United pilots contract, Section 3 — Compensation

3-A-1 The hourly rates for Captains and First Officers shall be as provided in the following tables:

3-A-1-a If, prior to the amendable date of this Agreement, Delta Air Lines’ current Pilot Working Agreement “me too” provision is triggered by American Airlines then, on a one-time basis, the hourly pay rates for all aircraft types included in Section 3-A-1 will increase to match the percentage increase between the top United hourly rate of pay and the Delta higher hourly rate, with the same wage percentage increases in the pay tables of this Agreement. For example, on American’s date of signing, if American 12th year B777 CA rates is $430.20, triggering Delta’s “me too” provision that increase the 12th year A350 CA rate to be $434.50, then all rate tables in this agreement would be increased in the bid period following Delta’s implementation of the new rates so that corresponding banded United and Delta pay rates match, and UPA rates that do not correspond to a Delta rate are increased by 2.01%.

3-A-2 The pay rate for a Flying Flight Segment shall be the pay rate for the actual aircraft flown. The pay value of a Trip that is dropped with pay (e.g., due to sick leave, training not included in Monthly Schedule Preferencing, etc.) will be the dollar value of the dropped Trip.

3-A-3 The pay rate for deadheading and for all other circumstances (e.g., the pay rate for MPG, training included in Monthly Schedule Preferencing, vacation included in Monthly Schedule Preferencing, minimum pay values, etc.) shall be a blended pay rate, determined as follows:

3-A-3-a On the first day of each Bid Period, the blended pay rate for a Pilot shall be determined by prorating the Pilot’s pay rate for each aircraft type applicable to the Pilot’s Equipment type (regardless of whether or how much the aircraft type is operating at the Pilot’s Base). The proration will be made using the ratios of the number of each applicable aircraft type to the total number of aircraft applicable to the Pilot’s Equipment type. If a Pilot’s Equipment type has one applicable aircraft type, his blended pay rate will be equal to his operating pay rate.

3-A-3-a-(1) Example: If the total number of aircraft applicable to the 737 Equipment type is thirty (30) 737-700s and seventy (70) 737-800s, the blended pay rate for a 12-year 737 Captain in October 2023 is 0.3 times $338.48 plus 0.7 times $340.26, or $339.73.

3-A-3-a-(2) Example: Since the 777 Equipment type has one (1) applicable aircraft type, the blended pay rate for a 12-year 777 Captain in October 2023 is equal to the operating pay rate, or $421.72.

3-A-3-a-(3) Example: If the total number of aircraft applicable to the 756 Equipment type is twenty (20) 767-400s, thirty (30) 767-200s, twenty (20) 757-300s and thirty (30) 757- 200s, the blended pay rate for a 8-year 756 Captain in October 2023 is 0.2 times $409.07 plus 0.3 times $339.58 plus 0.2 times $339.58 plus 0.3 times $339.58, or $353.48.

3-A-3-b Only the aircraft in the Company Fleet, defined in Section 1-L-6, shall be included in the calculations in Section 3-A-3-a.

3-B-1 A Pilot’s longevity shall begin to accrue on the date he is hired as a Pilot and shall continue to accrue except as otherwise provided for in this Agreement.

3-B-2 Longevity increases shall become effective on the first day of that Bid Period for longevity dates from the first through the twentieth days of the Bid Period, and on the first day of the following Bid Period for the longevity dates after the twentieth day of the Bid Period.

3-B-3 A Pilot shall continue to accrue longevity when on furlough.

3-B-4 A Pilot whose name is removed from the Seniority List as set forth in Section 6 shall forfeit all previously accrued longevity.

3-C-1 Bid Period Minimum Pay Guarantee (“MPG”)

3-C-1-a Lineholder MPG

3-C-1-a-(1) Prior to the May 2024 Bid Period, a Lineholder’s MPG is equal to two hours and twenty minutes (2:20) for each day in the Pilot’s awarded schedule that is not a vacation day and is not an unpaid absence, but shall in no case be more than seventy (70) hours. Lineholder MPG will be eliminated with the May 2024 Bid Period.

3-C-1-a-(1)-(a) Effective with the May 2024 Bid Period, a Lineholder’s whose PBS total credit award is less than seventy (70) hours credit will have their PTC increased by the difference between 70 and the hours awarded in PBS.

3-C-1-b Reserve MPG

3-C-1-b-(1) A Reserve’s MPG, rounded to the nearest minute, shall be four hours, seventeen minutes and thirty-nine seconds (4:17:39) for each work day (a “work day” includes any non-prorated absence and activity and any days associated with a carry-in Trip). Reserve MPG shall be 2:20 per day for all prorated paid absences and activities (excluding vacation and other Add Pay items).

Cited in: What is the reserve minimum pay guarantee?

3-C-1-b-(1)-(a) A Reserve’s MPG shall increase by one (1) hour for each unused Short Call assignment. A used Short Call assignment is one in which the Pilot is assigned (that is, not picked up) to a Trip scheduled to report within eighteen (18) hours of the time the Trip assignment is made, or twelve (12) hours if the Pilot is a VEC.

Cited in: What is the reserve minimum pay guarantee?

3-C-1-b-(2) A reserve day or day off for which a Reserve receives Add Pay under the provisions of Sections 5-E-5-c, 5-F-5-b, or 5-F-5-c shall not count as a reserve day when calculating his MPG.

3-C-1-b-(3) If a Reserve requires a day off to be restored in a subsequent Bid Period under the provisions of Section 5-F-5-e, the lost day off shall not count as a reserve day when calculating his MPG in the current Bid Period. If he is a Reserve in the Bid Period in which the restoration occurs, the restored day off shall count as a reserve day when calculating his MPG in that Bid Period.

3-C-2 Lineholder Protected Time Credit (“PTC”)

3-C-2-a A Lineholder’s initial PTC shall be the Line Pay Value of his schedule after Monthly Schedule Preferencing is completed, as adjusted for bid errors, if any. A Lineholder’s PTC for a Bid Period shall not exist until after Monthly Schedule Preferencing for that Bid Period is completed.

Cited in: Do I lose pay if my trip is cancelled?

3-C-2-a-(1) A Lineholder who has days blocked for OE in accordance with Section 20-C-3-c (“OE Blocker Days”) shall have three hours and seven minutes (3:07) for each OE Blocker

Day (excluding the three (3) days off as provided for in Section 9-F-12, when applicable) applied to his initial PTC.

3-C-2-b If the Lineholder voluntarily adjusts his schedule, his PTC value shall increase or decrease by the net pay value of the transaction.

3-C-2-c Notwithstanding Section 3-C-2-b, if the Lineholder receives an assignment under Section 20-H-5, if the net pay value of the transaction is positive, his PTC value shall increase by the net pay value of the transaction. If the net pay value of the transaction is negative, his PTC is unaffected.

3-C-2-d If the Lineholder is subject to Section 20-F because he lost a Trip or another assignment in its entirety, and he picks up or is given a new assignment whose pay value exceeds the pay value of the assignment that was lost, his PTC shall increase by the difference in such pay value.

Cited in: Do I lose pay if my trip is cancelled?

3-C-2-e If the Lineholder drops an assignment without pay, including using unpaid sick leave and when applying Section 20-F-6, his PTC shall decrease by the pay value of the assignment dropped. In addition, if a training cancellation or termination not initiated by the Company falls under the provisions of Section 20-F-8, the Pilot’s PTC shall decrease by the value of the training (that is, the value of the lost underlying flying).

Cited in: Do I lose pay if my trip is cancelled?

3-C-2-f If the Lineholder drops an assignment with pay (e.g., vacation drop, jury duty, travel days), his PTC is unaffected.

3-C-2-g Add Pay is not part of the Lineholder’s PTC.

3-C-2-h A Lineholder’s PTC shall not change due to the assignment of OE trips or due to the dropping of any Trips or other assignments that are dropped under Section 20-Q-13-f.

3-C-2-i Treatment of PTC In Unusual Circumstances

3-C-2-i-(1) PTC will increase by the scheduled inbound value of a reserve assignment into a lineholder bid period if the assignment does not require a schedule repair. PTC will not be adjusted if the assignment does require a schedule repair.

3-C-2-i-(2) If the scheduled inbound value of an assignment increases before “Bid Period B” schedule awards are loaded but not soon enough to be captured in “Bid Period B” schedule awards, and if a schedule repair is not required to accommodate the change, then the Pilot’s “Bid Period B” PTC shall be increased to account for the change in the scheduled inbound value. PTC will not change if a schedule repair is required or if the scheduled inbound value decreases.

3-C-2-i-(3) If a Lineholder receives Trip assignments and/or other paid assignments on availability days assigned under the provisions of Section 20-F-4, his PTC associated with those availability days will increase only if the total scheduled value of those assignments exceeds the scheduled value of the canceled training.

3-C-2-i-(4) When a Lineholder’s PTC requires re-calculation, because the actual pay rate change date made in accordance with Section 8-F-7 differs from his projected pay rate change date, the blended pay rate of the Lineholder’s old Category shall be used for pay

hours before the date of the pay rate change (this shall not apply to trips that are actually flown). For example, assume a Lineholder is awarded a 737 Captain schedule that consists of four 20-hour four-day trips starting on the 5th, 10th, 15th and 20th of the Bid Period. If the date of his pay rate change from 757 First Officer to 737 Captain is the 3rd of the Bid Period, his PTC shall not be recalculated. If the date of his pay rate change from 757 First Officer to 737 Captain is the 9th of the Bid Period, his PTC shall be recalculated using the 757 First Officer blended pay rate for the first trip and the pay value of the remaining three trips. If the date of his pay rate change from 757 First Officer to 737 Captain is the 10th of the Bid Period, his PTC shall be recalculated using the 757 First Officer blended pay rate for the first trip and the pay value of the remaining three trips. If the date of his pay rate change from 757 First Officer to 737 Captain is the 11th of the Bid Period, his PTC shall be recalculated using the 757 First Officer blended pay rate for the first trip, a calculated pay value of the second trip (calculated by splitting the trip at midnight between the 10th and the 11th, using 757 First Officer blended pay rate on the 10th and the pay value of the trip on 11th and later) and the pay value of the remaining two trips. If the date of his pay rate change from 757 First Officer to 737 Captain is the 27th of the Bid Period, his PTC shall be recalculated using the 757 First Officer blended pay rate for all four trips.

3-C-3 Line Pay Value

3-C-3-a Any pay not identified as Add Pay shall contribute to a Pilot’s Line Pay Value.

3-C-3-b For purposes of Section 3-C-3-c, “actual pay hours” for a Flight shall begin when all cabin and cargo doors are closed and the parking brake is released and shall end when the aircraft arrives at a passenger unloading point and the first cabin or cargo door is opened.

3-C-3-b-(1) When an aircraft is parked at a location that is not a normal passenger unloading point at a given airport, a Pilot’s actual pay hours will continue to accrue except when all of the following three conditions are true:

3-C-3-b-(1)-(a) the parking brake is set (or aircraft ‘chocked’) and the cabin door is open; and

3-C-3-b-(1)-(b) there is a means of egress to leave the aircraft which provides the Pilots access to the passenger terminal in accordance with local ramp access regulations (which may include ground transportation); and

3-C-3-b-(1)-(c) the Pilots are notified by Flight Operations or the NOC that they are not required to remain onboard the aircraft.

3-C-3-b-(1)-(d) For the application of this Section 3-C-3-b-(1), deadheading Pilots shall be treated the same as operating Pilots.

3-C-3-b-(1)-(e) To receive the pay accrual described in this Section 3-C-3-b-(1), a Pilot may be required to notify his Flight Office. A Pilot shall be allowed to notify his Flight Office on behalf of the entire crew

3-C-3-b-(1)-(f) When a Pilot (including a deadheading Pilot) receives the pay accrual described in this Section 3-C-3-b-(1), an equivalent amount of block time will be added to the Pilot’s Nonflying Hours, as described in Sections 5-B-2-b-(2) and 5-B-2-c-(2), as

appropriate. However, if the timely application of Section 5-B-2-b-(4) requires the addition of this time to be expedited, and if the Pilot does not consent to waive that provision, he may contact the Crew Desk to have the time added and to state his unwillingness to waive that provision, in accordance with Section 21-BB.

3-C-3-b-(2) When unusual circumstances require the Pilots to remain onboard an aircraft because passenger unloading is not allowed, even though the passenger and/or cargo doors have been opened at a passenger unloading point, a Pilot who incurs more than a fifteen (15) minute delay shall have his actual pay hours for the Flight continue to accrue until such time as passengers are allowed to begin deplaning the aircraft minus fifteen (15) minutes (e.g., a 26 minute delay would result in 11 minutes of pay continuation). Such claim for adjustment to pay shall be made to the Pilot’s Chief Pilot. A single Pilot may make the claim on behalf of his entire crew.

3-C-3-b-(2)-(a) “Unusual circumstances” include events such as the execution of “tail tipping” prevention procedures, the crew being notified by the station that a gate agent is unavailable to initiate passenger unloading, or closure of a Customs office. A routine delay in initiating passenger unloading is not an “unusual circumstance”

3-C-3-c The pay value of a Trip shall be the greater of:

3-C-3-c-(1) The sum of the pay value of each Flight Segment in the Trip that has an actual departure. The pay value for each Flight Segment is the greater of actual pay hours or scheduled Flight Time for that Flight Segment. For this Section 3-C-3-c-(1), the “scheduled Flight Time” of a Flight Segment is determined from the point of actual departure to the point of actual arrival; there is no scheduled Flight Time for a flight that does not have an actual departure. The Add Pays in Sections 5-E-8-a and 20-I-5-b shall be calculated using the scheduled Flight Time from this Section 3-C-3-c-(1).

3-C-3-c-(1)-(a) In the event of a gate return or similar incident, when actual pay hours are continuous the Flight shall also be regarded as continuous (regardless of display in a scheduling system). When the actual pay hours are not continuous, the Flight shall be regarded as broken into two (or more) Flights.

3-C-3-c-(1)-(b) For example, the following is regarded as one flight:

The actual flight time is 2:30.

3-C-3-c-(1)-(c) For example, the following is regarded as two flights:

The scheduled and actual flight time of the first flight is 0:15. The actual time of the second flight is 2:10.

3-C-3-c-(2) The minimum pay value of the Trip, as provided for in Section 5-G.

3-C-3-c-(3) Notwithstanding Section 3-I-2, the ‘greater of’ comparison made in this Section 3-C-3-c shall be on the basis of pay hours.

3-C-3-d If a Pilot is given an assignment under Section 20-H-5 that requires a schedule repair, his Line Pay Value shall not decrease. If the assignment is canceled in its entirety, his Line Pay Value shall decrease by the pay value of the assignment or the pay-protected value of the assignment, whichever is greater. However, if he performs a replacement Trip(s) in conjunction with his obligation under Section 20-F-1-a, his Line Pay Value shall increase by no less than the pay-protected value of the canceled assignment.

For example, assume a Pilot initially has PTC of 80 hours and LPV of 80 hours, and is then senior-manned into a 15-hour trip and must drop a 20-hour trip, due to conflict. His LPV remains at 80 hours, his PTC also remains at 80 hours, and he will receive 15 hours of SRM Add Pay.

If the SRM trip of 15 hours then cancels prior to report (Section 20-F-1-a), his PTC will remain at 80 hours, his LPV will drop to 60 hours, since the trip carried 20 hours of pay protection, and the 15 hours of SRM Add Pay is removed.

If the Pilot is then assigned a 17 hour trip on the availability days, his PTC remains at 80, his LPV increases to 80 (due to the 20 hours of pay protection), and he will receive 17 hours of SRM Add Pay. If he is not used on the availability days, his PTC remains at 80, LPV remains at 60, and no SRM Add Pay is accrued.

3-C-3-e The pay value of a Flight shall attach to the Bid Period that contains the Flight’s original scheduled local Departure time. However, the pay value of a Flight whose Departure is delayed by twenty-two (22) hours or more shall attach to the Bid Period that contains the Flight’s actual Departure time. Notwithstanding the above, if a Trip reports and releases entirely within a Bid Period, as measured by the time at the Pilot’s Base, then the entire pay value of that Trip shall attach to that Bid Period.

3-C-3-f Once a Flight departs, a Pilot shall accumulate pay value as outlined in Section 3-C-3-b regardless of whether the Flight cancels or terminates at a location other than the scheduled destination.

3-C-3-g Reserve Call Out Pay. When a Reserve at their Base is called to an airport, including a Reserve on a VDO assignment, and they do not fly, deadhead or sit voluntary Field Standby, they shall receive five and one-quarter (5:15) of pay. “Called to an airport” means the Reserve reported to the airport, at their scheduled report time. If a Trip a Reserve has been assigned is canceled and they have not been notified of the cancellation by affirmative contact, if they report to the airport at their scheduled report time, they shall receive Reserve Call Out Pay. If a Trip a Reserve has been assigned is canceled and they are notified of the cancellation by affirmative contact at a time that is prior to their scheduled report time, they shall not be eligible to receive Reserve Call Out Pay.

Cited in: Do I get paid if I'm called to the airport and don't fly?

3-C-3-h Lineholder shall receive five and one-quarter (5:15) hours of pay for each day of a recurrent training fill-in assignment, not including days consisting entirely of travel. A Reserve

shall receive five and one-quarter (5:15) hours of pay for each day of a recurrent training fill- in assignment, including days consisting entirely of travel.

3-C-3-i A Pilot who has days blocked for OE in accordance with Section 20-C-3-c (“OE Blocker Days”) shall receive pay as described below.

3-C-3-i-(1) For the OE Blocker Days the Pilot shall accrue LPV equal to three hours and seven minutes (3:07) for each OE Blocker Day while awaiting the start of his first OE Trip (excluding the three (3) days off as provided for in Section 9-F-12, when applicable) plus the pay value (or portion thereof) of the OE Trip(s) that occurs on the OE Blocker Days.

3-C-3-i-(2) If a Pilot does not complete OE during the OE Blocker Days, for any Bid Period in which he is a Lineholder his LPV will be reduced by the pay value of any Trips or other assignments dropped in accordance with Section 20-Q-13-f.

3-C-3-i-(3) If a Pilot does not complete OE during the OE Blocker Days, for any Bid Period in which he is a Reserve, an adjustment to his LPV will be made for his “OE Extension” (OEE), defined as the period of time that begins on the first day following the OE Blocker Days and ends on the day the OE is completed. At the end of each Bid Period for which the Pilot has not completed OE, and upon completion of OE, the LPV for the portion of the OEE in each Bid Period will be adjusted as follows:

3-C-3-i-(3)-(a) If the number of reserve days in the awarded reserve schedule in that portion of the OEE is less than or equal to the number of days included in the actual OE trip(s) in that portion of the OEE, the LPV for that portion of the OEE will be equal to the pay value of the OE trip(s) occurring in that portion of the OEE. This calculation does not depend on the dates on which the reserve days were awarded, only on the total number in that portion of the OEE.

3-C-3-i-(3)-(b) If the number of reserve days in the awarded reserve schedule in that portion of the OEE is greater than the number of days included in the actual OE trip(s) in that portion of the OEE, the LPV for that portion of the OEE will be equal to the pay value of the OE trip(s) occurring in that portion of the OEE plus five and one-quarter (5:15) hours for each such excess reserve day. This calculation does not depend on the dates on which the reserve days were awarded, only on the total number in that portion of the OEE.

3-C-3-i-(3)-(c) If a Reserve causes a disruption (as defined in Section 8-F-8-b) to his training or OE, and the length of disruption/unavailability is less than five consecutive days within a Bid Period, the number of ‘excess reserve days’ calculated in Section 3- C-3-i-(3)-(b) shall be reduced by the length of the disruption/unavailability in the Bid Period.

3-C-3-i-(3)-(d) If a Reserve causes a disruption (as defined in Section 8-F-8-b) to his training or OE, and the length of disruption/unavailability is five or more consecutive days within a Bid Period, the number of ‘excess reserve days’ calculated in Section 3- C-3-i-(3)-(b) shall be reduced in the Bid Period by the prorated number of reserve days that would apply to an availability period of that length, in accordance with Section 5- E-5.

Example 1: Assume a Pilot’s OE Blocker Days ended on April 30. He completes OE on May 15 after flying two three-day trips valued at 16 hours each on May 2 and May 13. In May he was awarded a reserve line with seven reserve days in that portion of the OEE (May 1-15). When OE is complete, the OEE May 1-15 LPV will be adjusted to include the 32 hours from the OE trips, plus an additional 5.25 hours, because the period contained seven reserve days and the OE trips covered only six days. The Pilot’s LPV for the OEE May 1-15 will be 37.25 hours.

Example 2: Assume a Pilot’s OE Blocker Days ended on April 15. He completes OE on May 15 after flying two three-day trips valued at 16 hours each on April 21 and May

13. In April he was awarded a reserve line with nine reserve days in that portion of the OEE (April 16-30) and in May he was awarded a reserve line with seven reserve days in that portion of the OEE (May 1-15). At the end of the April Bid Period, the OEE April 16-30 LPV will be adjusted to include the 16 hours from the OE trip, plus an additional 31 hours, because the period contained nine reserve days and the OE trip covered only three days. The Pilot’s LPV for the OEE April 16-30 will be 47.5 hours. When OE is complete, the OEE May 1-15 LPV will be adjusted to include the 16 hours from the OE trip, plus an additional 21 hours, because the period contained seven reserve days and the OE trip covered only three days. The Pilot’s LPV for the OEE May 1-15 will be 37 hours.

Example 3: Assume a Pilot’s OE Blocker Days ended on April 30, and the Pilot had a military leave of absence on April 30 and May 1. The Pilot completes OE on May 15 after flying two three-day trips valued at 16 hours each on May 2 and May 13. In May the Pilot was awarded a reserve line with ten reserve days in that portion of the OEE (May 1-15). When OE is complete, the OEE May 1-15 LPV will be adjusted to include the 32 hours from the OE trips, plus an additional 15.75 hours, because the period contained ten reserve days, the OE trips covered only six days and the Pilot had one day of unavailability, and the Pilot’s LPV for the OEE May 1-15 will be 47.75 hours. In addition, the military leave on April 30 will reduce the calculations made under Section 3-C-3-i-(1) by three hours and seven minutes (3:07).

Example 4: Assume a Pilot’s OE Blocker Days ended on April 25 and he disrupted his OE via a military leave of absence on April 30 and May 1. He completes OE on May 15 after flying two three-day trips valued at 16 hours each on May 2 and May 13. In April he was awarded a reserve line with three reserve days in that portion of the OEE (April 26-30). At the end of April, the April 26-30 LPV will be adjusted to include an additional 10.5 hours, because the period contained three reserve days and one day of disruption/unavailability. The Pilot’s LPV for the OEE April 26-30 will be 10.5 hours. In May he was awarded a reserve line with ten reserve days in that portion of the OEE (May 1-15). When OE is complete, the OEE May 1-15 LPV will be adjusted to include the 32 hours from the OE trips, plus an additional 15.75 hours, because the period contained ten reserve days, the OE trips covered only six days and he had one day of disruption/unavailability, and the Pilot’s LPV for the OEE May 1-15 will be 47.75 hours.

Example 5: Assume a Pilot’s OE Blocker Days ended in June. In July, the Pilot disrupted his OE via a military leave of absence from July 1-15. He is not assigned any OE flying for the rest of July. At the end of July, the July 1-30 OEE LPV will be 47.25 hours, because the period contained no OE trip days, 18 reserve days and an imputed reduction of nine reserve days due to the disruption/unavailability (prorating a 15 day absence in a July 30 day Bid period per Section 3-C-3-i-(3)-(d)).

3-C-4 For each Bid Period, a Lineholder’s base pay shall be the greater of his PTC or Line Pay Value (or MPG through the April 2024 Bid Period), as compared on a dollar basis. For each Bid Period, a Reserve’s base pay shall be the greater of his MPG or Line Pay Value, as compared on a dollar basis.

Cited in: Do I lose pay if my trip is cancelled?

3-D-1 Add Pay as provided for in this Agreement shall be in addition to the base pay described in Section 3-C-4.

3-D-2 When Add Pay is accrued in conjunction with a Flying Flight Segment, the Add Pay will be calculated using the pay rate from Section 3-A-2. Otherwise, the Add Pay will be calculated using the pay rate from Section 3-A-3. A Pilot’s Add Pay will be calculated off of his pay rate (i.e., the pay rate shall not include Add Pay already received).

3-D-3 A Pilot who drops a Trip or activity, with or without pay, shall not receive Add Pay associated with that Trip or activity. A Pilot who drops a portion of a Trip or activity, with or without pay, shall not receive Add Pay associated with the portion dropped.

3-D-3-a Example: A Reserve aggressively picks up a Field Standby assignment that reports at 1700 the following day. The Pilot subsequently is granted a vacation drop for that following day. The Pilot shall not receive three (3) hour of Add Pay under Section 20-K-10-b, since he dropped the activity (the reserve day).

3-D-4 Unless otherwise stated, provisions that entitle a Pilot to Add Pay are discrete and independent events.

3-D-4-a Example: A 777 Lineholder who accepted a twenty (20) hour SRM Trip shall receive twenty (20) hours of Add Pay. If on that Trip he is required to deadhead in a middle seat on a Flight scheduled for four (4) hours, he shall receive an additional two (2) hours of Add Pay at his pay rate.

3-D-4-b Example: A Lineholder who accepted a lineholder premium pay Trip for seventy-five percent (75%) Add Pay shall receive Add Pay equal to seventy-five percent (75%) of the scheduled pay value of the Trip. If on that Trip he is reassigned under Section 20-I-5-b (assuming he volunteers for Section 20-I-5-b reassignments), he shall also receive Add Pay equal to 50% of the pay value of the scheduled Flight Time and Deadhead Time that is part of this reassignment, using the appropriate pay rates from Sections 3-A-2 and 3-A-3. The Add Pay for the reassignment will not affect the Add Pay for the lineholder premium pay Trip.

3-D-4-c Example: A Reserve aggressively picks up a Field Standby assignment that reports prior to 1000 on the day following their days off. The Reserve shall receive four (4) hours of Add Pay, one (1) hour for Sections 20-K-10-a and three (3) hours for 20-K-10-b.

3-D-5 Critical Coverage Override

At the Company’s discretion, the Company may implement an additional twenty-five percent (25%) Add Pay premium, above any other premium Add Pay provided elsewhere in this Agreement, that would apply to all Trips flown in a specified Category for a designated period of time, regardless of how the Trip was placed on a Pilot’s schedule or whether the underlying Trip had any other premium Add Pay attached to it. For example, the Company could establish that all EWR B777 FO Trips that touch October 31 shall be paid a premium in accordance with this Section 3-D-5.

3-D-6 For unaugmented Duty Periods in excess of ten (10) hours, a Pilot shall be paid Add Pay on a one to one (1:1) basis for any duty time in excess of ten (10) hours based on the greater of scheduled or actual duty time. For example, a Pilot who completes an unaugmented Duty Period scheduled for eleven hours and twenty minutes (11:20) but with an actual duration of eleven hours and forty-five minutes (11:45) shall be paid one hour and forty-five minutes (1:45) of Add Pay. For accounting purposes, the Add Pay provided in this Section 3-D-6 shall be added to the end of the last Flight in the Duty Period in which such pay value accrued.

3-D-7 For scheduled continuous ground time (as defined in Section 4-C-1-a) in excess of two (2) hours, a Pilot shall be paid Add Pay on a one to two (1:2) basis for scheduled continuous ground time in excess of two (2) hours. For accounting purposes, the Add Pay provided in this Section 3- D-7 shall be added to the end of the last Flight in the Duty Period in which such pay value accrued.

3-D-8 Holiday Pay

3-D-8-a Full-Day Holidays. A Pilot who operates (including deadhead) a Trip that actually touches New Year’s Day, Labor Day, Fourth of July, Halloween, Thanksgiving Day and Christmas Day shall be paid five hours and fifteen minutes (5:15) of Add Pay for each such holiday.

3-D-8-b Holiday Eves. A Pilot who operates (including deadhead) a Trip that actually touches the period between 1300 LBT and 2359 LBT on Christmas Eve or New Year’s Eve shall be paid five hours and fifteen minutes (5:15) of Add Pay for each such event.

3-D-8-c For example, a Pilot completes a Trip that reported on Christmas Eve and completes the Trip on Christmas Day is entitled to Holiday Pay of ten hours and thirty minutes (10:30) for that Trip (in addition to any other types of pay under the Agreement).

3-E-1 Training Included in Monthly Schedule Preferencing

3-E-1-a A Pilot shall receive five (5) hours of pay per day for training of less than five (5) days, including recurrent training.

3-E-1-b A Pilot shall receive three hours and seven minutes (3:07) of pay per day for training of five (5) days or more, excluding recurrent training.

3-E-2 Training Not Included in Monthly Schedule Preferencing

3-E-2-a A Lineholder shall receive pay (applied to PTC and LPV) equal to the pay value of the Trip(s) dropped, but no less than three hours and seven minutes (3:07) of pay per day for training of five (5) days or more, excluding recurrent training.

3-E-2-b A Reserve shall receive pay (applied to LPV) equal to five hours and fifteen minutes (5:15) for each reserve day dropped, but no less than three hours and seven minutes (3:07) of pay per day for training of five (5) days or more, excluding recurrent training.

3-E-2-c If a Pilot is given a new training assignment of five days or more after Section 20-F-4 is applied to a previous training assignment, the Pilot shall be paid three hours and seven minutes (3:07) toward LPV for each day that is part of both training assignments.

3-E-2-d If the training assignment results in vacation days being canceled, the pay value of the canceled vacation days shall be removed from Add Pay and added to the Pilot’s Protected Time Credit and Line Pay Value.

3-E-3 Distance Learning

3-E-3-a In accordance with Section 9-G-15 and notwithstanding Section 3-E-2, a Pilot shall receive one (1) hour of Add Pay for every one and one-half (1.5) hours of the standard training length of the distance learning (as determined according to Section 9-G-15-c), prorated, with a minimum pay of one (1) hour.

3-E-4 Section 3-E shall not apply to training covered under Section 9-J.

3-F-1 Vacation included in Monthly Schedule Preferencing shall be paid as three and three- quarters (3.75) hours of Add Pay per day. Starting in the 2024-2025 vacation year, vacation included in Monthly Schedule Preferencing shall be paid as four and one-quarter (4.25) hours of Add Pay per day.

3-F-2 Vacation not included in Monthly Schedule Preferencing (i.e., vacation received through a vacation drop) shall be paid as follows and shall apply to the Pilot’s Line Pay Value:

3-F-2-a A Lineholder shall receive pay equal to the pay value of the Trip dropped.

3-F-2-b A Reserve shall receive pay equal to five and one quarter hours (5:15) for each reserve day dropped.

3-G-1 Except as otherwise provided in this Agreement, paid absences and activities that are included in Monthly Schedule Preferencing shall be paid two and eight-tenths (2.8) hours per day.

3-G-1-a The provisions of Section 3-G-1 do not apply to Pilots on Company business.

3-G-1-b The provisions of Section 3-G-1 do apply to a Pilot who has Not Qualified (e.g., NQ, NP) days included in Monthly Schedule Preferencing due to an anticipated lapse in qualification.

3-G-2 Except as otherwise provided for in this Agreement, paid absences and activities that are not included in Monthly Schedule Preferencing shall be paid as follows:

3-G-2-a A Lineholder shall receive pay equal to the pay value of the Trip(s) dropped.

3-G-2-b A Reserve shall receive pay equal to five and one quarter hours (5:15) for each reserve day dropped.

3-G-2-c Notwithstanding Sections 3-G-2-a and 3-G-2-b, except as otherwise provided in this Agreement a Pilot on Not Qualified (NQ) status will not accrue Line Pay Value.

3-G-3 New-hire Pilots awaiting training and Pilots awaiting training immediately after being recalled from furlough shall not receive pay towards LPV for a single period of consecutive days. Any other periods of consecutive days shall be paid two and eight-tenths (2.8) hours per day. For any period of consecutive days that receives pay towards LPV and that is two (2) days or less, during that time the Pilot shall receive the expenses given in Section 9-E-1. For all other situations, the Pilot shall not receive the expenses given in Section 9-E-1, as measured by Company- designated flights from and to his Base.

3-H-1 Pilots shall participate in the Company profit sharing plan. If the Company extends eligibility for the Company profit sharing plan to any other employee group for employees with less than one (1) year of service as of Dec 31 of each year then Pilots who have not completed one (1) year of service as of Dec 31 of each year will also be included.

3-H-2 For profit-sharing based on the years 2023 and beyond (paid in 2024 and beyond), the Company profit sharing plan shall be funded with ten percent (10%) of pre-tax profit up to $2.5 billion of pre-tax profit, plus twenty percent (20%) of pre-tax profit in excess of $2.5 billion of pre- tax profit.

3-H-3 Special and unusual items shall be excluded from pre-tax profit when making the calculations in Section 3-H-2.

3-I-1 Overrides for International and Global Flying

3-I-1-a International Override. A Pilot shall receive Add Pay of seven dollars ($7.00) per hour for Captains and five dollars ($5.00) per hour for First Officers for any flight that operates to or from an airport outside of the contiguous United States, Alaska, or Canada.

3-I-1-b Narrowbody Global Override. Should the “Ocean crossing pay” provisions of the Delta Pilot Working Agreement be triggered, United will pay a Narrowbody Global Override as follows:

3-I-1-b-(1) For Bid Periods that Delta schedules, operates, and is obligated to pay pilots for segments that meet the definition of “Ocean crossing” (as defined in Section 3-A-10 of the Delta PWA effective March 2, 2023) and equals or exceeds seventy-five percent (75%) of United’s scheduled Global Flight block hours on Equipment that pay an hourly rate less than the highest hourly rate of pay for Equipment operated by United (as of October 1, 2023, 767-300 and smaller aircraft), a Pilot shall receive Add Pay of eight dollars ($8.00) an hour for Captains and six dollars ($6.00) an hour for First Officers for any Global Flight operated on such Equipment.

3-I-1-b-(1)-(a) For example, if United schedules 10,000 Global Flight block hours on 767-300 and lower pay rate aircraft, Delta must schedule and operate 7,500 “Ocean crossing” block hours during the same bid period in order to trigger the Narrowbody Global Override.

3-I-1-b-(2) Until the threshold in Section 3-I-1-b-(2) is met, the Company shall calculate the amount of “Ocean crossing pay” made to Delta pilots during each bid period and allocate that to Pilots who operated Global Flights on 767-300 or aircraft with a lower pay rate during the bid period.

3-I-1-b-(2)-(a) The amount of “Ocean crossing pay” paid to Delta pilots shall be determined using publicly available scheduled block hours and assuming crew augmentation as required by the UPA.

3-I-1-b-(2)-(b) The Narrowbody Global Override shall be distributed as Add Pay to Pilots who operated 767-300 or a lower pay rate aircraft on Global Flights during the bid period, pro-rated for the number of block hours the Pilot flew on such Global Flights and on a four to three (4:3) ratio of Captains to First Officers.

3-I-1-b-(3) The term “bid period” as used in this Section 3-I-1-b refers generically to the monthly flight schedules, regardless of whether a specific bid period (e.g., the “January” bid period) started and/or ended on the same date at both Delta and United.

3-I-1-c For purposes of this Section 3-I-1, a Captain is a Pilot who is staffed as a Captain, and who is either current and qualified as Captain or who is receiving IOE as Captain. Additionally, for purposes of this Section 3-I-1, a Captain is an I/E who is entitled to fly as Pilot-in-Command in accordance with Section 23-K-1 regardless of what seat the I/E occupies on the Flight.

3-I-2 When a Pilot is entitled to the “greater of” two pay values, such comparison shall be made on a dollar basis.

3-I-3 Reassignments or operational changes to flying may increase or decrease a Pilot’s Line Pay Value, in accordance with Section 3-C-3-c. Reassignments or operational changes to flying do not impact a Lineholder’s PTC.

3-I-4 Performance Programs. Pilots shall participate in any broad-based employee performance program in which their performance contributes to the performance being rewarded (e.g. on- time incentive program, perfect attendance).

3-I-5 A Pilot shall be paid on the first (1st) and sixteenth (16th) of the month for the preceding Bid Period.

3-I-5-a The gross pay on the first (1st) shall be calculated as follows:

3-I-5-a-(1) A snapshot of his anticipated pay value will be taken no earlier than the sixteenth (16th) of the month prior.

3-I-5-a-(2) The gross pay shall be thirty-five (35) hours, if his anticipated pay value (including Add Pay) for the preceding Bid Period is greater than or equal to forty-five (45) hours;

3-I-5-a-(3) The gross pay shall be seventeen and one-half (17.5) hours, if his anticipated pay value (including Add Pay) for the preceding Bid Period is less than forty-five (45) but greater than or equal to thirty-five (35) hours;

3-I-5-a-(4) The gross pay shall be zero (0) hours, if his anticipated pay value (including Add Pay) for the preceding Bid Period is less than thirty-five (35) hours.

3-I-5-b The gross pay on the sixteenth (16th) shall be his calculated earnings from the preceding Bid Period less the gross pay received on the first (1st).

3-I-5-c In the event that either the first (1st) or the sixteenth (16th) of the month falls on a holiday or weekend, a Pilot shall be paid on the first business day immediately preceding the weekend or holiday, except that January 1st pay shall be paid on the first business day immediately following the holiday.

3-I-5-d The Company shall provide Pilots with access to both a ‘pay register’ and a ‘pay advice’ which, combined, constitute the Pilot’s wage statement explaining all forms of compensation paid pursuant to this Agreement during a particular Bid Period.

3-I-6 A Pilot shall be paid two and eight-tenths (2.8) hours per day for each day between his mandatory retirement date and the last day of the bid period containing his mandatory retirement date (inclusive of each date).

3-J-1 If the Company introduces an aircraft type that is not included in Section 3-A-1, the pay rate (as set forth in Section 3) and Equipment banding (as set forth in Section 8) for that new aircraft type shall be determined as follows:

3-J-1-a The Company shall give the Association notice of its intention to introduce a new aircraft type at least six (6) months prior to the estimated scheduled revenue service date or within thirty (30) days after entering into the contract for procurement of the new aircraft type, whichever is later.

3-J-1-b The parties shall meet within fifteen (15) days following a written request by either party to negotiate the pay rate and Equipment banding for such new aircraft type.

3-J-1-c The negotiations shall attempt to find a pay rate and Equipment banding that is consistent with the pay rates and Equipment banding of existing Equipment types. If such negotiations do not result in agreement within 100 days from the date this procedure is invoked, either party may submit the dispute to final and binding interest arbitration.

3-J-1-d The dispute shall be heard before an arbitrator selected from a panel of neutrals agreed upon in advance by the parties, using an alternate strike or other method of selection satisfactory to the parties. For Equipment banding, the arbitrator shall consider impact on quality of work life, additional training and currency requirements, etc.

3-J-1-d-(1) The hearing shall be conducted and briefing by the parties, if any, shall be completed 150 days from the date this procedure is invoked.

3-J-1-d-(2) The arbitrator’s award shall be issued no later than 180 days from the date this procedure is invoked, and shall settle the dispute between the parties by giving the new aircraft type a pay rate and an Equipment band.

3-J-1-e Upon final agreement, or upon issuance of the arbitrator’s award, as the case may be, retroactive compensation, if applicable, shall be paid to all Pilots who operated the new aircraft type in revenue service before the parties’ agreement became effective or the award issued.

3-J-2 Nothing set forth herein shall prevent the Company from introducing a new aircraft type into revenue service before agreement is reached over its pay rate and Equipment band, provided that the pay rates assigned to the new aircraft type are not less than the minimum rates provided in Section 3-A-1.

3-K-1 A Pilot’s LPV and a Lineholder’s PTC shall not be reduced as a result of an assignment as an LCP.

3-K-2 A Reserve who conducts an evaluation from a flight deck jumpseat on a reserve day shall be compensated via Add Pay for the pay hours of the Trip, and their MPG will be decremented by four hours, seventeen minutes and thirty-nine seconds (4:17:39) for each such reserve day. Notwithstanding Section 3-K-1, if the Reserve is removed from a Trip to conduct such an evaluation, the Add Pay received under this provision shall reduce the LPV the LCP receives for the removed Trip on a dollar for dollar basis up to an amount equal to that LPV.

3-K-3 For any Trip that the LCP is utilized in an LCP capacity, the LCP shall receive an LCP Override in accordance with the table below (calculated as twenty-five percent (25%) of the highest pay longevity for the aircraft operating in the Company fleet with the highest pay rate) for the pay value hours of the Trip. Such LCP Override shall be paid via Add Pay.

3-K-3-a The override contained in this Section 3-K-3 attaches once a Trip is locked (i.e., locked to prevent the LCP from dropping or trading the Trip) by the Company. The override is not removed, even if the Company does not actually use that Trip for LCP purposes. However, if the LCP ends up performing LCP work on a different LCP Trip on the same days, the LCP shall be paid the greater of the value of the locked Trip or the Trip actually flown.

3-K-3-b If the LCP and Company concur to remove a lock from a Trip (relieving the LCP of any LCP obligation for the Trip), the override shall be removed.

3-K-4 An Evaluator who performs LCP duties during a Flight Training Center month (full time or JS) shall receive their normal Flight Training Center monthly salary plus the LCP Override for the pay value hours for Trips on which the Evaluator performs LCP duties.

3-K-5 If the Company has designated any Open Trip in the LCP’s Category as a lineholder premium pay Trip in accordance with Section 20-H-4-a, the Company may offer that same level of premium pay to an LCP to perform LCP duty on a different Trip not currently on the LCP’s schedule. If using this provision, the Company cannot remove any advertised premium on an Open Trip unless the Open Trip has been processed through the trip-trade system in accordance with Section 20-P-3 at least once. The Company may target this offer of premium pay to the LCPs matching the specific qualification needed for the event (e.g. if the event to be performed requires a CPE qualification, the offer for premium pay would only apply to LCPs with a CPE qualification). The Company shall ensure that opportunities offered in accordance with this Section 3-K-5 are made in a manner to ensure a fair and equitable distribution among equally qualified LCPs, i.e., among similarly- situated and qualified LCPs the Trip should be awarded to the LCP with the fewest hours of premium LCP work in the Bid Period.