperwork you need to complete, and what resources are available. It is very important that you document exposure to fumes by filing both I-21 and ASAP reports.

• If you get sick, the AFA Air Quality Information Card directs you to see a doctor to document your symptoms and seek relief. In very serious cases, a trip to the emergency room or urgent care clinic may be necessary, but more often than not a doctor’s visit will suffice. Know that your claim doesn’t start until you see a medical doctor, so if you are sick, don’t postpone getting medical care. Many doctors have not heard about oil or hydraulic fumes on aircraft making people sick, so make sure you provide a copy of the FAA-funded guide for health care providers titled “Exposure to Aircraft Bleed Air Contaminants Among Airline Workers” and the engine oil/hydraulic fluid safety data sheet. All information is athttp://alaskamec.org/committees/air-quality/.

AFA is here to help.

Be aware of your environment, report problems, and put your health and safety first.

Dear Flight Attendants,

The term for our current Master Executive Council (MEC) Officers ends December 31, 2013.  In accordance with our Constitution and Bylaws, we will be holding interviews for MEC President, MEC Vice-President and MEC Secretary-Treasurer at our MEC meeting on November 19-20, 2013.  The interviews will take place in Seattle.  The new term will run from January 1, 2013 through December 31, 2016. 

Resumes may be faxed or emailed to our Secretary-Treasurer Yvette Gesch at:  206-246-4752 or ygesch@alaskamec.org.  Resumes must be submitted by Friday November 15, 2013.  Yvette will contact you to schedule your interview.

If you are interested in serving and have additional questions, please fell free to ask any MEC or LEC Officer.  The officers’ contact information can be found online at www.alaskamec.org.  All officers of the MEC must be active and in good standing.

MEC President Responsibilities 

The President shall be the official union spokesperson and chief executive officer for the Flight Attendants at Alaska Airlines as the representative to management and shall therefore have the authority and duty to:

1. Be responsible for and charged with administering the policies of that Master Executive Council, and implementing the objectives and policies announced by the Board of Directors and Executive Board.
2. Be responsible for the expeditious processing of members’ complaints and grievances.
3. Be available to attend various meeting with Alaska management in Seattle, Washington.
4. Be available to travel to attend meetings with members and management in other domiciles, MEC meetings as well as other meetings required of the Association, such as the annual meetings of the AFA-CWA Executive Board and the AFA-CWA Board of Directors meetings.
5. Steer committees at the request of the MEC.
6. Be a member of the Negotiating Committee.
7. Be a member of the Executive Board.
8. Be granted the privilege of the floor at all meetings of the Board of Directors, but shall have no vote, if not also a Local Council President.
9. Be responsible for and supervise the business and managerial functions of the Union at Alaska Airlines.
10. Consult with and be assisted by the Vice President and Secretary-Treasurer.
11. Ballot the MEC if necessary or when required.
12. Keep a current and accurate inventory of all Union property and supplies purchased or provided by the Union and submit a copy of this to the International Secretary-Treasurer of the Union.
13.  Maintain the Union’s files and property, and then transfer them to his/her successor promptly.

MEC Vice President Responsibilities

The Vice President shall:

1. Function under the jurisdiction of the President in carrying out the policies and directives of the MEC.
2. Perform the duties of the President at his/her request or in the absence of the President.
3. Be granted the privilege of the floor at all MEC and Board of Directors meetings, but shall have no vote if not also a Local Council President.
4. Steer MEC Committees and inform the MEC Secretary-Treasurer of upcoming meetings for calendaring.
5. Be responsible for obtaining a monthly written report from each of the MEC Committee Chairs and providing these reports to the MEC Secretary-Treasurer for submission with the monthly MEC agenda.
6. Attend monthly MEC meetings; quarterly Labor Leader meetings with the company; quarterly Labor Coalition meetings; and annual AFA-CWA Board of Directors meetings.

MEC Secretary Treasurer Responsibilities 

The Secretary-Treasurer shall:

1. Assist the President in administering MEC funds
2. Maintain MEC records and perform such other duties that may be specifically assigned to the Secretary-Treasurer by the President or Acting President.
3. Be responsible to the President and MEC.
4. Oversee membership information and records.  Receive monthly membership reports from Alaska and send copies to AFA International.
5. Be responsible for the general record keeping and accounting of the MEC budget and any funds, including but not limited to:

·         Monthly submission of MEC flight pay loss to the company

·         Monthly reconciliation of Union Business flight pay loss

·         Monthly submission of all Union Business to AFA International

·         Review and approve expense reports

·         Monthly reconciliation of budget and expense reports

6. Provide a quarterly statement on expenditures to the MEC.
7. Solicit monthly agenda items from the MEC for the monthly MEC meetings
8. Create a monthly meeting schedule and agenda
9. Provide overnight accommodations and meal arrangements for MEC officers
10. Reserve meeting rooms as necessary
11. Schedule conference calls
12. Take minutes at each monthly MEC meeting and provide approved copy of the minutes to the MEC, MEC Committee Chairs, and the International Secretary-Treasurer
13. Be granted the privilege of the floor at all meeting of the Board of Directors, but shall have no vote, if not also a Local Council President.
14. Attend monthly MEC meetings; quarterly Labor Leader meetings with the company; quarterly Labor Coalition meetings; and annual AFA-CWA Board of Directors meetings.

In solidarity,

The Associations of Flight Attendants-CWA, Alaska Airlines