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AFA Alaska Master Executive Council Supports FIGHT FOR 10

Alaska Airlines Flight Attendants attended the March 16th RALLY FOR REST

 

Over 300 Flight Attendants from across the industry, including Alaska Airlines Flight Attendants, descended on Capitol Hill on March 16th to RALLY FOR REST. Flight Attendants from the Association of Flight Attendants-CWA, International Association of Machinists and Aerospace Workers, and the Transport Workers Union joined together to FIGHT FOR 10. They visited all 541 Congressional offices to advocate for these provisions.

 

What is the FIGHT FOR 10 all about?

 

Every three to five years Congress is required to authorize funding and set policies for the Federal Aviation Administration (FAA). AFA’s top legislative priority for this FAA reauthorization is to have Congress increase the minimum rest requirements for Flight Attendants. Seven Flight Attendant fatigue studies, commissioned by Congress, concluded that the best way to combat fatigue is to get more rest.

Currently, Flight Attendant rest can include passenger deplaning, preflight preparation and passenger boarding is included within the rest period which means that the opportunity to actually sleep is closer to four or five hours. Unless an air carrier is contractually required to provide more rest than the Federal Air Regulations (FARs), Flight Attendants could be facing a scheduled 14-hour duty day following that very short sleep opportunity. The goal of AFA’s FIGHT FOR 10 includes achieving an irreducible FAA minimum 10 hours rest for all Flight Attendants.

 

In addition to proper rest, the FIGHT FOR 10 includes a Fatigue Risk Management Plan (FRMP). The FRMP would provide a protocol for reporting instances of fatigue in order to take steps to correct it. The FRMP would also require education for Flight Attendants to determine when they are fatigued and how to avoid it.

 

What is the current status of the FIGHT FOR 10?

 

The House of Representatives and the Senate have two different versions of the FAA reauthorization bill, which both including language regarding Flight Attendant rest. The Senate bill includes proposed ten hours with “reasonable flexibility,” which means rest for Flight Attendants will most often be reduced to nine hours. The House version of the bill includes FAA minimum (irreducible) rest of ten hours and a FRMP.

 

Now that both the House and Senate have marked up FAA reauthorization bills, each chamber will schedule votes in their respective chamber. If the House and the Senate pass different versions the bill, a Conference Committee will work out differences between the two versions of the bill.

 

How would the FIGHT FOR 10 affect the contractual premium pay for going under 9 ½ hours?

 

If the FAA required minimum (irreducible) rest were to become ten hours, Alaska Flight Attendants would never achieve the two and a half times (2.5x) premium for receiving less than nine and one-half (9 ½) hours per CBA §8.K. [Hours of Service: Reduced RON Rest]. Instead, Crew Scheduling would always ensure that Flight Attendants received at least 10 hours of rest on layovers, even if that meant delaying a flight.

 

Why would the Master Executive Council support a legislative effort that could negatively impact a lucrative contractual provision?

 

The Master Executive Council (MEC) strongly believes that it would be near sighted of us to not fully support legislation that would greatly improve Flight Attendant rest across the entire industry. Not only that, but there are no guarantees the new provisions in §8.K will survive from one contract to the next. Did you know the Negotiating Committee sought such a stiff “penalty” for receiving reduced rest on a layover not for the purpose of consistently paying out, but rather to ensure Flight Attendants received improved rest? In other words, the new contractual provisions in §8.K were specifically negotiated to improve safety for Flight Attendants, not primarily as a windfall (although it is a nice bonus when it happens).

 

Proper rest for Flight Attendants is about safety, health and equality. Fatigue threatens safety throughout the industry. Consequently, the MEC officers feel it is our duty as safety professionals to advance the legislative agenda encapsulated in the FIGHT FOR 10.

 

* * *

 

Do you have any questions or want to know how you can help the FIGHT FOR 10? Contact your Local Executive Council (LEC) president or LEC Government Affairs Committee.

 

In solidarity,

 

Your MEC – Jeffrey Peterson, Brian Palmer, Yvette Satterlee, Lisa Pinkston, Laura Masserant, Cathy Gwynn, Sandra Morrow, Stephen Couckuyt; and MEC Government Affairs Chairperson Bev Bullock

 

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Alaska MEC Government Affairs – February 2016

SECURE OUR SKIES ACT This legislation will save lives

Flight Attendants Achieve Introduction of Legislation Aimed at Stopping Human Trafficking (AFA media report)
Washington, DC (February 2, 2016) — The Association of Flight Attendants-CWA (AFA) today praised the introduction of the Secure Our Skies Act to fight human trafficking with proper training for aviation workers, led by U.S. Representatives Dina Titus (D-NV-01) and Barbara Comstock (R-VA-10).

“As aviation’s first responders we are charged with the safety, health and security of the passengers in our care,” said AFA International President Sara Nelson. “Traffickers steal lives. But for a window of time, we can see it and report it. Millions of innocent victims are trafficked throughout the world each year, and many are transported on our planes. We are proud to work with Representatives Titus and Comstock to move this important legislation to reality in our workplace. With proper training we can be 100,000 eyes in skies saving lives.”

The bill requires training for flight attendants, pilots and dispatchers of air carriers to to identify and report human trafficking.

“Human trafficking doesn’t happen just on the ground. That’s why members of the airline industry are in a strong position to help stop these crimes,” said Rep. Dina Titus (D-NV-01). “The SOS Act will close off the skies to traffickers by providing training to professionals who know their way around aircraft. I thank the nation’s flight attendants for their commitment to fighting these heinous crimes. They know we have to spot the signs to stop the crimes.”

The infrastructure and training mechanisms are already in place through the Department of Transportation’s Blue Lightning Initiative, launched almost three years ago on June 6, 2013. Blue Lightning teaches airline personnel on a voluntary basis about common circumstances with human trafficking in order to recognize and report these instances to law enforcement for swift action. AFA launched a public campaign on June 1, 2015 to promote the provisions of the SOS Act.

“It is critical that we are ever vigilant in the fight against the heinous crime of human trafficking,” said Rep. Barbara Comstock (R-VA-10). “Every day, flight attendants see and interact with children on the thousands of flights across our country and throughout the world. They are the eyes and ears in this constant battle, and this legislation will give them the tools

to save the most vulnerable in our society and fight this terrible scourge. I want to thank Congresswoman Titus for working in a bipartisan manner on this important legislation.”

“Everyone immediately recognizes the horror of human trafficking, but we must turn our outrage into concrete action to stop it,” Nelson concluded.

See Rep. Dina Titus introduce the bill on youtube: https://www.youtube.com/watch?v=xUhhhCiWWGU

UPDATE ON THE FAA REAUTHORIZATION PROCESS

February saw the introduction of the much awaited FAA Reauthorization bill. I have included Gov Affairs Director Steve Schembs comprehensive update and explanation on the bill as it moves through Congress:

FEB 26, 2016 – The FAA Reauthorization Bill has been introduced in the House, reviewed and adopted by the Transportation and Infrastructure Committee as amended. Our 10 hours rest between duty periods and a Fatigue Risk Management Plan are included in the bill as well a AFA-promoted issues listed at the end of this update.

Now the Senate is writing its version of the bill, which is expected to be introduced in the coming days. The Senate Commerce, Science and Transportation Committee “mark-up” will likely be scheduled prior to their Easter recess starting March 18th. This means committee action could take place on the very day of our March 16th Rally for Rest. Regardless, the Rally is well timed and it is assisting us in promoting inclusion of our rest/fatigue language. If you have not already RSVP’d, we encourage you to do that now: https://cdn.afacwa.org/ issues/rest/.

Once both House and Senate bills are introduced and adopted by the respective committees, each full chamber must also vote on the bill. Amendments could also be considered during this process, although sometimes the bill can only be considered as adopted by the committee.

Next, a conference between the House and Senate is held to write common language. This final version of the bill must again be adopted by both chambers before going to the President’s desk for signature. We must remain engaged throughout the process and continue to use the power of our numbers to take action in support of rest and recognition of Flight Attendant fatigue.

The FAA Reauthorization bill is must-pass legislation, although our experience shows this might include several extensions before the long-term bill is passed. Getting our rest provisions in these base bills now sets a foundation for inclusion in the final passage of the bill regardless of when that actually occurs.

This week AFA has ramped up our advocacy to the U.S. Senator’s writing the FAA Bill; Sen. John Thune (ND), Sen. Kelly Ayote (NH), Sen. Bill Nelson (FL), Senator Maria Cantwell (WA), Senator Cory Gardner (CO) and all of the members of the Senate Commerce Committee.

Thanks to a massive effort for calls from members, and special thanks to AFA Frontier for relentless efforts in generating calls from Colorado, we are making good progress with the Senate. But we can’t let up for a second. We have to keep up calls next week and right up to the point of the Senate Commerce, Science and Transportation Committee vote on their version of the bill.

At the Rally for Rest on March 16, hundreds of Flight Attendants will urge members of the Senate to include the 10 hours minimum rest and a Fatigue Risk Management Plan into the Senate bill. We will also go to every House office to encourage support of our rest in the FAA Reauthorization bill and thank members of the House Transportation and Infrastructure Committee for recognizing the importance rest plays in supporting our health and the tools necessary to fulfill our duties as aviation’s first responders.

CWA NEXT GEN AT JOBS WITH JUSTICE

Government Affairs Committee members Kris Hall and Drew Lemish were the AFA representatives at the Jobs with Justice Next Generation conference in Washington DC, Feb. 12th and 13th.

JWJ activists joined sessions on organizing, social media, innovations in the labor movement, grassroots fundraising and much more as part of JWJ’s two-day national conference. CWA Next Generation leaders were on hand as former CWA President Larry Cohen was recognized for his years of building JWJ and his commitment to democracy and working families. (CWA Media report).

Kris had this to say about the experience: “I found it profoundly educational- every workshop, every caucus, every conversation. I made so many connections, met and listened to so many stories, discussed so many concerns that would not have been possible without JwJ!”

Respectfully submitted,

Beverly Bullock
MEC Government Affairs Chairperson

AFA’s Perspective Regarding Alaska Listens Customer Feedback: Kudos and “Red Flags”

Steps in the right direction…

Inflight management recently revealed changes and clarifications to the Alaska Listens customer feedback process in the February 22nd communication “Customer Feedback.” The Master Executive Council (MEC) has heard you loud and clear that there is much confusion and discontent on the line regarding “red flags,” so any clarifications are a refreshing change to recent experience. According to the communication, management intends to balance the kudos and red flags going forward by treating them more equally than in the past. Although the MEC is not providing a blanket endorsement, generally speaking many of the stated changes to policy appear to be steps in the right direction.

…but…

However, it is disappointing that management did not do more to acknowledge the level of your dissatisfaction and did not even mention AFA’s advocacy on your behalf. The MEC firmly believes management would not have revised the program without the constant negative feedback from the line combined with the persistent pressure from your AFA leaders. Most of the time your AFA leaders are content to simply work in the background, and we do not find it necessary to communicate the details of how we work with management. Although the MEC very much appreciates management’s willingness to make adjustments to this policy based on feedback, in this case it is important for our members to know the full “behind the scenes” story.

The full “behind the scenes” story

From the very beginning, AFA advised management that this program would be received poorly if not administrated in a positive and non-punitive manner. AFA requested that any low level customer feedback simply be sent to the Flight Attendant via email without a required supervisor discussion or documentation. The MEC is pleased to see that the revised customer feedback policy now does just that.

 

In addition, AFA continued to seek clarification on the specifics of the program and clear communication from management to the Flight Attendant group over the past several months. Management appeared reluctant to clearly spell out the program in writing—until now.

 

So what changed? The MEC is not saying it was all due to our efforts, but you should know that we’ve had a very critical communication about red flags written and ready to go for some time now. We were strategically holding off on sending it out in order to accomplish miscellaneous business important to our flight attendants—including achieving clarifications and ideally policy changes to the red flag program.

 

Last week AFA engaged in several discussions with management about red flags and our intent to communicate to our members about our perspective regarding the red flag program. Late last week management requested that the MEC hold off for a few more days in order to have the opportunity to revamp the program prior to AFA communicating on the subject. The MEC reluctantly voted to wait until the new customer feedback policy was released on Monday. The reality is that this policy change was at least partially the result of multiple meetings and numerous back and forth communications between AFA and management over several months. So now here we are.

Red flags and the disciplinary timeline

AFA had made multiple requests for clarification regarding how far into the past management would refer to red flags in a Flight Attendant’s personnel file in order to take disciplinary action. In our opinion, management had been purposefully vague with respect to the timeline up until this latest communication. Management has now clearly stated that they will not utilize red flags that are older than 18 months in order to determine discipline. Upon a cursory review, this timeline appears to be contractually consistent with CBA §19.D. [Grievance Procedures: Disciplinary Eighteen (18) Month Removal], but the MEC will be more thoroughly evaluating the timeline at our monthly meeting this week.

Summary of the customer feedback process as we know it

Effective March 1st, all kudos and most red flags will simply be emailed to Flight Attendants—no response required.

First three general or relatively benign “red flags” in 18 months

Management says that the first two general or relatively benign red flags in 18 months will simply be emailed and will no longer require a conversation. The third general or relatively benign red flag will result in a record of discussion (ROD). For more information about RODs, see “What is a ROD?” below.

After three general or relatively benign “red flags” in 18 months…

After three general or relatively benign flags in 18 months, or if any Alaska Listens comment is deemed serious, then the Flight Attendant will likely be referred directly to his or her performance supervisor. Depending on the severity of the allegation, the Flight Attendant could be given a ROD or issued progressive discipline. If a Flight Attendant attends a performance meeting and there is any type of discipline issued, the contractual grievance process is available to dispute the discipline. For your information, Manager of Inflight Labor and Work Performance Leslee Cabulagan leads the performance group; and the performance supervisors are Michelle Kirschbaum (PDX & SEA: A), Beth Swanson (SAN & SEA: B-I), Tony Nichols (ANC & SEA: J-P) and Natasha Kemp (LAX & SEA: Q-Z).

Why is management not more supportive?

AFA understands the group’s frustration that many of these red flags stem from Flight Attendants’ compliance with FARs and Company policies. Why is management not more supportive of Flight Attendants in upholding the policies that management puts in place? The Association has repeatedly urged management to refocus energy on being supportive and encouraging of Flight Attendants and to recognize the excellent job we do—and we will continue to do so.

What is a ROD?

A ROD is not considered discipline. It is a record of a discussion with an employee outlining a company policy or procedure. A Flight Attendant should be provided a copy of any ROD and s/he may issue a statement in response to the ROD for her/his ROD file. A ROD stays in your file permanently—however, it can only be used to show that you were previously advised of a policy.

Although an ROD is a permanent part of an employees record, AFA stands firm on the fact that any ROD over 18 months old is not to be counted in the red flag total. AFA will file a grievance if management tries to use a red flag older than 18 months.

What can Flight Attendants do?

When flying, we encourage Flight Attendants to write up any incident or concern that they have with a customer. This will provide a record of the Flight Attendant’s side of the interaction. Many are using the notes function on their Inflight Mobile Device (IMD) to take a few notes when an event occurs.

Flight Attendants have the right to access their personnel and ROD files upon request and AFA encourages all to take a look at their files on a regular basis. A Flight Attendant must specifically request both files.

If a Flight Attendant is contacted to speak with a supervisor or manager regarding a red flag, the Flight Attendant may ask, “Is there a possibility of discipline?” If the answer is yes, the Flight Attendant should contact her/his local AFA representative. If the answer is no, ask the supervisor to verify if it will be noted as a ROD. If it is noted as a ROD, then you should be provided a copy. If you would like to add your own statement to the ROD, you may do so.

If, during a conversation with a supervisor, you become concerned and wish to have an AFA rep involved, you can stop the conversation and request one. If you are asked to write a statement, you should consult with an AFA rep before doing so.

* * *

AFA will keep you updated on further developments regarding the new customer feedback policy once it has been implemented on March 1st and we have had an opportunity to evaluate the new rules.

In solidarity,

Your MEC – Jeffrey Peterson, Brian Palmer, Yvette Gesch, Lisa Pinkston, Laura Masserant, Cathy Gwynn, Sandra Morrow, Stephen Couckuyt; MEC Grievance Committee Chairperson Jennifer Wise MacColl and MEC Grievance Representative Stephanie Adams

AFA Alaska Logo Transparent Background

MEC Inflight Service Committee Chairperson Interviews

The AFA Alaska Master Executive Council (MEC) would like to thank Blair Kimball for stepping up and serving as MEC Chairperson of the AFA Inflight Service Committee over the past several years. Under Blair’s leadership, the committee has expanded involvement and helped to advocate for Flight Attendants as management has introduced major service changes. Blair will remain in position during the transition period as the MEC selects and appoints a new MEC Chairperson.

Background

The MEC Chairperson of the Inflight Service Committee is responsible for coordinating the activities of the committee at the airline level. The Chairperson works closely with each Local Committee Chairperson to gather feedback and input and represents the positions of the Committee and MEC in interactions with management.

Additional Information From the MEC Policy Manual

INFLIGHT SERVICE COMMITTEE

1. SCOPE

a. The Inflight Service Committee shall act to support the Union’s interest with respect to inflight service and sales onboard flights. The Committee shall meet with the Company to discuss any change in inflight service or sales, procedures to be followed and other pertinent matters prior to the implementation of such service

2. POLICY/RESPONSIBILITIES

a. The MEC Inflight Service Committee shall consist of the MEC Inflight Service Committee Chairperson and the Local Inflight Service Committee Chairperson from each council.

b. It shall be the policy of the Union to make any significant change in inflight service or sales subject to negotiations between the parties. The Union shall always place Flight Attendants’ health and safety as its first priority when considering the feasibility of any inflight service or sales change and the location of inflight service or sales items in galleys or other stowage locations.

c. The MEC Chairperson shall:

(i)  Immediately contact the MEC President should the Company override his/her objections and proceed to implement changes in inflight service or sales against his/her recommendation

(ii)  Compose informational and educational articles of interest to the membership and provide them to the MEC Communications Chairperson to be included in MEC communications and posted to the MEC website.

d. The Committee shall:

(i)  Represent the Flight Attendant point of view to the Company in all matters pertaining to onboard sales and service policies, procedures, and practices

(ii)  Work with the Scheduling Committee to determine available service time, projected loads and staffing when the Company determines a certain service is required on a flight

(iii)  Monitor feedback from all domiciles on flights where services, load, staffing, or flight time cause the Flight Attendants difficulty in completing the standards of performance

Qualifications

  • Robust working knowledge of inflight service procedures, including all positions and routes (including short haul, Mexico, Hawaii, midcon, and transcon)
  • Ability to attend meetings as required, including being present in Seattle on occasion
  • Strong computer skills. Excellent working knowledge of Inflight Mobile Device, Google email, and Microsoft Office.
  • Strong written and verbal communication skills. Ability to write membership communications, respond professionally to internal and external e-mail, prepare reports, and plan meetings agendas and take minutes.
  • Ability to meet deadlines, delegate responsibilities, and follow up on assigned tasks

Duties

  • Participate in reviews of inflight catering, packing, service, and sales with management
  • Review Flight Attendant complaints or concerns regarding catering and inflight service. Gather information and work with management to satisfactorily resolve each issue.
  • Schedule, plan, and conduct quarterly meetings of the committee and other meetings and conference calls as needed
  • Correspond with the Local Inflight Service Committee Chairpersons and MEC regularly to provide status updates. Prepare and send a monthly committee report to the MEC.

Time Commitment and Flight Pay Loss Reimbursement

  • This is position eligible for Flight Pay Loss (FPL) reimbursement by the Company under 27.P Company Business (CB) Flight Pay Loss with a 5% override and “A” pay. CB is compensated at 0.75 TFP per hour of work.
  • Estimated 8-10 hours per week (24 to 30 TFP per month). Some work may be accomplished remotely. Regularly required to be in Seattle to work on projects and attend meetings.

Working Relationships

With The Inflight Service Committee

Constant interaction with the Local Inflight Service Committee Chairpersons. Frequent interaction with Local Inflight Service Committee Members.

With The Master Executive Council

This position reports to the Master Executive Council. The MEC executive sponsor for the committee is the MEC Vice President.

With Alaska Airlines Management

Constant interaction with inflight management, particularly the Manager of Inflight Experience (Matthew Coder) and Director of Catering Operations (Susan Morse)

Expressing Interest and Interview Scheduling

  • The MEC will hold interviews during the April MEC meeting on Tuesday, April 12, 2016. Bid around the interview date or plan to arrange your schedule accordingly to accommodate.
  • Interviews will be at the AFA Alaska MEC office in Seattle. Our office is located in the Alaska Airlines Flight Operations and Training Center, Suite 280 at 2651 South 192nd Street, Seattle, WA 98188.
  • Submit a declaration of interest and resume to MEC Secretary-Treasurer Yvette Gesch at yvette.gesch@afaalaska.org no later than 5 PM Pacific Time on Friday, April 1, 2016. Yvette will be able to provide additional information regarding transportation and booking of flights if necessary.

In Solidarity,

Your MEC – Jeffrey Peterson, Brian Palmer, Yvette Gesch, Lisa Pinkston, Laura Masserant, Cathy Gwynn, Sandra Morrow and Stephen Couckuyt

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An Update on Printed Contracts

Contracts and Binders Available Soon

After a lengthy formatting and production process, hard copy contracts have finally been published and are being shipped from the printing vendor to each base. The hard copy contracts will be distributed along with a new blue plastic contract binder (similar to your Flight Attendant Manual binder), which is currently still in production. Management has advised that the binders should be shipped within the next 10 days. Once the contracts and binders have been received in each base, we will provide you with more information as to how distribution will be accomplished.

TA2 vs. Final Contract Printed Comparison Documents

As a reminder, a comparison document highlighting the difference between TA-2 and the final contract continues to be available on the AFA Alaska website and can be found here: http://wp.me/a46aMs-1HP. A limited number of hard copies of the comparison document will also be available in the bases with the printed contracts.

In the mean time, you can continue to access the contract online at http://afaalaska.org/contract and on your IMD in the GoodReader app.

In Solidarity,

Your MEC – Jeffrey Peterson, Brian Palmer, Yvette Gesch, Lisa Pinkston, Laura Masserant, Cathy Gwynn, Sandra Morrow and Stephen Couckuyt; and

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

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This message is for pre-merger Alaska Flight Attendants On Thursday, October 2, our AFA Local Air Safety, Health, & Security Committee (ASHSC) Chairpersons met to discuss their ongoing work to represent our Flight Attendants and push for improvements in our workplace. Representing you at the meeting were Deb Wallstrom (ANC), David Lake (SEA), Kalin Lackey […]

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