United pilots contract, Section 5 — Hours of Service

5-B-1 Bid Period Limitations During Monthly Schedule Preferencing

5-B-1-a The Line Production Average (“LPA”) for a Category shall be no less than seventy-two (72) Line Credit hours and no greater than eighty-four (84) Line Credit hours, set to the nearest minute.

5-B-1-a-(1) When any Pilot is on Involuntary Furlough, the LPA for a Category shall be no less than seventy-two (72) Line Credit hours and no greater than seventy-nine (79) Line Credit hours, set to the nearest minute.

5-B-1-b Lineholder schedules shall be constructed during Monthly Schedule Preferencing using a Line Credit range for each Category determined as follows:

5-B-1-c Line Credit values used in Monthly Schedule Preferencing shall be as follows:

5-B-1-c-(1) The Line Credit value of a Trip shall be the pay value of the Trip that occurs in the Bid Period.

5-B-1-c-(2) The Line Credit value of a paid absence or activity other than vacation shall be the pay value of that absence or activity that occurs in the Bid Period.

5-B-1-c-(3) The Line Credit value of vacation shall be three and one-quarter (3.25) hours per day. For the 2024-2025 vacation year, the Line Credit value of vacation shall be three and three-quarter (3.75) hours per day. Starting with the 2025-2026 vacation year, the Line Credit value of vacation shall be four and one-quarter (4.25) hours per day.

5-B-1-c-(4) The Line Credit value of an unpaid absence or activity shall be two and eight- tenths (2.8) hours per day.

5-B-1-d When it is mathematically impossible to award a Lineholder a schedule in his Category’s Line Credit range, the Pilot shall be awarded a schedule whose Line Credit value is as close to that Line Credit range as possible, but no more than ninety (90) Line Credit hours.

5-B-1-e The SSC may waive the provisions in Sections 5-B-1-a and 5-B-1-b. If a Category has schedule construction difficulties due to homogenous Trips and the problem cannot be solved without waiving such provisions, the SSC shall assist in addressing the problem by waiving such provisions. If such waiver continues to be required, the Company shall modify Trip construction, provided a practicable solution exists.

5-B-2 Bid Period Limitations After Monthly Scheduling Preferencing

5-B-2-a Measurement of Actual Block Hours

5-B-2-a-(1) Actual Block Hours shall begin:

5-B-2-a-(1)-(a) upon aircraft movement as registered by the GSI system for GPS- equipped aircraft; or

5-B-2-a-(1)-(b) with the closure of all cabin and cargo doors and the release of the parking brake for all other aircraft.

5-B-2-a-(2) Actual Block Hours shall end with the opening of the first cabin or cargo door upon completion of the Flight Segment.

5-B-2-b Lineholders

5-B-2-b-(1) A Lineholder’s “Flying Hours” is the Actual Block Hours performed in the Bid Period plus the scheduled block hours yet to be performed in the Bid Period. The block hours of a Flight shall attach to the Bid Period that contains the flight’s scheduled local Departure time, as reflected in the final scheduled pairing information display (or its equivalent) in the crew management system. However, if a Trip reports and releases entirely within a Bid Period, as measured by the time at the Pilot’s Base, then all block hours of that Trip shall attach to that Bid Period.

5-B-2-b-(2) A Lineholder’s “Nonflying Hours” is the Line Credit value from Section 5-B-1-c for any paid absence or activity that was included in Monthly Schedule Preferencing and that remains on his schedule, plus the scheduled block hours in Trips that are dropped with pay, plus five and one-quarter (5:15) hours for each duty day that he performs as a recurrent training fill-in (not including duty days consisting entirely of travel) in accordance with Section 20-Q-11. The Line Credit Value of days blocked in accordance with Section 20-C-3-c are not ‘Nonflying Hours’ (nor are they ‘Flying Hours’).

5-B-2-b-(3) If an assignment or reassignment causes the sum of a Lineholder’s Flying Hours and Nonflying Hours to exceed ninety (90) hours (or to exceed his sum of Flying Hours and Nonflying Hours just prior to the assignment or reassignment, if already higher than ninety (90) hours), his schedule shall be repaired in accordance with Section 20-F before departing on his next Trip, to reduce such sum to or below the applicable limit.

5-B-2-b-(4) If in the Actual Operation the sum of a Lineholder’s Flying Hours and Nonflying Hours exceeds ninety-two (92) hours, before departing on his next Trip his schedule shall

be repaired in accordance with Section 20-F to bring such sum to ninety (90) hours or less. However, after a Lineholder has departed on his next to last Trip of the Bid Period, the Company may choose to not apply this provision for the balance of the Bid Period.

5-B-2-b-(5) A Lineholder may waive the repair required by Section 5-B-2-b-(3) or 5-B-2-b- (4) without waiving all the limits in Section 5-B-2-b. If he does waive such a repair, the limit on the sum of his Flying Hours and Nonflying Hours for the Section under which the repair was waived is reset to the waived value.

5-B-2-b-(6) A Lineholder may waive the limits in this Section 5-B-2-b. Additionally, a Lineholder shall be deemed to have waived such limits if a voluntary schedule adjustment that causes the sum of his Flying Hours and Nonflying Hours to increase also causes it to exceed ninety (90) hours. In either case, the waiver cannot be rescinded, except that when a Lineholder who uses the trip-trading system to cause such sum to rise above ninety (90) hours then subsequently to drop below ninety (90) hours, he shall be afforded the opportunity to rescind such waiver.

5-B-2-b-(7) After a Lineholder has departed on his last Trip of the Bid Period, the Company may choose to not apply the limits in this Section 5-B-2-b for the balance of the Bid Period.

5-B-2-c Reserves

5-B-2-c-(1) A Reserve’s “Flying Hours” is the Actual Block Hours performed in the Bid Period, plus the scheduled block hours yet to be performed in the Bid Period, plus one (1) hour for every two (2) hours of deadhead performed or yet to be performed associated with revenue flying, excluding deadhead associated with CRAF and Charter flying. The block hours of a Flight shall attach to the Bid Period that contains the flight’s scheduled local Departure time, as reflected in the final scheduled pairing information display (or its equivalent) in the crew management system. However, if a Trip reports and releases entirely within a Bid Period, as measured by the time at the Pilot’s Base, then all block hours of that Trip shall attach to that Bid Period.

5-B-2-c-(2) A Reserve’s “Nonflying Hours” is the Line Credit value from Section 5-B-1-c for any paid absence or activity that was included in Monthly Schedule Preferencing and that remains on their schedule, plus four hours and eighteen minutes (4:18) for each reserve day on sick leave and five and one-quarter (5:15) hours for all other reserve days entitled to be dropped for five and one-quarter (5:15) hours of pay, plus five and one-quarter (5:15) hours for each reserve day that they perform as a recurrent training fill-in (including reserve days spent traveling to such fill-in assignments) in accordance with Section 20-Q- 11, plus five and one-quarter (5:15) hours for each occurrence of Reserve Call Out Pay they receive in accordance with Section 3-C-3-g. The Line Credit Value of days blocked in accordance with Section 20-C-3-c are not ‘Nonflying Hours’ (nor are they ‘Flying Hours’).

5-B-2-c-(3) A Reserve shall not be assigned flying if such assignment would cause the sum of his Flying Hours and Nonflying Hours to exceed ninety (90) hours. This provision shall not apply after a Reserve has departed on a Trip, except that a Reserve may be reassigned to exceed such limit only if the reassignment also includes the Pilot or Pilots he is flying with at the time of reassignment.

5-B-2-c-(4) A Reserve may waive the limit in Section 5-B-2-c-(3). Additionally, a Reserve shall be deemed to have waived such limit if his Flying Hours obtained through the use of Aggressive Pick-Up exceeds five-ninths (5/9ths) of the difference between ninety (90) hours and his Nonflying Hours. In either case, the waiver cannot be rescinded.

Example: A Reserve has nine (9) Nonflying Hours. The difference between ninety (90) and his Nonflying Hours is eighty-one (81). Five-ninths (5/9ths) of eighty-one is forty- five (45). If the Pilot uses Aggressive Pick-Up to pick up Trips that cumulatively exceed forty-five (45) Flying Hours, he shall be deemed to have waived the limits.

5-B-2-c-(5) For purposes of schedule repair, a Reserve who is assigned to a Line of Flying under Section 20-D-2 for part of the Bid Period shall be treated like a Lineholder while he is flying the Line of Flying.

5-B-2-d The limits in Sections 5-B-2-b and 5-B-2-c-(3) do not apply when a Pilot receives an OE assignment that is his last assignment of the Bid Period, provided the Pilot has at least twelve (12) days off, including days off during training, in the full Bid Period.

5-B-3 An unaugmented Duty Period shall not contain more than eight (8) scheduled hours of Flight Time, except that an unaugmented Duty Period may contain up to nine (9) scheduled hours Flight Time if it contains two (2) or more Flying Flight Segments, does not contain ANF, and reports between 0500 and 1959 (using the time frame of reference in effect for the Duty Period in accordance with Section 5-E-1).

5-B-3-a After the report time of a Trip, a Pilot may waive the eight (8) hour Flight Time limitation for an unaugmented Duty Period that contains a single Flying Flight Segment, provided the single Flying Flight Segment does not depart from an Equipment-Base for the Pilot’s Equipment.

5-B-4 FAR Limit of 1,000 Hours in 365 Consecutive Calendar Days

5-B-4-a Before the Monthly Schedule Preferencing bidding window opens for each Bid Period, the Company shall calculate and make available a Personal Block Cap (“PBC”) for each Pilot.

5-B-4-b A Pilot’s PBC shall be the lesser of:

5-B-4-b-(1) One-thousand (1,000) hours minus each of the following:

5-B-4-b-(1)-(a) The Pilot’s Actual Block Hours and projected block hours in the ten (10) Bid Periods prior to the Bid Period being preferenced.

5-B-4-b-(1)-(b) For the Bid Period following the Bid Period being preferenced, the projected average block hours in the Pilot’s Category (but no more than eighty (80) hours) minus the Line Credit value described in Section 5-B-1-c for the Pilot’s projected absence(s) and activities.

5-B-4-b-(2) One-thousand (1,000) hours minus each of the following:

5-B-4-b-(2)-(a) The Pilot’s Actual Block Hours and projected block hours in the nine (9) Bid Periods prior to the Bid Period being preferenced.

5-B-4-b-(2)-(b) For the two (2) Bid Periods following the Bid Period being preferenced, the projected average block hours in the Pilot’s Category (but no more than eighty (80) hours) minus the Line Credit value described in Section 5-B-1-c for the Pilot’s projected absence(s) and activities.

5-B-4-c When making the calculations described in Section 5-B-4-b, if the Pilot’s block hours for any Bid Period are less than fifty-five (55) hours, the Company may impute a value no greater than fifty-five (55) hours.

5-B-4-d During Monthly Schedule Preferencing, if the Pilot’s PBC plus the Line Credit value described in Section 5-B-1-c for each known absence and activity is less than the upper end of the Line Credit range for his Category, the Company may elect to give the Pilot a modified Line Credit range. The upper end of his modified Line Credit range shall be the Pilot’s PBC plus the Line Credit value described in Section 5-B-1-c for each known absence and activity. The lower end of his modified Line Credit range shall be the lesser of 1) the upper end of his modified Line Credit range minus eight (8) hours or 2) the lower end of the Line Credit range for the Pilot’s Category.

5-B-4-e After Monthly Schedule Preferencing, a Pilot’s PBC shall be applied to his Actual Block Hours and projected block hours. A Pilot may exceed his PBC by up to two (2) hours without Company concurrence. With Company concurrence, he may exceed his PBC by more than two (2) hours. The Company may exceed a Pilot’s PBC without his concurrence. The Pilot’s schedule shall not be repaired as a result of exceeding his PBC.

5-B-4-f After Monthly Schedule Preferencing, at Pilot request the Company may increase the PBC of the Pilot to a value greater than that determined in Section 5-B-4-b.

5-C-1 Basic Flight Deadheading

When On-Line deadheading on a Basic Flight, a Pilot shall be booked positive space in First Class, if available at time of booking. If First Class is not available, the Pilot shall be booked as outlined below, but shall be upgraded automatically (in seniority order within Status and ahead of all upgrading passengers) if a First Class seat becomes available. However, a Pilot shall not be eligible for such automatic upgrade if the deadhead booking occurs at or within three (3) hours of flight Departure, in which case upgrades will be processed in accordance with Section 5-C-1-d.

Cited in: What cabin am I booked in when deadheading?

5-C-1-a When First Class is not available at time of booking,

5-C-1-a-(1) On a three-class aircraft, the Pilot shall be booked in Business Class. If Business Class is not available at the time of booking, the booking shall be in Economy Plus (or Premium Economy, at Company discretion) with a priority order of aisle, then window, then middle seat.

Cited in: What cabin am I booked in when deadheading?

5-C-1-a-(2) On a two-class aircraft, the Pilot shall be booked in Economy Plus (or Premium Economy, at Company discretion) with a priority order of aisle, then window, then middle seat.

Cited in: What cabin am I booked in when deadheading?

5-C-1-b When deadheading to or from any assignment, if the deadhead leg is greater than eight (8) hours or if an amount of consecutive deadheading in the Duty Period is greater than eight (8) hours, the Pilot shall be booked in accordance with the provisions of Section 5-C-2.

Cited in: What cabin am I booked in when deadheading?

5-C-1-c A Pilot whose deadhead is booked under this Section 5-C-1 shall not be required to deadhead in Economy Class if the seat is not an Economy Plus or Premium Economy seat except that:

5-C-1-c-(1) If the aircraft is not configured with Economy Plus seating, then premium Economy Class seating that has extra legroom shall satisfy a requirement to be seated in Economy Plus.

5-C-1-c-(2) If the aircraft is not configured with Economy Plus seating, premium Economy Class seating, Business Class or First Class, the Pilot may be seated in Economy Class even if the seat is not Economy Plus.

5-C-1-d Regardless of the class of service booked and unless specified elsewhere in this Agreement, Pilot upgrades will be processed in accordance with Company Business Travel policy.

5-C-1-e In the event of an oversold situation (including an equipment substitution that results in fewer available premium seats), a deadheading Pilot booked in First or Business Class will not be downgraded until after all passengers who received a free upgrade (that is, passengers who used neither dollars nor miles for the upgrade) are downgraded and after all pass riders who received an upgrade are downgraded. Then, downgrades will be made in inverse positive space priority (and in inverse boarding date order within Status). Revenue passengers (whether using dollars or miles) will not be downgraded before the Pilot. In no case shall a Pilot be downgraded to accommodate a passenger who would receive a free upgrade.

5-C-1-f A deadheading Pilot in uniform shall be permitted to board the aircraft as if he were a working crewmember once the minimum number of flight attendants are on board or anytime thereafter, unless prohibited by government regulations. Other deadheading Pilots may board at any time during the passenger boarding process. A deadheading Pilot must, prior to boarding, check in and have his boarding pass scanned.

5-C-1-g If a Pilot is required to deadhead in a middle seat in Economy Class (including Economy Plus and Premium Economy), he shall receive Add Pay equal to fifty percent (50%) of the scheduled Flight Time of the deadhead leg. A Pilot may not reseat himself to obtain such Add Pay. When submitting a pay claim for such Add Pay, a Pilot must provide supporting documentation, including but not limited to the reservation number, the seat actually occupied, and a description of the event.

Cited in: Do I get paid extra for a middle seat deadhead?

5-C-1-g-(1) Notwithstanding Section 5-C-3, a Pilot may be re-seated out of an Economy Plus or Premium Economy middle seat into an Economy Plus or Premium Economy aisle or window seat if such seat is made or becomes available (due to any reason) prior to Departure.

Cited in: Do I get paid extra for a middle seat deadhead?

5-C-2 Global Flight Deadheading

When On-Line deadheading on a Global Flight, a Pilot shall be booked positive space. Pilots shall be booked in Business Class, if available at the time of booking. If Business Class is unavailable, the booking shall be in First Class, if available at the time of booking. If both Business Class and First Class are unavailable, Business Class shall be overbooked to accommodate the Pilot, unless Business Class does not exist on the aircraft, in which case First Class shall be overbooked to accommodate the Pilot. When a Pilot is booked in Business Class, any upgrade to First Class will be processed in accordance with Company Business Travel policy. When a Pilot is overbooked in Business Class or First Class, he shall be boarded in Business Class or First Class and may not be downgraded to Economy Class (including Economy Plus). In no case shall a Pilot whose deadheading is booked under this Section 5-C-2 be required to deadhead in Economy Class (including Economy Plus). A Pilot who is booked in First Class may only be downgraded to Business Class by using the procedure found in Section 5-C-1-e.

Cited in: What cabin am I booked in when deadheading?

5-C-3 Within a class of service, a deadheading Pilot may only be reseated to accommodate disabled customer seating, as a result of failing to meet check-in requirements, or due to seat map changes. In the event a Pilot is reseated, he shall select a new seat from the remaining available seating. Unless the Pilot agrees otherwise, the new seat must have the same standard of seating (e.g., aisle seat) as the old seat.

5-C-4 Off-line Deadheading

5-C-4-a Off-line deadheading of less than three (3) hours may be booked in Economy Class.

5-C-4-b Off-line deadheading of three (3) hours or more shall be booked in Business Class, if available. If Business Class is unavailable, First Class shall be booked. If both Business Class and First Class are unavailable, Economy Class may be booked. However, unless he agrees otherwise, a Pilot may not be deadheaded off-line in Economy Class on a Global Flight of three (3) hours or more if the Pilot can be deadheaded, in compliance with this Agreement, on a Company flight or flights.

5-C-4-c Upon request, the parties shall meet to consider information and recommendations which the Association may have regarding the suitability of a foreign carrier for deadheading.

5-C-4-d Upon certification of the first Part 121 or foreign equivalent (Part 129) carrier to fly single pilot aircraft, the parties shall meet and discuss offline deadheading on such aircraft.

5-C-5 If the Company fails to provide a contractually compliant seat to a Pilot who met all check- in requirements, and if this results in the Pilot’s deadhead flight being changed, he will be eligible for the Add Pay described in Section 20-L-5 and, if the Pilot is a Lineholder, for day-off restoration described in Section 20-N. The Pilot shall make a claim for this pay and restoration through his Flight Office.

5-C-6 If the Company fails to provide a contractually compliant seat to a Pilot for any Flight on which they are scheduled to deadhead, and if this results in the Pilot’s deadhead flight being changed, the Pilot will be available for reassignment provided their pairing is first legally modified to connect them with a portion of their original pairing.

5-C-6-a If the Pilot is subsequently reassigned to, and actually operates (that is, there is an actual Departure), one or more new Flight Segments prior to being physically connected with

a portion of their original pairing, the Pilot will be eligible for Add Pay equal to fifty percent (50%) of the scheduled Flight Time or Deadhead Time for each new Flight Segment, but no less than two and one-half (2.5) hours and no more than five (5) hours for a Basic Trip and no less than five (5) hours and no more than eight (8) hours for a Global Trip. The Pilot shall make a claim for this pay through their Flight Office.

5-C-7 A Pilot may waive any provision in Section 5-C.

5-D-1 A Pilot may elect to deviate from a deadhead provided he contacts the Company no later than fifteen (15) hours prior to the deadhead or the time of assignment or reassignment, whichever is later. The Company may waive this notification requirement. Under normal circumstances, a Pilot is expected to deviate within one or two days of the scheduled deadhead. A Pilot who is deviating from a deadhead is authorized to travel as follows:

Cited in: Can I deviate from a deadhead?

5-D-1-a if the Pilot’s Base and home of record are both in the forty-eight (48) contiguous United States: from a location within the forty-eight (48) contiguous United States to the airport at which a Trip begins, or from the airport where a Trip ends to any location in the forty-eight (48) contiguous United States.

5-D-1-b if the Pilot’s Base is in the forty-eight (48) contiguous United States and his home of record is not: from a location within the forty-eight (48) contiguous United States or from his home of record to the airport at which a Trip begins, or from the airport where a Trip ends to any location in the forty-eight (48) contiguous United States or to his home of record.

5-D-1-c if the Pilot’s home of record is in the forty-eight (48) contiguous United States and his Base is not, from a location within the forty-eight (48) contiguous United States or from his Base to the airport at which a Trip begins, or from the airport where a Trip ends to any location in the forty-eight (48) contiguous United States or to his Base.

5-D-1-d if the Pilot’s Base and home of record are both not in the forty-eight (48) contiguous United States, from his Base or home of record to the airport at which a Trip begins, or from the airport where a Trip ends to his Base or home of record. In addition, a Pilot based in Guam (and whose home of record is not in the forty-eight (48) contiguous United States) is authorized to travel in the Pacific Theater of Operations (which does not include any part of the forty-eight (48) contiguous United States).

5-D-2 A Pilot shall be provided PS5 positive-space authorization for his deviation, and Section 21- P (Commuter Policy) shall apply to the deviation. When deviating, a Pilot is not permitted, nor is the Company required, to book over the positive-space authorization levels for the deviation.

Cited in: Can I deviate from a deadhead?

5-D-3 At the Start of a Trip

If a Pilot who has notified the Company of his election to deviate at the start of a Trip is reassigned so that a deadhead no longer starts the Trip, then he shall be permitted to use the positive-space authorization of his deviation to travel to the location at which the reassigned Trip begins.

5-D-4 In the Middle of a Trip

Notwithstanding Section 5-D-1, Company concurrence is required if a Pilot intends to deviate in the middle of a Trip. Before being released to deviate, it is the Pilot’s responsibility to ensure he has not been reassigned.

Cited in: Can I deviate from a deadhead?

5-D-5 At the End of a Trip

5-D-5-a No Intervening Off-Duty Period

A Pilot who has notified the Company of his election to deviate at the end of a Trip and who does not have an intervening Off-Duty Period between the last Flying Flight Segment and the deadhead shall be released to the deviation upon Arrival of the last Flying Flight Segment (provided he has not been reassigned by the Arrival of the last Flying Flight Segment). Before being released to deviate, it is the Pilot’s responsibility to ensure he has not been reassigned.

Cited in: Can I deviate from a deadhead?

5-D-5-b Intervening Off-Duty Period

A Pilot who has notified the Company of his election to deviate at the end of a Trip and who has an intervening Off-Duty Period between the last Flying Flight Segment and the deadhead shall be handled as follows:

5-D-5-b-(1) Reserve

A Reserve must contact the Company after the Arrival of the last Flying Flight Segment of the Trip. If he is not given a reassignment at that time, he shall be released to the deviation, provided that with sufficient reason for doing so, the Company may cancel the deviation and require him to remain on the original Trip.

5-D-5-b-(2) Lineholder, Basic Flight

A Lineholder whose last Flying Flight Segment before the deviation is a Basic Flight must contact the Company after the Arrival of the last Flying Flight Segment of the Trip. If he is not given a reassignment at that time, he shall be released to the deviation, provided that with sufficient reason for doing so, the Company may require him to remain available for up to three (3) hours but no later than 1900 local time for reassignment. Provided he contacted, or attempted to contact, the Company promptly after blocking in, the three (3) hour time period begins at the time of block in. The time the Lineholder remains available for reassignment is initially classified as neither duty nor off duty. If he is given an assignment that does not require an off-duty period, then the time he remained available for reassignment becomes part of his Duty Period. If he is given an assignment that does require an off-duty period, that off-duty period shall begin at the time he receives the reassignment and his previous on-duty period shall end at the release time as calculated from his last Flying Flight Segment.

5-D-5-b-(3) Lineholder, Global Flight, US Layover

A Lineholder whose last Flying Flight Segment before the deviation is a Global Flight, and whose intervening Off-Duty Period is located in the contiguous United States, shall be released to the deviation upon the Arrival of the last Flying Flight Segment (provided he has not been reassigned by the Arrival of the last Flying Flight Segment). Before being released to deviate, it is the Pilot’s responsibility to ensure he has not been reassigned.

5-D-5-b-(4) Lineholder, Global Flight, Foreign Layover

A Lineholder whose last Flying Flight Segment before the deviation is a Global Flight, and whose intervening Off-Duty Period is located outside of the contiguous United States, must contact the Company after the Arrival of the last Flying Flight Segment of the Trip. If he is not given a reassignment at that time, he shall be released to the deviation.

5-D-6 When a Pilot deviates from his originally scheduled deadhead segment, the pay value of the Trip shall not be modified as a result of the deviation.

5-D-7 When a Pilot deviates from a deadhead segment originally scheduled at the start of a Trip, a report time of forty-five (45) minutes before a Basic Flight, of ninety (90) minutes before a Global Flight, or of thirty (30) minutes before a deadhead shall be applied before the first event after the deviation, and the period before that report time shall be considered Off Duty for contractual duty and Off Duty purposes.

5-D-8 When a Pilot deviates from a deadhead segment originally scheduled at the end of a Trip, contractual Off-Duty shall begin at the scheduled release time of the originally scheduled deadhead segment.

5-D-9 A Pilot who elects to deviate shall maintain his scheduled transportation (original times only) and scheduled hotel room associated with previously-scheduled layovers, provided the Pilot notifies the Company within two (2) hours of the deadhead deviation being entered into the scheduling system. The Company will provide an electronic means for the Pilot to make such notification (which the Pilot must utilize to make the notification).

5-D-10 A Pilot may waive any provision in Section 5-D.

5-E-1 Scheduled Duty Limitations

5-E-1-a When constructing Trips for Monthly Schedule Preferencing, unaugmented Duty Period limits shall be at least thirty (30) minutes more restrictive than the flight duty limits established by FAR 117, and shall not exceed thirteen (13) hours, unless waived by the SSC. In all other instances, unaugmented Duty Period limits shall match those established by FAR 117. Notwithstanding the above, the provisions of FAR 117.15 (“Flight duty period: Split duty”) shall not be utilized.

5-E-1-b Single-Augmented Duty Period Limits

5-E-1-b-(1) When all Flying Flight Segments in a single-augmented Duty Period are conducted on aircraft having Class 1 or Class 2 Crew Rest Facilities, such Duty Period shall not exceed fourteen hours and twenty minutes (14:20).

5-E-1-b-(1)-(a) Notwithstanding the above, when a single-augmented Duty Period contains one (1) or more Flying Flight Segments that utilize the IPP seat in use on 777HD aircraft as of March 2018 as a crew rest facility, such Duty Period shall not

exceed thirteen hours and twenty minutes (13:20). This provision is not limited to 777HD aircraft.

5-E-1-b-(1)-(b) Notwithstanding the above, when a single-augmented Global Duty Period contains one or more Flying Flight Segments that utilize an IPP seat that is smaller (i.e., narrower and/or shorter) than the IPP seat in use on 777HD aircraft as of March 2018 as a crew rest facility, the limit for such Global Duty Period shall be the flight duty period limits established by FAR 117 for unaugmented operations. This provision is not limited to 777HD aircraft.

5-E-1-b-(2) A single-augmented Duty Period that consists solely of a single Flight Segment operated on a 757-200 aircraft using the crew rest configuration described in Section 5-J- 1-j shall be limited to one and one-half (1.5) hours less than the flight duty period limits established by FAR 117.

5-E-1-b-(2)-(a) However, such Duty Period shall be limited to two (2) hours more than the Flight Time of the Flight Segment or the limit given in Section 5-E-1-b-(2), whichever is greater, when the single Flight Segment in such a Duty Period is operating between the following airport pairs: STR-EWR, FRA-EWR, BCN-EWR, TXL-EWR, CDG- IAD, AMS-IAD, ARN-EWR, CPH-EWR, and HAM-EWR.

5-E-1-b-(3) When a single-augmented Duty Period consists solely of a single Flight Segment that operates between Chicago and Honolulu, Maui, or Kona or between Houston and Honolulu, Maui, or Kona, such Duty Period shall not exceed fourteen hours and twenty minutes (14:20).

5-E-1-b-(4) For all other single-augmented Duty Periods, the limit for such Duty Period shall be the flight duty period limits established by FAR 117 for unaugmented operations.

5-E-1-b-(5) When a single-augmented Basic Duty Period is operated on aircraft having Class 3 Crew Rest Facilities, the combination of such Duty Period and Reserve Availability Period shall not exceed seventeen (17) hours.

5-E-1-c Double-Augmented Duty Period Limits

5-E-1-c-(1) A double-augmented Duty Period that contains one Flying Flight Segment may not exceed the flight duty period limits established by FAR 117.

5-E-1-c-(1)-(a) If the Flying Flight Segment is conducted on an aircraft having Class 1 Crew Rest Facilities, the release time of the Duty Period shall not be included when complying with the Duty Period limit.

5-E-1-c-(1)-(b) If the Flying Flight Segment incurs a diversion or a fuel stop (even if pre- planned on a recurring basis), it shall continue to be considered as one (1) Flying Flight Segment.

5-E-1-c-(1)-(c) If an intermediate stop is added to the Flying Flight Segment (e.g., HKG- ORD is routed HKG-NRT-ORD), the new sequence shall continue to be considered as one Flying Flight Segment, provided that the intermediate stop is added no earlier than seven (7) days prior to Trip Departure and the ground time at the intermediate stop is

realistic. However, the new sequence is considered to be a reassignment for Add Pay and Day-Off Restoration purposes.

5-E-1-c-(2) A double-augmented Duty Period that contains more than one Flying Flight Segment shall be limited to two (2) hours less than the flight Duty Period limits established by FAR 117.

5-E-1-d Notwithstanding Sections 5-E-1-a, 5-E-1-b, and 5-E-1-c, a Duty Period that ends with a deadheading Flight Segment, including a Duty Period consisting solely of deadheading, shall be limited to:

5-E-1-d-(1) One (1) hour more than the unaugmented Duty Period limits in Section 5-E-1- a, whenever Sections 5-E-1-d-(2) or 5-E-1-d-(3) do not apply.

5-E-1-d-(2) One (1) hour more than the double-augmented flight duty period limits established by FAR 117 for a non-FRMS Flying Flight Segment having a Class 1 rest facility, if all of the deadheading is done on a Business Class or First Class seat that reclines to a ‘lie-flat’ or ‘near lie-flat’ position.

5-E-1-d-(3) When the Duty Period consists of a single deadheading flight segment on a flight operating under an approved FRMS (as established at the deadheading Pilot’s report time), one (1) hour more than the scheduled FRMS limit that would be applied if the deadheading Pilot was actually operating the Flight, if all of the deadheading is done on a Business Class or First Class seat that reclines to a ‘lie-flat’ or ‘near lie-flat’ position. However, if the application of Section 5-E-1-d-(1) or 5-E-1-d-(2) produces a greater Duty Period limit, then this paragraph shall not apply.

5-E-1-d-(4) When a Duty Period ends with Surface Deadheading, the following shall apply:

5-E-1-d-(4)-(a) If the Surface Deadheading falls under Section 5-E-1-h-(2), then Sections 5-E-1-d-(1) and 5-E-1-d-(5) shall apply to the Duty Period.

5-E-1-d-(4)-(b) If the Surface Deadheading falls under Section 5-E-1-h-(1) and the Pilot’s activity immediately prior to the Surface Deadhead is a deadheading Flight Segment, then Sections 5-E-1-d-(1) and 5-E-1-d-(5) shall apply to the Duty Period.

5-E-1-d-(4)-(c) If the Surface Deadheading falls under Section 5-E-1-h-(1) and the Pilot’s activity immediately prior to the Surface Deadhead is not a deadheading Flight Segment, then this Section 5-E-1-d shall not apply to the Duty Period.

5-E-1-d-(5) When a Duty Period scheduled under this Section 5-E-1-d includes one or more Flying Flight Segments, the imputed Duty Period that ends at the scheduled block-in time of the last such Flying Flight Segment must comply with Section 5-E-1-a, 5-E-1-b, or 5-E-1- c, as appropriate.

5-E-1-e A deadheading Flight Segment shall not be counted when determining the number of Flight Segments in a Duty Period for FAR flight duty period limits.

5-E-1-f On a case-by-case basis, the SSC may approve an increase in the duty limits described in this Section 5-E-1.

5-E-1-g Time Frame of Reference for Scheduled Duty Limitations

5-E-1-g-(1) For all Basic Duty Periods and for Global Duty Periods consisting solely of flights operating within North, South and Central America, the time frame of reference used to determine scheduled duty limitations shall be the Pilot’s Base time.

5-E-1-g-(1)-(a) However, the time frame of reference shall switch to that specified in FAR when a Pilot has traveled to a geographical area that is more than sixty (60) degrees longitude from his Base, and has either spent seventy-two (72) hours in that area or had thirty-six (36) consecutive hours free from duty in that area.

5-E-1-g-(2) For all other Duty Periods, the time frame of reference used to determine scheduled duty limitations shall be that specified in FAR.

5-E-1-h Surface Deadheading

5-E-1-h-(1) For Surface Deadheading between the airport pairs listed below, the following provisions shall apply.

5-E-1-h-(1)-(a) The Duty Period shall include the travel time for the airport pair. Except as provided in Section 5-E-1-h-(1)-(b), such time shall not be considered Deadhead Time for the application of Sections 5-G-6, 20-I-5-b, 20-I-9-a, 20-I-9-b, 20-L-5-a and 20- L-5-a-(1). If a layover occurs before or after the Surface Deadhead, the travel time shall be added to the Duty Period in which the Pilot travels between the airports. This Section 5-E-1-h-(1)-(a) shall not apply to downtown layovers in New York City, downtown layovers between IAD and DCA, and downtown layovers between OAK and SFO if scheduled for a downtown San Francisco hotel.

5-E-1-h-(1)-(b) When the Surface Deadhead occurs at the beginning or end of a Trip, the travel time for the airport pair shall be added to either the first or last Duty Period of the Trip, as determined by the Company. One-half (1/2) of such time shall be considered Deadhead Time for the application of Sections 5-G-6, 20-I-5-b, 20-I-9-a, 20- I-9-b, 20-L-5-a and 20-L-5-a-(1).

5-E-1-h-(2) For all other Surface Deadheading, the following provisions shall apply:

5-E-1-h-(2)-(a) The Duty Period shall include the normal driving time between the airports. If a layover occurs before or after the Surface Deadhead, the drive time shall be added to the Duty Period in which the Pilot travels between the airports.

5-E-1-h-(2)-(b) When the Surface Deadhead occurs at the beginning or end of a Trip, the normal driving time between the airports shall be added to either the first or last Duty Period of the Trip.

5-E-1-h-(2)-(c) The estimated Flight Time between the airports shall be considered Deadhead Time for the application of Sections 5-G-6, 20-I-5-b, 20-I-9-a, 20-I-9-b, 20-L- 5-a and 20-L-5-a-(1).

5-E-1-h-(2)-(d) “Normal driving time” shall be determined using a reputable third- party source.

5-E-1-i Secondary Airports/Co-Terminals

5-E-1-i-(1) The Company shall designate a primary airport for each Base. Trips built for a Base may be scheduled to originate and terminate at an airport that is paired with the primary airport in the list of airport pairs found in Section 5-E-1-h, with no additional time added to any Duty Periods in the Trip. If two primary airports are paired together (e.g., EWR/LGA), the provisions of Sections 5-E-1-h and 5-E-1-i shall remain available for use without restriction or limitation.

5-E-1-i-(2) Secondary airports where drive time between terminals is less than ninety (90) minutes (as determined by the peak drive time using a reputable third-party source) are presumptively approved, with ALPA concurrence required for all other secondary airports. The travel time included in the Section 4-D-4-a and Section 5-E-1-h tables for new secondary airports shall be the peak drive time using a reputable third-party source.

5-E-2 Report and Release Times

5-E-2-a Report Times

5-E-2-a-(1) Basic Flight – The report time shall be forty-five (45) minutes when the first Flight in a Duty Period is a Basic Flight, except that the report time shall be sixty (60) minutes when the Duty Period is the first Duty Period of a Trip.

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5-E-2-a-(2) Global Flight – The report time shall be ninety (90) minutes when the first Flight in a Duty Period is a Global Flight, except that:

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5-E-2-a-(2)-(a) The report time shall be sixty (60) minutes if the Duty Period does not contain a flight segment requiring augmentation by the UPA and the first Flight does not depart at an airport on one side of the Atlantic or Pacific Ocean and arrive at an airport on the other side of the Atlantic or Pacific Ocean.

5-E-2-a-(2)-(b) The report time may be reduced to sixty (60) minutes if the Duty Period is the first Duty Period of the Trip and the Pilot concurs.

5-E-2-a-(3) Deadhead Flight - Notwithstanding Sections 5-E-2-a-(1) and 5-E-2-a-(2), when the first Flight in a Duty Period is a deadhead, the report time shall be thirty (30) minutes.

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5-E-2-a-(4) The Company may increase any report time given herein, and such additional time shall be considered as duty time.

5-E-2-b Release Times

5-E-2-b-(1) Basic Flight – The release time shall be fifteen (15) minutes when ending a Duty Period whose last Flight is a Basic Flight, except that the release time shall be thirty (30) minutes if the Pilot is required to clear customs at the completion of the Duty Period.

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5-E-2-b-(2) Global Flight – The release time shall be thirty (30) minutes when ending a Duty Period whose last Flight is a Global Flight. If in the Actual Operation at certain airport locations the thirty (30) minute release time is continually less than required, the Company and the Association agree to discuss increasing the release time to a more reasonable amount of time.

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5-E-2-c When a Surface Deadhead starts or ends a Duty Period, the applicable report or release time for the adjoining Flight Segment shall be included in the Duty Period either before or after the Surface Deadhead, but not both.

5-E-3 Minimum Scheduled Off-Duty Time

If more than one of the following provisions applies, the greatest amount of off-duty time shall be used.

5-E-3-a Thirty (30) minutes more than the applicable FAR if the layover hotel is more than fifteen (15) minutes normal drive time from the layover airport.

5-E-3-b Eleven (11) hours after an unaugmented Duty Period that is scheduled to be more than eleven (11) hours. However, the Off-Duty Period may be less than eleven (11) hours provided that the Pilot’s next scheduled Off-Duty Period is at least fourteen (14) hours and the total scheduled duty time of the Duty Periods before and after the Off-Duty Period of less than eleven (11) hours is no more than twenty-three (23) hours.

5-E-3-c Eighteen (18) hours after a Basic Duty Period that contains a Flight Segment of more than eight (8) hours.

5-E-3-d Eighteen (18) hours after a Global Duty Period that contains more than eight (8) hours of Flight Time. This scheduled off-duty time may be reduced to no less than twelve (12) hours if the only remaining Flight in the Trip is a deadhead back to the Pilot’s Base; in such case, the Pilot is not eligible to be reassigned to a Flying Flight Segment during the Duty Period following a scheduled off-duty time of less than eighteen (18) hours.

5-E-3-e Twelve hours and forty-five minutes (12:45) at the conclusion of a Trip or Field Standby.

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5-E-3-e-(1) When a Reserve receives a Trip assignment, such twelve hours and forty-five minutes (12:45) shall be added to the end of the Trip to establish the earliest time the Reserve may be required to report for his next assignment.

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5-E-3-e-(2) During Monthly Schedule Preferencing, a Lineholder may select a value between twelve hours and forty-five minutes (12:45) and fourteen hours (14:00), to the nearest minute, to be the minimum off-duty time provided at the conclusion of each Trip

when awarding the Pilot’s schedule. However, if the selected value makes it mathematically impossible to award a schedule in the Line Credit range, such value shall not be used.

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5-E-3-f Twenty-four (24) hours after a Global Trip.

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5-E-3-f-(1) During Monthly Schedule Preferencing, a Lineholder may select a value between twenty-four (24) hours and sixty (60) hours, to the nearest hour, to be the minimum off-duty time between Trips that operate in different geographical regions, as defined in a table maintained and published by the Company and the Association, when awarding the Pilot’s schedule. However, if the selected value makes it mathematically impossible to award the Pilot a schedule in the Line Credit range, such value shall not be used.

5-E-3-g After a Global Trip that contains three (3) or more Duty Periods, a Pilot’s Off-Duty Period shall not end until he has had at least two (2) consecutive periods from 0100 to 0700 that are free from duty. Duty Periods consisting only of a single deadhead of no more than three (3) hours Deadhead Time shall not count towards the “three or more Duty Periods” in this Section 5-E-3-g.

5-E-3-h A Pilot assigned to a Basic Trip shall have a scheduled Off-Duty Period of at least twenty-four (24) consecutive hours at his Base at least once in the 168-hour period that begins when the Pilot’s last Off-Duty Period of at least twenty-four (24) consecutive hours ended.

5-E-3-i The minimum Off-Duty Period in this Section 5-E-3 may be reduced by one (1) hour when such period extends to or beyond 0200 Standard Time on the day when the change is made from Standard Time to Daylight Time at a location where the time change is made.

5-E-3-j When a Pilot changes Bases they shall be entitled to a minimum Off-Duty Period of the planned travel time to the new Base, calculated based on the scheduled Arrival of the first online flight between the Bases following completion of the Pilot’s last Trip in the Bid Period, plus ten (10) hours if the new Base is in the same time zone as the prior Base or thirty (30) hours if the new Base is in a different time zone from the prior Base. This restriction shall also apply to Monthly Schedule Preferencing and Trip trading.

5-E-4 Lineholder Minimum Days Off

5-E-4-a When a Lineholder is available for a full Bid Period, his schedule shall contain a minimum of twelve (12) days off.

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5-E-4-b When a Lineholder is available for a partial Bid Period due to absences and activities included in Monthly Schedule Preferencing, except as otherwise provided for in this Agreement his schedule shall contain a prorated minimum number of days off outside of those absences and activities, according to the following tables.

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5-E-4-c During Monthly Schedule Preferencing, each Lineholder shall be scheduled for a minimum one (1) day off at his Base in each seven (7) day period. This provision shall apply between Trips, between Trips and reserve duty, and between Trips and training of less than five (5) days. A Lineholder may opt out of this provision.

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5-E-4-d After Monthly Schedule Preferencing, if no Pilots are on Involuntary Furlough, a Lineholder may reduce his minimum number of days off provided in Section 5-E-4-a or 5-E-4- b, as applicable, by up to two (2).

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5-E-5 Reserve Minimum Days Off

5-E-5-a When a Reserve is available for a full Bid Period, they shall be scheduled for thirteen (13) days off in each thirty (30)-day Bid Period and fourteen (14) days off in each thirty-one (31)-day Bid Period, except for the June, July, August and December Bid Periods, which shall have one (1) less day off per respective Bid Period (e.g., twelve (12) days off in a thirty (30)-day Bid Period).

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5-E-5-b When a Reserve is available for a partial Bid Period due to absences and activities included in Monthly Schedule Preferencing, except as otherwise provided for in this Agreement his schedule shall contain a prorated number of days off (and Global HDOs, if applicable) outside of those absences and activities, according to the following tables.

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5-E-5-c If no Pilots are on Involuntary Furlough, a Reserve may volunteer to convert one (1) or two (2) days off to a reserve day. If the Company accepts such a conversion, the Reserve shall receive four (4) hours of Add Pay per day. A maximum of two (2) days off per Bid Period may be converted. If the Reserve is sick on the converted day, the Add Pay shall be removed, the conversion shall be reversed, and sick leave shall not be debited for that day.

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5-E-5-d If no Pilots are on Involuntary Furlough and the LPA for the Reserve’s Category is above seventy-seven (77:00) hours, a Reserve may pick up an extra reserve day and their MPG shall be increased by four hours seventeen minutes and thirty-nine seconds (4:17:39). Such election may be made during Monthly Schedule Preferencing and the extra Reserve Day will be added as part of the Reserve’s schedule award. Additionally, with Company concurrence on where the day is placed, the extra day may be added as a conversion in accordance with 5- E-5-c (with an increase to the Reserve’s MPG of four hours seventeen minutes and thirty-nine seconds (4:17:39) rather than Add Pay) and provided the election is made prior to the first (1st) day of the Bid Period. Exercise of this ability shall not reduce the Reserve’s minimum days off to more than two (2) days below the days off provided in Section 5-E-5-a. If the Reserve is sick on the reserve day added in accordance with this Section 5-E-5-d, the Reserve’s MPG shall be reduced by four hours seventeen minutes and thirty-nine seconds (4:17:39) and sick leave shall not be debited for that day.

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5-E-5-e If a Reserve is moved to a Line of Flying, he shall receive the days off in that Line of Flying in lieu of the days off in his reserve line for the same period. Such Reserve shall comply

with the provisions of Section 5-E-4 not Section 5-E-5, and if a schedule repair is necessary to comply with the provisions of Section 5-E-4, it shall be made in accordance with Section 20-F- 1.

5-E-6 Types of Reserve Days Off

5-E-6-a RDO (Regular Day Off): a reserve day off, found only in a Global Reserve’s schedule, that may be disrupted for the assignment of a Global Trip.

5-E-6-b HDO (Holy Day Off): a reserve day off that may not be disrupted for the assignment of a trip.

5-E-6-c FDO (Flexible Day Off): a reserve day off for a Basic Reserve that may be disrupted for the assignment of a two (2)-day Basic Trip. Without the concurrence of the Pilot and the Company, an FDO may only be placed on the first day of a period of days off and may not be placed after a period of six (6) days of reserve availability or on a golden day off as defined in Section 5-E-9.

5-E-6-d VDO (Voluntary Day Off): a reserve day off, voluntarily converted from RDO, HDO, or FDO, that may be disrupted for the assignment of a Trip or for the assignment to Long Call, Short Call, or Field Standby.

5-E-7 Reserve Schedule Construction During Monthly Schedule Preferencing

5-E-7-a The minimum consecutive days of reserve availability shall be determined by the Company. These minimum consecutive days of reserve availability shall not be applied across Bid Periods.

5-E-7-b For Basic Reserves available for the full Bid Period, schedules shall be constructed with a maximum of four (4) periods of days off, consisting of not less than two (2) days each. The first day of one (1) of the day-off periods shall be an FDO and the remaining days off shall be HDOs.

5-E-7-c For Basic Reserves available for a partial Bid Period, schedules shall be constructed with a maximum of four (4) periods of days off, consisting of not less than two (2) days each. Such a Reserve may be assigned a single day off in order to provide one (1) day off in a seven (7) day period if the reserve line cannot be constructed with the minimum two (2) days off requirement or as a result of prorated days. The first day of one (1) of the day-off periods shall be an FDO and the remaining days off (if any) shall be HDOs.

5-E-7-d For Global Reserves available for the full Bid Period, schedules shall be constructed with a maximum of four (4) blocks of days off, consisting of not less than two (2) days off within each block. The Global Reserve may bid to have their schedule include either: (A) a block of six (6) HDOs; or (B) two (2) blocks of three (3) HDOs each; or (C) one (1) block of four (4) HDOs and one (1) block of two (2) HDOs. A Global Reserve who does not bid for Options (B) or (C) will have their schedule built with a single block of six (6) HDOs (Option A). The remaining days off in the Bid Period will be RDOs. Paterns of RDOs shall be in accordance with a table maintained and published by the Company and the Associa೦on

5-E-7-d-(1) When an unpaid absence is included inside a block of HDOs, the remaining days off outside of the unpaid absence shall remain HDOs.

5-E-7-e For Global Reserves available for a partial Bid Period, schedules shall be constructed with prorated HDOs. Prorated patterns of RDOs shall be in accordance with a table maintained and published by the Company and the Association.

5-E-7-f Each reserve line shall have a minimum of one (1) day off in each seven (7) day period. Notwithstanding Sections 5-E-7-b, 5-E-7-c, 5-E-7-d, and 5-E-7-e, to provide one (1) day off in a seven (7) day period across Bid Periods, a Pilot may allow for one (1) of his days off to be awarded within the first six (6) days of the Bid Period, which shall not count as a day-off period.

5-E-7-g If a Reserve with recurrent training included in Monthly Schedule Preferencing is awarded reserve days of availability that are adjacent to that recurrent training, then:

5-E-7-g-(1) For a Basic Reserve, the minimum reserve days of availability shall be two (2) days either immediately before or immediately after recurrent training.

5-E-7-g-(2) For a Global Reserve with two (2) day or three (3) day recurrent training, the minimum reserve days of availability shall be three (3) days either immediately before or immediately after recurrent training.

5-E-7-g-(3) For a Global Reserve with four (4) day recurrent training, the minimum reserve days of availability shall be two (2) days either immediately before or immediately after recurrent training.

5-E-7-g-(4) Nothing herein shall prevent a Reserve from being awarded days off immediately before and/or immediately after recurrent training.

5-E-7-h On a daily basis, using normal rounding, the Company shall not require more than eighty percent (80%) of the available Reserves to be scheduled for a reserve day. For purposes of this Section 5-E-7-h, “available Reserves” is the number of Pilots below the G Line who could be a reserve on a given day; for example, a Pilot with no absences or activities is ‘available’ every day in the Bid Period.

5-E-7-h-(1) Each Category will have a designated number of Reserves whose schedule award is locked prior to enforcing this Section 5-E-7-h. This number shall be determined as follows:

5-E-7-h-(1)-(a) The Company will determine the number of reserve days required in each Category. That number of reserve days shall be multiplied by 20% then divided by seventeen (17), except that for the June, July, August, and December Bid Periods the number shall be divided by eighteen (18). Should this calculation produce a result that is not a whole number, normal rounding shall be used.

5-E-7-h-(1)-(b) Examples: If the Company-determined number of reserve days in a Category is 558 in a Bid Period with seventeen (17) reserve work days, then the designated number of Reserves in that Category whose schedule is locked prior to enforcing this Section 5-E-7-h is seven (558 times 20% = 111.6 divided by 17 = 6.56, rounded to 7). If the number of reserve days is 616, the designated number of Reserves is seven (616 times 20% = 123.2 divided by 17 = 7.24, rounded to 7).

5-E-7-h-(2) The schedule awards of such designated number of Reserves shall be included when enforcing this Section 5-E-7-h.

5-E-7-i Reserves shall be allowed to preference for FDOs. Awards shall be made in seniority order and either included in Monthly Schedule Preferencing or be published no later than the twenty-fifth (25th) of the month. The Company shall determine the distribution of these FDOs; such FDOs shall be distributed throughout the Bid Period.

5-E-8 Reserve Schedule Modification

5-E-8-a VDO - A Reserve may convert his days off to VDO. When a Reserve is contactable (i.e., he is required to be phone available), he may not withdraw the conversion at the time of assignment or between 1100 and 1400. If the Company actually disrupts a VDO(s), the Reserve shall receive fifty percent (50%) Add Pay for all scheduled Flight Time and Deadhead Time on and after the VDOs through and including the day the Trip ends (including reserve days), with a minimum Add Pay of two hours and thirty minutes (2:30) per disrupted VDO, averaged across all disrupted VDOs in the trip on an ‘hours’ basis. If the disruption was allowable without the conversion to VDO, the Pilot shall not receive such Add Pay for that day or days.

Example: A Reserve is assigned a three-day Trip. Days 1 and 2 are on VDO days, and Day 3 is on a reserve day. Assume the Trip has six hours of scheduled block and deadhead on Day 1, two such hours on Day 2, and eight such hours on Day 3. The Reserve is guaranteed 5:00 of VDO Add Pay over Days 1 and 2, or an additional 1:00 over the 50% of eight hours of scheduled block and deadhead on those days. His total VDO Add Pay is 50% x 16:00 + 1:00 = 9:00. Now assume the Trip has six hours of scheduled block and deadhead on Day 1, four such hours on Day 2, and one such hour on Day 3. The guarantee of 5:00 of VDO Add Pay over Days 1 and 2 is met by 50% of ten hours of scheduled block and deadhead on those days. His total VDO Add Pay is 50% x 11:00 = 5:30.

5-E-8-a-(1) If a Reserve on a Trip involving VDO Add Pay is reassigned, the amount of VDO Add Pay shall be based on, and determined after, the last reassignment. In other words, VDO Add Pay is not protected for scheduled Flight Time and Deadhead Time that is removed as a result of a reassignment.

5-E-8-a-(2) “all scheduled Flight Time and Deadhead Time” shall include the portion of Surface Deadheading that is “considered Deadhead Time for the application of Section 5- G-6.”

5-E-8-a-(3) VDO Add Pay shall not apply to assignments that are made outside of Section 20-I-6. Examples include, but are not limited to: assignments made under Section 20-G- 10; assignments of a trip to an LCP, for him to conduct OE, line checks, etc., when such assignment is not made under Section 20-I-6.

5-E-8-b Within seventy-two (72) hours after Monthly Schedule Preferencing is completed for all Pilots, the Company may move days off as necessary to provide a minimum of one (1) day off in each seven (7) day period. A Global Reserve’s HDOs may not be moved under this Section 5-E-8-b.

5-E-8-c With the concurrence of both the Pilot and the Company, a Reserve’s scheduled days off may be rescheduled. If the Reserve is a Global Reserve, any HDOs that are rescheduled will be converted into RDOs.

5-E-8-d A Global Reserve may declare themselves as unavailable on an RDO due to a medical appointment that has limited schedule availability (e.g., an appointment with a specialist doctor). Such declaration must be made at least seven (7) days in advance and via the Pilot’s Chief Pilot Office; the Pilot may be required to provide proof of the appointment and/or evidence of limited schedule availability. The Pilot’s sick leave bank shall not be debited. A Pilot shall not make this declaration more than four (4) times in a rolling twelve (12) month basis.

5-E-9 Golden Days Off

5-E-9-a Golden days off are preassigned days off that shall be awarded throughout the vacation year. A Pilot may be awarded up to two (2) sets of golden days off in a vacation year. Each set shall contain one (1) or two (2) golden days off. Golden days off count as a day or days off towards the minimum day off requirements of Section 5-E-4 and 5-E-5. A single golden day off in a Bid Period will not be considered a day off period as described in Section 5-E-7-b.

5-E-9-b The Company and the SSC shall meet and agree on the allocation of golden days off. It is agreed that golden days off shall not increase staffing requirements nor interfere with the Company’s reserve coverage requirements during Monthly Schedule Preferencing.

5-E-9-c Golden days off during a vacation year shall be available for award beginning when annual vacation awarding is complete. Golden days in a given Bid Period shall no longer be available for award when Monthly Schedule Preferencing begins for that Bid Period.

5-E-9-d Golden days off shall be awarded in seniority order and shall not be awarded on a Holiday or the day on either side of a Holiday. A Pilot shall not be awarded more than one (1) set of golden days off in a Bid Period.

5-E-9-e During Monthly Schedule Preferencing, a Global Reserve with golden days off shall be awarded a schedule in accordance with the day-off patterns of Section 5-E-7, except that the period of days off that includes their golden days shall serve as one (1) period of HDOs, but may not create a third (3rd) period of HDOs.

5-E-10 All Night Flying (ANF) Restrictions

5-E-10-a The ANF restrictions in this Section 5-E-10 shall not apply to a Global deadhead Flight or to an augmented Global Flying Flight Segment.

5-E-10-b Definitions

5-E-10-b-(1) Window of Circadian Low (“WOCL”) means 0200 through 0559.

5-E-10-b-(2) All Night Flying (“ANF”) means a Flight Segment in which the scheduled Flight Time includes any or all of the time period from 0230 to 0329. During Trip construction for Monthly Schedule Preferencing, Trips shall be constructed as if the definition of All Night Flying encompassed the time period from 0115 to 0444.

5-E-10-b-(3) The time frame of reference (i.e., Base time or local time) used to determine WOCL and ANF shall be the same as that used to determine the Duty Period limitations contained in Section 5-E-1.

5-E-10-c A Pilot may be scheduled for a Basic Flight Segment or an unaugmented Global Flying Flight Segment in a Duty Period that infringes on the WOCL period only if he is or was scheduled, under this Section 5-E, to be off-duty in the immediately preceding WOCL period.

5-E-10-c-(1) A Pilot may waive this Section 5-E-10-c, and by waiving, a Reserve also waives the restrictions contained in Section 20-K-3-c-(10). If a Pilot does waive this Section 5-E- 10-c and receives an assignment requiring the waiver, he must be scheduled to be off-duty in at least one intervening WOCL period before he may again waive this Section 5-E-10-c.

5-E-10-d A Pilot shall have a minimum of twelve (12) hours free from duty prior to a Duty Period that contains ANF, except that:

5-E-10-d-(1) A Reserve may be assigned a Trip which contains ANF in the initial Duty Period as long as the only obligation the Reserve has had in the twelve (12) hours prior to the required report time for the Duty Period containing ANF is telephone availability.

5-E-10-d-(2) A Trip that contains ANF in the initial Duty Period can be covered by a Reserve who is on a Field Standby assignment provided he received at least twelve (12) hours free from duty and free from telephone availability, prior to reporting for the Field Standby assignment. (Note: This means that a Trip that contains ANF in the initial Duty Period cannot be assigned to a Field Standby Reserve who received the Field Standby assignment while on Short Call and without an intervening Off-Duty Period (in other words, who was converted from Short Call to Field Standby)).

5-E-10-e A Pilot shall have a minimum of sixteen (16) hours free from duty following a Basic Trip containing ANF in the last Duty Period if his next assignment is a Global Trip.

5-E-10-f After ANF, an Off-Duty Period must be scheduled before the Pilot's next scheduled Flight Segment. However, this provision shall not apply to Duty Periods consisting solely of charter operations. The SSC may waive this provision; if it does so, the waiver shall also apply to Section 5-F.

5-E-10-g An unaugmented Duty Period that contains ANF shall meet the following requirements, except that these requirements shall not apply to Duty Periods consisting solely of charter operations:

5-E-10-g-(1) A maximum of two (2) Flight Segments, subject to the following:

5-E-10-g-(1)-(a) During Trip construction for Monthly Schedule Preferencing, the maximum shall be one (1) Flight Segment. The SSC may waive this restriction on a Trip basis; if waived, all ANF Duty Period limitations shall also be waived for these Trips. The SSC can rescind such a waiver at any time prior to forty-five (45) days before the start of the affected Bid Period, unless the Company and the Association otherwise agree.

5-E-10-g-(1)-(b) When the Company utilizes the provisions of Section 20-H-6, it shall seek to avoid the creation of two-segment ANF Duty Periods.

5-E-10-g-(2) A maximum Duty Period of nine hours and forty-five minutes (9:45).

5-E-10-g-(3) No more than two hour and thirty minutes (2:30) ground time between Flight Segments, except that the maximum shall be one hour and forty-five minutes (1:45) at locations that do not meet the requirements of Section 4-C-1-b. These time limitations may be waived by the SSC.

5-E-10-h The Company must obtain SSC approval for Trips that have an augmented Basic Duty Period containing ANF scheduled to exceed eight (8) hours Flight Time on an aircraft that does not have Class 1 or Class 2 Crew Rest Facilities. Such approval shall not be unreasonably withheld. If the SSC does not approve the Trip, it must offer at least one alternative reasonable Trip proposal.

5-E-10-i During Trip construction for Monthly Schedule Preferencing only, the provisions in this Section 5-E-10 apply with the following additional restrictions:

5-E-10-i-(1) Trips shall have a minimum of sixteen hours and forty-five minutes (16:45) free from duty prior to a Duty Period that contains ANF.

5-E-10-i-(2) When a Duty Period that contains ANF is followed by an Off-Duty Period of less than sixteen (16) hours, then the next Duty Period is limited to nine (9) hours if it contains a single Flight Segment and is limited to six (6) hours if it contains two (2) Flight Segments. Such next Duty Period may not contain more than two (2) Flight Segments.

5-E-10-i-(3) Basic Trips shall be limited to one (1) Duty Period that contains an ANF during a single Trip, unless there is no non-ANF Flight out of a station.

5-E-11 After an augmented Global Flight that is ANF, an Off-Duty Period must be scheduled before the Pilot's next scheduled Flight Segment. However, this provision shall not apply to Duty Periods consisting solely of charter operations. The SSC may waive this provision; if it does so, the waiver shall also apply to 5-F.

5-E-12 Trip Limitations

5-E-12-a A Basic Trip shall not be scheduled for more than four (4) Duty Periods.

5-E-12-b A Trip that includes a Flight between the United States or Canada and any point in Europe may not be scheduled for more than six (6) Duty Periods and shall not contain more than four (4) such Flights.

5-E-12-c The following sequence may only be scheduled once in a Trip: a Global Duty Period that contains eight (8) hours or less of Flight Time followed by an Off-Duty Period of eleven hours and thirty minutes (11:30) or less followed by a Global Duty Period that is more than twelve (12) hours.

5-E-12-d A Trip shall not have more Duty Periods than the number of days in the Trip. This provision only applies when constructing Trips for Monthly Schedule Preferencing.

5-E-12-e Trip Mix for Basic Flying

5-E-12-e-(1) The following Trip mix shall apply to Basic Trips within a fleet and Status:

5-E-12-e-(1)-(a) No less than fifteen percent (15%) of Trips shall be one-day Trips, except that in the June, July and August Bid Periods this may be reduced to ten percent (10%);

5-E-12-e-(1)-(b) No less than fifteen percent (15%) of Trips shall be two-day Trips, except that in the June, July and August Bid Periods this may be reduced to ten percent (10%);

5-E-12-e-(1)-(c) No more than fifty percent (50%) of Trips shall be four-day Trips, except that in the June, July and August Bid Periods this shall be reduced to forty-five percent (45%);

5-E-12-e-(2) Baseline Provisions

5-E-12-e-(2)-(a) The first six (6) Bid Periods of operations in a new Category shall not be considered in the Trip mix.

5-E-12-e-(2)-(b) The last six (6) Bid Periods of operations in a Category that is closing shall not be considered in the Trip mix.

5-E-12-e-(2)-(c) Trip construction for all Bid Periods in 2024 will be used to establish a base line for average synthetic percentage of block time per Bid Period. In any subsequent twelve (12) month period, if the baseline synthetic credit is exceeded by ten percent (10%) and the Company demonstrates that relaxation of the Basic Trip mix requirements contained in this Section 5-E-12-e will lower synthetic values, the SSC will identify the necessary Trip mix percentages (e.g. 1-day, 2-day, etc.) that will be relaxed, to the minimum extent necessary, to return the synthetic to within the ten percent (10%) tolerance. For example, if the baseline synthetic credit is five percent (5%) of block time per Bid Period and application of the Trip mix parameters specified in this Section 5-E-12-e would result in synthetic credit of six percent (6%) of block time, upon Company demonstration of the excess synthetic credit, the SSC will modify the Basic Trip mix to return to no more than five and one-half percent (5.5%) synthetic credit.

5-E-12-e-(2)-(c)-(i) For any new Equipment and Status combination, the first twelve (12) Bid Periods of operation will establish the synthetic credit baseline.

5-F-1 Actual Duty Limitations

5-F-1-a Unaugmented Duty Period limits shall match those established by FAR 117, except that the provisions of FAR 117.15 (“Flight duty period: Split duty”) shall not be utilized.

5-F-1-b A single-augmented Duty Period may not exceed the applicable scheduled limits in Section 5-E-1-b by more than two (2) hours.

5-F-1-b-(1) A single-augmented Basic Duty Period scheduled in accordance with Section 5- E-1-b-(5) may not exceed seventeen (17) hours, including as a result of reassignment or in the Actual Operation.

5-F-1-c Double-Augmented Duty Period Limits

5-F-1-c-(1) A double-augmented Duty Period that contains one Flying Flight Segment may not exceed the flight duty period limits established by FAR 117.

5-F-1-c-(1)-(a) Notwithstanding Section 5-F-1-g, if the Flying Flight Segment is conducted on an aircraft having Class 1 Crew Rest Facilities, the release time of the Duty Period shall not be included when complying with the Duty Period limit.

5-F-1-c-(1)-(b) If the Flying Flight Segment incurs a diversion or a fuel stop (even if pre- planned on a recurring basis), it shall continue to be considered as one (1) Flying Flight Segment.

5-F-1-c-(1)-(c) If an intermediate stop is added to the Flying Flight Segment (e.g., HKG- ORD is routed HKG-NRT-ORD), the new sequence shall continue to be considered as one (1) Flying Flight Segment, provided that the intermediate stop is added no earlier than seven (7) days prior to Trip Departure and the ground time at the intermediate stop is realistic. However, the new sequence is considered to be a reassignment for Add Pay and Day-Off Restoration purposes.

5-F-1-c-(2) A double-augmented Duty Period that contains more than one Flying Flight Segment may not exceed the applicable scheduled limits in Section 5-E-1-c-(2) by more than two (2) hours.

5-F-1-d A deadheading Flight Segment shall not be counted when determining the number of Flight Segments in a Duty Period for FAR flight duty period limits.

5-F-1-e Notwithstanding Sections 5-F-1-a, 5-F-1-b, and 5-F-1-c, for Duty Periods scheduled under Section 5-E-1-d one (1) hour shall be added to the duty limits in Section 5-E-1-d. This provision shall not apply to Duty Periods described in Section 5-E-1-d-(4)-(c).

5-F-1-e-(1) Notwithstanding the above, when the Duty Period consists of a single deadheading flight segment on a flight operating under an approved FRMS (as established at the deadheading Pilot’s report time), the Duty Period limit shall be one (1) hour more than the extended actual FRMS limit that would be applied if the deadheading Pilot was actually operating the Flight, if all of the deadheading is done on a Business Class or First Class seat that reclines to a ‘lie-flat’ or ‘near lie-flat’ position. However, if the application of Section 5-F-1-e produces a greater Duty Period limit, then this paragraph shall not apply.

5-F-1-e-(2) When a Duty Period that falls under this Section 5-F-1-e includes one or more Flying Flight Segments, the imputed Duty Period that ends at the scheduled block-in time of the last such Flying Flight Segment must comply with Section 5-F-1-a, 5-F-1-b, and 5-F- 1-c, as appropriate.

5-F-1-f If the SSC approves an increase in the scheduled limits in Section 5-E-1, the duty limits in this Section 5-F-1 shall be two (2) hours greater than the increased scheduled duty limits.

5-F-1-g Notwithstanding Section 5-F-2, when applying actual duty limits in the Actual Operation, release times shall not be included. (When applying actual duty limits to reassignments covered under Section 5-F, release times shall be included.)

5-F-1-h Flight Duty Period Extensions and Contractual Waivers.

5-F-1-h-(1) For unaugmented Duty Periods, this Section 5-F-1-h shall apply only if there is a single flight in the Duty Period at the time the Pilot takes the action described in Section 5-F-1-h-(2). For purposes of this Section 5-F-1-h, a deadhead deviation shall not be considered to be a flight in the Duty Period, a ground return shall be considered to be a flight in the Duty Period, and an air return shall be considered to be a flight in the Duty Period.

5-F-1-h-(2) A Pilot who waives contractual duty limitations, or who extends the Flight Duty Period limits per allowable FAR limits when Pilot concurrence is required, shall receive Add Pay as follows:

Cited in: Do I get paid extra for a duty extension?

5-F-1-h-(2)-(a) None, if no FAR extension or contractual waiver is projected at time of actual take-off; or

5-F-1-h-(2)-(b) Two and one-half (2.5) hours if the projected FAR extension or contractual waiver required at time of actual take-off is between one (1) and thirty (30) minutes; or

Cited in: Do I get paid extra for a duty extension?

5-F-1-h-(2)-(c) Five (5) hours if the projected FAR extension or contractual waiver required at time of actual take-off is more than thirty (30) minutes.

Cited in: Do I get paid extra for a duty extension?

5-F-1-h-(2)-(d) For a Pilot entitled to Add Pay pursuant to Sections 5-F-1-h-(2)-(b) or (c) above, an electronic message (e.g., ACARS, CCS, email) that states the amount of Add Pay to be received for an FAR extension will be sent to each Pilot within seventy-two (72) hours of the completion of the Duty Period.

Cited in: Do I get paid extra for a duty extension?

5-F-1-h-(2)-(e) A Pilot deadheading on a flight operating under an approved FRMS (as established at the deadheading Pilot’s report time) shall receive extension Add Pay as if he had reported at the same time as the original operating crew and operated the Flight.

5-F-1-h-(2)-(f) When an FAR 117 reserve availability period is applied to a Pilot’s existing Trip assignment (also known as a ‘soft start’), the projected FAR extension required at time of actual takeoff shall be calculated using the original Flight Duty Period report time and the original FAR table limit (as adjusted for acclimation, if applicable), as they existed before the soft start was applied. That is, FAR extension Add Pay will be calculated as if the soft start did not occur, and a Pilot with a soft start may receive FAR extension Add Pay even if an FAR extension was not actually required.

5-F-1-h-(2)-(g) When a Pilot in a legal Off-Duty Period has an upcoming FAR 117 ten (10) hour rest period pushed later (also known as a ‘hard start’ or ‘rest reset’), the projected FAR extension required at time of actual takeoff shall be calculated using the original Flight Duty Period report time and the original FAR table limit (as adjusted for acclimation, if applicable), as they existed before the rest reset was applied. That is,

FAR extension Add Pay will be calculated as if the rest reset did not occur, and a Pilot whose rest was reset may receive FAR extension Add Pay even if an FAR extension was not actually required.

5-F-1-h-(2)-(h) When a Pilot is eligible for Add Pay for extending their Duty Period in accordance with this Section 5-F-1-h, the Pilot’s pay for the Trip will also be calculated in accordance with Section 20-L (Overtime Add Pay) by imputing a scheduled release time following an Off-Duty Period of twelve (12) hours (unless a greater Off-Duty Period is required by Section 5-F-3 or the FARs). The Pilot’s pay for the Trip shall be the greater of the Trip pay value hours including the Add Pay provided in this Section 5-F- 1-h-(2) (including any Overtime Add Pay accrued for the Trip as flown) or the pay calculated in accordance with Section 20-L based on the imputed Off-Duty Period. See Section 5 Appendix for examples.

5-F-1-h-(3) If a Duty Period contains more than one take-off, the Add Pay in Section 5-F-1- h-(2) shall be evaluated for each such take-off, using the projected Arrival time of that flight to determine the projected FAR extension or contractual waiver required at time of actual take-off of that flight.

Cited in: Do I get paid extra for a duty extension?

5-F-1-h-(4) The enroute and taxi-in times from the last release/flight plan received prior to takeoff will be used to determine the projected FAR extension or contractual waiver required at time of actual take-off. In addition:

5-F-1-h-(4)-(a) When determining the FAR extension Add Pay, the projected FAR extension required at time of actual takeoff shall be calculated from the appropriate FAR table limit (as adjusted for acclimation, if applicable). For flights operating under an approved FRMS, the projected FAR extension required at time of actual takeoff shall be imputed from the appropriate FAR table limit (as adjusted for acclimation, if applicable). That is, FAR extension Add Pay will be calculated as if the FRMS exemption did not exist, and a Pilot may receive FAR extension Add Pay for an FRMS flight even if an FAR extension was not actually required.

5-F-1-h-(4)-(b) When determining the projected contractual waiver required at time of actual takeoff, the time waived shall be measured from the appropriate limit in Section 5-F-1. Contractual duty limitations (whether waived under this Section 5-F-1-h or not) are not applicable after the actual Departure time of the last flight in the Duty Period; accordingly, for this Section 5-F-1-h to apply to contractual waivers, the requirement for a contractual waiver must exist prior to the actual Departure time of the last flight in the Duty Period.

5-F-1-h-(5) In the event of a flight cancellation that is not attributable to the action or decision of a member of the flight crew with respect to his duty limits, a Pilot shall receive Add Pay in Section 5-F-1-h-(2), as if the time of flight cancellation (as measured by timestamp in the official system of record, which must be accessible to all Pilots) were the time of take-off.

5-F-1-h-(5)-(a) Notwithstanding the above, if the time of flight cancellation is either before the Pilot reports for duty or after he reports for duty but earlier than the flight

departure time upon which the Pilot’s report time is based, or if the flight has been removed from the Pilot’s schedule for reasons other than cancellation, this provision shall not apply.

5-F-1-h-(5)-(b) For purposes of this Section 5-F-1-h-(5), ‘flight cancellation’ shall not include a flight that is delayed so that the Pilot is given an Off-Duty Period in accordance with Section 5-F-3 prior to departing on the delayed segment.

5-F-1-h-(5)-(c) When a multi-leg augmented Duty Period is terminated due to the cancellation of the remaining flights within that Duty Period, only the first such canceled flight shall be eligible for Add Pay in Section 5-F-1-h-(2).

5-F-1-h-(6) Should a Pilot accrue multiple Add Pay entitlements under this Section 5-F-1-h in a single Duty Period (e.g., waives a contractual limit and also extends an FAR limit) he shall receive the greatest of the entitlements, but the entitlements under this Section 5-F- 1-h shall not be additive.

5-F-1-h-(7) When a Pilot who is not otherwise eligible for Add Pay for extending their last Duty Period in a Trip in accordance with this Section 5-F-1-h elects to extend the Duty Period, the Pilot’s pay for the Trip will be calculated in accordance with Section 20-L (Overtime Add Pay) by imputing a scheduled release time following an Off-Duty Period of twelve (12) hours (unless a greater minimum Off-Duty Period is required by Section 5-F-3 or the FARs) as if the Pilot had not extended, but had received the Off-Duty Period and operated a Flight back to their Base. See Section 5 Appendix for examples.

5-F-1-i Supplemental Add Pay for Soft Starts and Rest Resets

5-F-1-i-(1) For all augmented Duty Periods, and for unaugmented Duty Periods that meet the criteria in Section 5-F-1-h-(1), if all members of the working crew of a Flight are soft- started then each member shall receive one (1) hour of Add Pay.

5-F-1-i-(2) For all augmented Duty Periods, and for unaugmented Duty Periods that meet the criteria in Section 5-F-1-h-(1), if all members of the working crew of a Flight are rest- reset then each member shall receive two (2) hours of Add Pay.

5-F-1-j Time Frame of Reference for Actual Duty Limitations

5-F-1-j-(1) For all Basic Duty Periods and for Global Duty Periods consisting solely of flights operating within North, South and Central America, the time frame of reference used to determine actual duty limitations shall be the Pilot’s Base time.

5-F-1-j-(1)-(a) However, the time frame of reference shall switch to that specified in FAR when a Pilot has traveled to a geographical area that is more than sixty (60) degrees longitude from his Base, and has either spent seventy-two (72) hours in that area or had thirty-six (36) consecutive hours free from duty in that area.

5-F-1-j-(2) For all other Duty Periods, the time frame of reference used to determine actual duty limitations shall be that specified in FAR.

5-F-1-k The Surface Deadheading provisions of Sections 5-E-1-h and 5-E-1-i shall apply to this Section 5-F-1.

5-F-1-l A Pilot may waive any provision in Section 5-F-1.

5-F-2 Report and Release Times

The report and release time provisions of Section 5-E-2 shall apply to this Section 5-F, in addition to the following.

5-F-2-a The ninety (90) minute report time in Section 5-E-2-a-(2) may be reduced to not less than seventy-five (75) minutes, provided that when calculating the duty limits of Section 5-F- 1 the Pilot shall be treated as having reported for duty ninety (90) minutes before Departure. This Section 5-F-2-a may not be applied to the first Duty Period of the Trip.

5-F-2-b When the originating segment of a Trip that starts with a Global Flight is delayed, a Pilot’s report time and the start of his on-Duty Period shall not begin until ninety (90) or sixty (60) minutes (as determined by Section 5-E-2-a-(2)) before the revised Departure, provided that:

5-F-2-b-(1) the Company attempts to contact the Pilot four (4) or more hours before either the original scheduled Departure time or the last planned Departure time of which he was notified, or

5-F-2-b-(2) the Company contacts the Pilot about the delay prior to the last planned report time of which he was notified.

5-F-2-b-(3) In the application of this provision, the Company shall follow all reasonable instructions provided by the Pilot to reach him.

5-F-2-c When a Pilot is required to provide a urine or breath specimen at the conclusion of his Trip in order to comply with Federally-mandated random drug or alcohol testing programs, the Duty Period he has just completed shall, notwithstanding Section 5-F-1, be extended by thirty (30) minutes. Such duty time shall be included in the computation of the Trip’s pay value. It is understood that the thirty (30) minute duty extension shall not restrict the testing in any way and shall constitute full compensation for participation in the drug or alcohol testing programs regardless of the actual amount of time spent by the Pilot in such testing.

5-F-2-d If the Company has increased a report time from forty-five (45) minutes to sixty (60) minutes by the application of Section 5-E-2-a-(4), and if the flight crew is anticipated to be unable to depart on-time following a layover that occurs before the increased report time, the report time may be reduced, to no less than forty-five (45) minutes, provided each Pilot in the flight crew is notified of the reduction prior to, or immediately upon, Arrival at the layover airport.

5-F-3 Minimum Actual Off-Duty Time

If more than one (1) of the following provisions applies, the greatest amount of off-duty time shall be used.

5-F-3-a Thirty (30) minutes more than the applicable FAR if the layover hotel is more than fifteen (15) minutes normal drive time from the layover airport.

5-F-3-b Ten hours and forty-five minutes (10:45), if the layover hotel is more than thirty (30) minutes normal drive time from the layover airport.

5-F-3-c As measured at the time of reassignment, eleven (11) hours after an unaugmented Duty Period that is scheduled to be more than eleven (11) hours. However, the Off-Duty Period may be less than eleven (11) hours provided that the Pilot’s next scheduled Off-Duty Period is at least fourteen (14) hours and the total scheduled duty time of the Duty Periods before and after the Off-Duty Period of less than eleven (11) hours is no more than twenty-three (23) hours.

5-F-3-d In the Actual Operation, eleven (11) hours after an unaugmented Duty Period that exceeds twelve (12) hours, except that the Off-Duty Period may be less than eleven (11) hours provided that the Pilot’s next Off-Duty Period is at least thirteen (13) hours.

5-F-3-d-(1) If a Pilot is projected to require a schedule repair due to Section 5-F-3-d, he shall continue to fly his Trip until the point he actually requires a schedule repair. However, if he is projected to require a schedule repair prior to transiting an Equipment-Base, the Company may reassign the Pilot prior to the point he shall actually require a schedule repair, in accordance with Section 20-F.

5-F-3-e Sixteen (16) hours after (1) a Basic Duty Period that contains a Flight Segment scheduled for more than eight (8) hours, provided the Flight Segment has an actual Departure or (2) a Global Duty Period that contains more than eight (8) scheduled hours of Flight Time, provided at least one Flight Segment in the Global Duty Period has an actual Departure.

5-F-3-e-(1) When an actual Departure activates the sixteen (16) hour off-duty requirement in this Section 5-F-3-e, that sixteen (16) hour off-duty requirement shall remain in effect regardless of subsequent reassignments or cancellations, with the following exception:

5-F-3-e-(1)-(a) This Section 5-F-3-e shall not apply if (1) the Pilot is reassigned in the same Duty Period while at the Duty Period’s originating airport (i.e., the flight is canceled after a ground or air return and the Pilot is then reassigned); (2) at least one of the reassigned flights lands at an airport different than that from which it took off; and (3) the reassigned duty period itself does not meet the requirements of this Section 5-F-3-e, all as measured at the last reassignment, if more than one.

Example: IAD-HNL has a 0:30 gate return and then cancels, and the Pilot is reassigned in the same duty period to fly IAD-BOS-EWR (no segment is scheduled for more than eight (8) hours). Section 5-F-3-e does not apply to the layover in EWR. If the reassignment cancels in BOS, Section 5-F-3-e does not apply to the layover in BOS. If the reassignment cancels in IAD, Section 5-F-3-e does apply to the layover in IAD.

Example: HKG-ORD has a 0:30 gate return and then cancels, and the Pilot is reassigned in the same duty period to fly HKG-NRT-GUM, with total scheduled flight time of 8:40. Section 5-F-3-e applies, regardless of whether the layover ends up in HKG, NRT or GUM.

Example: HKG-ORD has a 0:30 gate return and then cancels, and the Pilot is reassigned in the same duty period to fly HKG-NRT-GUM, with total scheduled flight time of 8:40. If before the actual departure of HKG-NRT the Pilot is further reassigned to fly NRT-ICN (so total scheduled flight time is now 8:00 or less), Section 5-F-3-e will not apply to the layover in ICN and it will not apply to a layover in NRT, if the reassignment cancels

there. However, if after the actual departure of HKG-NRT the Pilot is then further reassigned to fly NRT-ICN, Section 5-F-3-e will apply to the layover in ICN and will apply to a layover in NRT, if the reassignment cancels there.

5-F-3-e-(2) When determining whether a reassigned duty period meets the requirements of this Section 5-F-3-e, the actual hours of any air or ground return flight segment will be treated as the scheduled hours of that flight segment, and will be added to the scheduled hours of any reassigned flight segments.

Example: NRT-ORD has an air return of 4:10 and then cancels, and the Pilot is reassigned in the same duty period to fly NRT-GUM scheduled at 4:00 hours. Section 5-F-3-e does apply to the layover in GUM. Had the air return been 4:00 or less (in this example), 5-F-3-e would not apply to the layover in GUM.

5-F-3-f A Pilot with a scheduled Off-Duty Period of less than eighteen (18) hours in accordance with Section 5-F-3-d may be reassigned to an operating Segment during the last Duty Period of the Trip if such reassignment would provide for an off-duty time of at least eighteen (18) hours.

5-F-3-g Ten hours and forty-five minutes (10:45) at the conclusion of a Trip. A Pilot may waive this provision.

5-F-3-h The earliest time a Reserve may be required to report for his next assignment shall be determined as follows:

5-F-3-h-(1) If twelve hours and forty-five minutes (12:45) after the conclusion of the Trip is earlier than the scheduled time established for the Reserve in Section 5-E-3-e-(1), the earliest time the Reserve may be required to report for his next assignment is twelve hours and forty-five minutes (12:45) after the conclusion of the trip.

5-F-3-h-(2) If ten hours and forty-five minutes (10:45) after the conclusion of the Trip is later than the scheduled time established for the Reserve in Section 5-E-3-e-(1), the earliest time the Reserve may be required to report for his next assignment is ten hours and forty-five minutes (10:45) after the conclusion of the Trip.

5-F-3-h-(3) If the Reserve’s next assignment is made under the provisions of Section 20-I- 6-h-(1), the earliest time the Reserve may be required to report for his next assignment is ten hours and forty-five minutes (10:45) after the conclusion of the Trip.

5-F-3-h-(4) If none of Sections 5-F-3-h-(1), 5-F-3-h-(2) or 5-F-3-h-(3) apply, the earliest time the Reserve may be required to report for his next assignment is the scheduled time established for the Reserve in Section 5-E-3-e-(1).

5-F-3-h-(5) A Reserve may waive the provisions in Section 5-F-3-h.

5-F-3-i Twenty-two (22) hours after a Global Trip.

5-F-3-j After a Global Trip that contains three (3) or more Duty Periods, a Pilot’s Off-Duty Period shall not end until he has had at least two (2) consecutive periods from 0100 to 0700 that are free from duty. Duty periods consisting only of a single deadhead of no more than three (3) hours Deadhead Time and Duty Periods that are four (4) hours or less in which no

take-off is performed shall not count towards the “three or more Duty Periods” in this Section 5-F-3-j.

5-F-3-k When an Off-Duty Period occurs at a layover hotel, in no case shall a Pilot have less than nine (9) hours of room availability.

5-F-3-l The minimum Off-Duty Period in this Section 5-F-3 may be reduced by one (1) hour, but must include at least eight hours and thirty minutes (8:30) of room availability, when such period extends to or beyond 0200 Standard Time on the day when the change is made from Standard Time to Daylight Time at a location where the time change is made. For a Reserve, this reduction may not be applied to an Off-Duty Period served at his Base.

5-F-3-m When a reassignment or the Actual Operation causes a Pilot’s Off-Duty Period between two (2) Trips to fall below the minimum actual off-duty times in this Section 5-F-3, the Company may combine the two (2) Trips into a single Trip. Such combined Trip may include modifications to either or both of the original two (2) Trips. Additionally, the Pilot’s Off-Duty Period at his Base may be changed to a layover at his Base or removed from his schedule.

5-F-3-n A Reserve who reports for an assignment but does not fly and is instead released shall be entitled to minimum actual off-duty time.

5-F-3-o A Pilot may waive any provision in Section 5-F-3 except for Section 5-F-3-d; however, he may waive Section 5-F-3-d-(1).

5-F-4 Lineholder Minimum Days Off

5-F-4-a The Lineholder minimum days off provisions specified in Sections 5-E-4-a, 5-E-4-b and 5-F-3-d shall apply to this Section 5-F.

5-F-4-b Restoration of Lineholder Minimum Days Off

5-F-4-b-(1) Within twenty-four (24) hours of the completion of the assignment or reassignment that causes the need for restoration, the Lineholder shall either provide two (2) choices (or one (1) choice, if only one exists) for day off restoration or opt to defer restoration in accordance with Section 5-F-4-b-(2). The restoration choices can occur in any combination of the current Bid Period and the Bid Period immediately following, if Monthly Schedule Preferencing for that following Bid Period is complete.

5-F-4-b-(2) Restoration shall be deferred if there are no future Trips in the Lineholder’s schedule, or if there is only one (1) future Trip in his schedule and he opts to defer. The deferral shall extend to the next Bid Period in which the Pilot has either a reserve day or if a Lineholder, at least two potential restoration choices. If the Pilot is a Reserve in that next Bid Period, his first reserve day shall be converted to a day off. If the Pilot is a Lineholder in that next Bid Period, he must provide his restoration choices no later than the start of Trip trading for that Bid Period.

5-F-4-b-(3) Restoration choices may come from the same Trip, but must be at the beginning or end of a Trip, cannot be on a Holiday, and if an assignment or reassignment requires more than one (1) day off to be restored, those days off must be restored as a block.

5-F-4-b-(4) If the Pilot does not provide restoration choices in the timeframes given above, the Company shall restore a day of its choosing in the Bid Period or Bid Periods from which the Pilot could have provided choices.

5-F-4-b-(5) To complete the restoration process, the Pilot’s schedule shall be repaired, if needed, in accordance with Section 20-F.

5-F-5 Reserve Minimum Days Off

5-F-5-a The reserve minimum days off provisions specified in Section 5-E-5 shall apply to this Section 5-F.

5-F-5-b A Reserve who is reassigned into a day or days off shall have that day or days off restored, except that with concurrence between the Company and the Reserve, he may receive four (4) hours of Add Pay in lieu of restoration of one (1) day off.

5-F-5-c In the Actual Operation, if a Reserve is released from a Trip on a day or days off, he must notify the Company prior to Trip release of his intent to remain on reserve for that day in order to have that day off restored. With concurrence between the Company and the Reserve, he may receive four (4) hours of Add Pay in lieu of restoration of that day off.

5-F-5-d A Reserve may only receive Add Pay in lieu of restoration under Sections 5-F-5-b and 5-F-5-c or add an additional day of reserve in accordance with Sections 5-E-5-c or 5-E-5-d for a combined total of two (2) days per Bid Period.

5-F-5-e To restore a Reserve’s day off, his next reserve day shall be converted to a day off. If the Pilot has no reserve days remaining in the Bid Period, the day off shall be restored in the next Bid Period in which the Pilot has either a reserve day or if a Lineholder, at least two (2) potential restoration choices. If the Pilot is a Reserve in that next Bid Period, his first reserve day shall be converted to a day off. If the Pilot is a Lineholder in that next Bid Period, he shall follow the Lineholder restoration process in Section 5-F-4-b.

5-F-6 All Night Flying (“ANF”) Restrictions on Reassignments

5-F-6-a The ANF restrictions in this Section 5-F-6 shall not apply to a Global Flight that is scheduled with an augmented crew or in the Actual Operation.

5-F-6-b At the time of reassignment, a Pilot shall have a minimum of twelve (12) hours free from duty prior to a Duty Period that contains ANF, except that:

5-F-6-b-(1) A Reserve may be reassigned to a Trip which contains ANF in the initial Duty Period as long as the only obligation the Reserve has had in the twelve (12) hours prior to the required report time for the reassigned Duty Period containing ANF is telephone availability.

5-F-6-b-(2) ANF can be reassigned to a Reserve in the same Duty Period as a Field Standby assignment provided he received at least twelve (12) hours free from duty and free from telephone availability, prior to reporting for the Field Standby assignment.

5-F-6-c After reassigned ANF, an Off-Duty Period must be scheduled before the Pilot's next scheduled Flight Segment. However, this provision shall not apply to Duty Periods consisting solely of charter operations. The SSC may waive this provision.

5-F-6-d At the time of reassignment, an unaugmented Duty Period that contains ANF shall be a maximum of ten hours and forty-five minutes (10:45) except that this requirement shall not apply to Duty Periods consisting solely of charter operations.

5-F-7 At the time of reassignment, a Pilot must be scheduled for an Off-Duty Period after an augmented Global Flight that is ANF and before his next scheduled Flight Segment. However, this provision shall not apply to Duty Periods consisting solely of charter operations. The SSC may waive this provision.

5-F-8 Operational Integrity

The Company may initiate the following procedures whenever it is anticipated that a flight crew shall be unable to depart on-time following a layover. The following procedures to reduce the minimum off-duty requirements only apply at a location that is not an Equipment-Base:

5-F-8-a Notwithstanding the provisions of Section 5-F-3 and with Pilot concurrence,

5-F-8-a-(1) the minimum Off-Duty Period after a Basic Duty Period that contains a Flight Segment scheduled for more than eight (8) hours or after a Global Duty Period that contains more than eight (8) scheduled hours of Flight Time shall be twelve (12) hours if the layover hotel is located within fifteen (15) minutes normal drive time from the airport or fourteen (14) hours if the layover hotel is located beyond fifteen (15) minutes normal drive time from the airport.

5-F-8-a-(2) the minimum Off-Duty Period after all other Duty Periods shall be the rest required by FAR if the layover hotel is located within fifteen (15) minutes normal drive time from the airport.

5-F-8-b Further, the following must be complied with:

5-F-8-b-(1) Each Pilot is notified prior to, or immediately upon, Arrival at the layover airport of the Company's request to implement this provision, and

5-F-8-b-(2) Transportation to the layover hotel is immediately available upon Arrival. If such transportation is not immediately available, the Pilot may, at his option and after contacting the Company upon his arrival at the hotel, revert to the actual minimum layover under Section 5-F-3.

5-F-8-b-(3) Prior to agreeing to an Off-Duty Period under this Section 5-F-8, the Pilot shall be informed of the anticipated duty following the Off-Duty Period.

5-F-8-c Following a Section 5-F-8-a Off-Duty Period, a Pilot may be scheduled for:

5-F-8-c-(1) a single segment (flying or deadhead) Duty Period; or

5-F-8-c-(2) a two (2) segment (flying or deadhead) Duty Period of up to four (4) scheduled Flight hours and six (6) hours on duty that does not transit an Equipment-Base; or

5-F-8-c-(3) with Pilot concurrence, a Duty Period consisting of a single Flying Flight Segment followed by a deadhead flight segment that ends at his Base and terminates the Trip.

5-F-8-d Following a Section 5-F-8-c Duty Period, the Pilot shall be released or given an Off- Duty Period of not less than fourteen (14) hours that extends through 0459 Base time. If he is given such an Off-Duty Period, and provided he is notified prior to 1700 on the day following such Off-Duty Period, the Pilot may be:

5-F-8-d-(1) Reassigned to join the balance of his original Trip, or

5-F-8-d-(2) Reassigned other flying under Section 20-F, except that such other flying shall be scheduled to return the Pilot to his Base no later than two (2) hours after the scheduled Arrival time of his original Trip, or

5-F-8-d-(3) Released from further duty, except deadhead if necessary to return to his Base.

5-F-8-e If a Reserve is released under Section 5-F-8-d, he shall not be available to report for an assignment until he receives an Off-Duty Period of not less than fourteen (14) hours that extends through 0459 Base time.

5-F-8-f A Pilot who accepts a reduced minimum off-duty requirement under this Section 5-F- 8-a shall receive five (5) hours of Add Pay. In addition, the Pilot’s Line Pay Value shall be the greater of his Line Pay Value as it existed before he accepted the reduction or his Line Pay Value after Section 5-F-8 ceases to apply.

5-F-9 When projecting a Pilot's actual Duty Period for compliance with the limits of this Section 5-F:

5-F-9-a all remaining Flight Segments in the Duty Period will use the scheduled Flight Time as it existed at the time of Monthly Schedule Preferencing (specifically, the forecasted Flight Time based on the specific flight plan generated for the Flight that day will not be used), and

5-F-9-b the connection time between Flights will not be less than thirty (30) minutes, based upon the projected or actual Arrival time at the time the reassignment is being contemplated.

5-G-1 Schedules shall contain a minimum of one (1) hour pay value for each two (2) hours of duty time from 0600 to 2159 and a minimum of one (1) hour pay value for each one and three-quarter (1.75) hours of duty time from 2200 to 0559, prorated, on a schedule or actual basis, whichever is greater (that is, the pay rate for each hour of duty time from 0600 to 2159 under this Section 5- G-1 is the Pilot’s pay rate as determined by Section 3-A-3 divided by two (2) and the pay rate for each hour of duty time from 2200 to 0559 under this Section 5-G-1 is the Pilot’s pay rate as determined by Section 3-A-3 divided by one and three-quarter (1.75)). The time frame of reference (i.e., Base time or local time) shall be the same as that used to determine the Duty Period limitations contained in Sections 5-E-1 (scheduled) or 5-F-1 (actual).

5-G-2 Schedules shall contain a minimum of five and one quarter (5:15) hours pay value, averaged, for each day in a Trip, on a scheduled or actual basis, whichever is greater. This provision does not apply to publicity and courtesy flights. If a Pilot was assigned or reassigned to be released from a Trip before the start of a day, and if in the Actual Operation the Pilot is released after the

start of that day but before 0400, that day shall not be included when calculating the pay value in this Section 5-G-2.

5-G-3 Schedules shall contain a minimum of one (1) hour pay value for each three and one-half (3.5) hours elapsed time away from Base, prorated, on a schedule or actual basis, whichever is greater (that is, the pay rate for each hour away from Base under this Section 5-G-3 is the Pilot’s pay rate as determined by Section 3-A-3 divided by three and one-half (3.5)).

5-G-4 For each calendar day of a Basic Trip, the minimum Pay and Credit shall be two hours and thirty minutes (2:30). Calendar day for this purpose will be based on the time zone in the Pilot’s base (LBT).

5-G-5 When the minimum pay value provisions of Sections 5-G-1, 5-G-2, 5-G-3 and/or 5-G-4 apply, the following additional provisions shall apply:

5-G-5-a Pay value accrued as a result of the application of Section 5-G-1 shall be added to the end of the last Flight in the Duty Period in which such pay value accrued.

5-G-5-b Pay value accrued as a result of the application of Sections 5-G-2, 5-G-3, or 5-G-4 shall be added to the end of the last Flight in the Trip in which such pay value accrued.

5-G-6 On a schedule or actual basis, whichever is greater, deadheading shall provide full pay value and shall be used to offset the minimum and actual pay value provisions provided in Sections 5- G-1, 5-G-2, 5-G-3, and 5-G-4. Surface Deadheading and off-line deadheading shall only have a scheduled Deadhead Time.

5-I-1 An unaugmented crew shall consist of a Captain and a First Officer.

5-I-2 A single-augmented crew shall consist of a Captain and two (2) First Officers or of two (2) Captains and a First Officer. The Company may determine and modify the crew composition of a single-augmented crew at any time.

5-I-3 A double-augmented crew shall consist of a Captain and three (3) First Officers or of two (2) Captains and two (2) First Officers or of three (3) Captains and a First Officer. The Company may determine and modify the crew composition of a double-augmented crew at any time.

5-I-3-a However, a Flight scheduled for more than sixteen (16) hours may not be flown by a double-augmented crew consisting of a Captain and three (3) First Officers.

5-I-3-b Notwithstanding Section 5-I-3-a, if a Flight scheduled for more than sixteen (16) hours becomes open within thirteen (13) hours of the report time for the Trip and there are no Captain reserves available, the Trip may be flown with a Captain and three (3) First Officers. A Captain who operates such a Flight shall receive twenty-five percent (25%) Add Pay for the scheduled Flight Time of the Flight.

5-I-4 All First Officers on an augmented crew shall have an ATP and type-rating for the aircraft, and shall be current and qualified to take off and land the airplane. If an augmented crew has only one (1) First Officer, he shall be expected to sit in the flying seat during take-off and landing,

regardless of awarded Trip or Trip number. If a double-augmented crew has two (2) Captains and two (2) First Officers, one (1) of the First Officers is expected to sit in the flying seat during take- off and landing, regardless of awarded Trip or Trip number.

5-I-5 Notwithstanding the assignment to a specific Trip or Trip number, Captain’s authority shall determine a Pilot’s role on an augmented Flight. The Company and the Association encourage Pilots to assist in maintaining currency requirements by exchanging roles within a Trip whenever possible.

5-I-6 If a Flying Flight Segment requires augmentation, then the same level of augmentation shall be required on all Flying Flight Segments in that Duty Period.

5-I-7 If the scheduled Flight Time on any Flight between any two (2) airports requires augmentation in one (1) direction, augmentation at the same level shall be required on a scheduled basis on that segment when flown in the opposite direction.

5-I-7-a Section 5-I-7 is applied independently to each specific round-trip pair of Flights. For example, a round-trip 777 pair of Flights between two cities may not require augmentation while a round-trip 756 pair of Flights on that same day may require augmentation. Furthermore, for example, a round-trip 756 pair of Flights at a certain time of day may not require augmentation while a round-trip 756 pair of Flights at a different time of that same day may require augmentation.

5-I-7-b Section 5-I-7 is only applicable when a Flight Segment, evaluated independently of the Duty Period it is in, requires augmentation. For example, if a Duty Period that contains multiple Flight Segments requires augmentation, but none of the Flight Segments in the Duty Period, when considered independently, would require augmentation, Section 5-I-7 is not applicable (e.g., GUM-NRT-HKG).

5-J-1 When a Flight is augmented, allowable crew rest facilities are:

5-J-1-a For 777-300ER aircraft, one (1) bunk in the crew rest area for each augmenting crewmember, plus one “break” seat for each augmenting crewmember which may be a premium “break” seat in the crew rest area or a premium “break” seat in business class (or higher).

5-J-1-b For 777-200 aircraft when single-augmented:

5-J-1-b-(1) one (1) bunk and one (1) premium “break” seat in business class (or higher); or

5-J-1-b-(2) one (1) IPP seat in the bunk room; or

5-J-1-b-(3) one (1) IPP seat in the cabin.

5-J-1-c For 777-200 aircraft when double-augmented:

5-J-1-c-(1) one (1) IPP seat in the bunk room and one (1) IPP seat in the cabin; or

5-J-1-c-(2) two (2) IPP seats in the cabin; or

5-J-1-c-(3) two (2) bunks and premium “break” seats as follows:

5-J-1-c-(3)-(a) When the Duty Period contains an FRMS Flight Segment: two (2) bunks and two (2) premium “break” seats in business class (or higher).

5-J-1-c-(3)-(b) When the Duty Period does not contain an FRMS Flight Segment: two (2) bunks and one (1) premium “break” seat in business class (or higher), plus an additional “break” seat in the highest class of service that is available (if any) after all revenue passengers have been accommodated. A premium seat shall be blocked for this additional “break” seat before being assigned to any non-revenue traveler holding PS1 status or below. However, positive space passengers who have a premium seat prior to the boarding process and represented employees with a contractual entitlement will not be removed for the additional “break” seat. Pilots will get the additional “break” seat prior to gate upgrades below PS0.

5-J-1-d When using crew rest facilities not covered by Sections 5-J-1-b or 5-J-1-c above, for 777-200 aircraft when configured in a two-class, high-density format, a seat grouping of two (2) premium non-IPP seats in the highest class of service, with a sound-deadening curtain and footrest (which may be portable). Note: As of July 15, 2022, the Company does not operate any aircraft in this configuration (i.e., without an IPP seat).

5-J-1-d-(1) This crew rest configuration may only be used for single-augmented Basic Flights.

5-J-1-e For 787-8/9/10 aircraft when single-augmented, one (1) bunk and one (1) premium “break” seat, which may be located in the crew rest facility or in business class (or higher).

5-J-1-f For 787-8/9/10 aircraft when double-augmented, two (2) bunks and one (1) premium “break” seat, which may be located in the crew rest facility or in business class (or higher), plus an additional “break” seat in the highest class of service that is available (if any) after all revenue passengers have been accommodated. A premium seat shall be blocked for this additional “break” seat before being assigned to any non-revenue traveler holding PS1 status or below. However, positive space passengers who have a premium seat prior to the boarding process and represented employees with a contractual entitlement will not be removed for the additional “break” seat. Pilots will get the additional “break” seat prior to gate upgrades below PS0.

5-J-1-g For 767-200/300/400 aircraft, one (1) IPP seat per augmenting crewmember.

5-J-1-h For augmented Global Flights conducted on 737, A320/319/321, 757-200 and 757-300 aircraft or any other single-aisle aircraft added to the Company fleet in the future, a crew rest seat with direct aisle access that is equivalent to any Polaris seat currently in service at the Company as of September 29, 2023, or another crew rest seat approved by the CROC in accordance with Section 5-J-11 (such approval shall not be unreasonably withheld).

5-J-1-h-(1) This crew rest configuration may also be used for single-augmented Basic Flights on those aircraft types.

5-J-1-i For single-augmented Basic Flights conducted on 737, A320/319/321, 757-300 and 757-200 aircraft that are not covered under Section 5-J-1-h, one (1) premium seat grouping in the highest class of service.

5-J-1-j Notwithstanding Sections 5-J-1-h and 5-J-1-i, for 757-200 aircraft equipped with lie-flat seats, one (1) premium lie-flat window seat. The adjacent aisle seat shall be the last seat assigned on the aircraft.

5-J-1-j-(1) This crew rest configuration may only be used for single-augmented flights.

5-J-1-j-(2) This crew rest configuration may only be used on aircraft with the following registration numbers: N58101, N14102, N33103, N17104, N17105, N14106, N14107, N21108, N12109, N13110, N57111, N18112, N13113, N12114, N14115, N12116, N19117, N14118, N18119, N14120, N14121, N17122, N29124, N12125, N17126, N48127, N17128, N29129, N19130, N34131, N33132, N17133, N67134, N41135, N19136, N34137, N13138, N17139, N41140, N19141

5-J-1-j-(3) The Company has the right to sell fifteen (15) first class seats on a 757- 200 (with lie-flat seats) when an augmented crew is utilized under Section 5-J-1-j. The seat adjacent to the augmented crew member, which must be the last seat filled in the first class cabin, must be attained by a “transaction of value” (including upgrades paid for by frequent flyer miles). Specifically, the seat adjacent to the augmented crew member may be occupied even if there are unoccupied seats in the coach cabin, provided the above conditions are met. In addition, positive space passengers who have a premium seat prior to the boarding process and represented employees with a contractual entitlement may occupy the seat adjacent to the augmented crew member.

5-J-1-k The IPP seat in use on 777HD aircraft as of March 2018, and any future IPP seats that are smaller (i.e., narrower and/or shorter) than that seat, may not be used as a crew-rest facility on double-augmented flights. This provision is not limited to 777HD aircraft.

5-J-2 All International Premium Product (“IPP”) seats shall have the following features:

5-J-2-a Recline to a lie-flat position.

5-J-2-b Be enclosed by either a bunk room or a sound-deadening, floor-length curtain.

5-J-2-b-(1) An acceptable sound-deadening, floor-length curtain is one equivalent to that used on subsidiary UAL B777B aircraft as of November 1, 2012.

5-J-2-c Be equivalent to passenger premium seats, including comfort and convenience items and pillows and blankets as described in Section 5-J-5.

5-J-2-d Be either a pod seat or a seat grouping. The term “seat grouping” means a seat or group of adjacent seats that are separated from seats used by passengers by an aisle or window on both sides.

5-J-3 IPP seat and bunk room configurations in use as of the date of this Agreement are acceptable in the aircraft types in which they are deployed. Except as provided in Section 5-J-1-k, an IPP seat in use as of the date of this Agreement on one aircraft type may be deployed on other aircraft types approved for an IPP crew rest configuration. A crew rest facility that is not an IPP seat must be approved by a majority of the Crew Rest Oversight Committee.

5-J-4 Seats comparable to Economy or Economy Plus are not acceptable for crew rest.

5-J-5 Pilots who are part of a flight crew on an augmented Global Flight or on an augmented Basic Flight scheduled for more than eight (8) hours of Flight Time, shall be provided two (2) of the heaviest blankets or duvets and two (2) of the largest available pillows provisioned in the highest class of service, and two (2) sheets. Pilots who are part of an augmented flight crew on a Basic Flight scheduled for eight (8) or less hours of Flight Time shall be provided the same quality pillows and blankets as first class passengers.

5-J-6 In order to accommodate a deferred maintenance item (MEL) on a crew rest facility or seat, notwithstanding Section 5-J-1 one (1) augmented Flight may operate with that MEL (a Flight with a diversion or fuel stop shall be considered one (1) Flight). The Company shall attempt to provide repairs where the discrepancy is discovered, but is not obligated to depart from maintenance priorities established in Company policy. For purposes of duty limitations, a rest facility that is under MEL shall be considered to be the class of rest facility as allowed by the MEL. A Duty Period that contains the Flight operating with the MEL shall be subject to the provisions of Section 5-F-1.

5-J-7 Notwithstanding Section 5-J-2, the crew rest seats used as of November 1, 2012 on 767-400 aircraft with registration numbers N69063, N76064, N76065, N77066 and N76055 are considered as IPP seats, provided a sound-deadening curtain is installed. However, such seats are not eligible to be applied under Section 5-J-3; that is, these seats or this seat configuration may not be treated as IPP seats on other aircraft.

5-J-8 When Sections 5-J-1 and 5-J-2 would otherwise prevent a fourth Pilot from being added to the working crew of a single-augmented flight, the fourth Pilot may be added for training, checking or OE on that flight, provided that:

5-J-8-a The single-augmented duty limits of Sections 5-E-1 and 5-F-1 shall apply. Neither the fourth Pilot nor his crew rest facility shall be considered when determining the single- augmented duty limits of Sections 5-E-1 and 5-F-1.

5-J-8-b When Section 5-J-1-d or 5-J-1-h apply, the Flight must be a Basic Flight.

5-J-8-c The fourth Pilot requires a crew rest facility in compliance with Section 5-J-1, with the following exceptions:

5-J-8-c-(1) A curtain is not required on his IPP seat.

5-J-8-c-(2) The additional Pilot may share the premium seat grouping in Sections 5-J-1-d, 5-J-1-h, and 5-J-1-i with an augmenting Pilot.

5-J-8-c-(3) On 757-200 aircraft equipped with lie-flat seats, a second lie-flat window seat shall be provided for the fourth Pilot and the aisle seat adjacent to the fourth Pilot’s seat shall be the next-to-last seat assigned on the aircraft.

5-J-9 When a flight deck jump seat is required to be occupied by an I/E, an LCP, an FAA inspector, or a similar official, and the occupant does not also have a seat in the main cabin, the following shall apply:

5-J-9-a On a 777-200 aircraft when double-augmented, the additional “break” seat described in Section 5-J-1-c-(3)-(b) shall be mandatory.

5-J-9-b On a 787-8/9/10 aircraft when double-augmented, the additional “break” seat described in Section 5-J-1-f shall be mandatory.

5-J-10 The ‘additional break seat’ described in Sections 5-J-1-c-(3)-(b), 5-J-1-f, 5-J-9-a and 5-J-9-b applies only to a premium cabin (First, Business, or BusinessFirst).

5-J-11 Crew Rest Oversight Committee (“CROC”)

5-J-11-a The CROC shall meet upon the request of either the Company or the Association to examine and resolve issues related to the adequacy of any future crew rest facilities or changes to existing crew rest facilities. The CROC shall be comprised of two (2) members appointed by the Company and two (2) members appointed by the Association. The parties agree that the CROC must be provided adequate time in advance of deployment of a new or changed flight crew rest facility to inspect and, if necessary, make recommendations regarding necessary modifications. When traveling to an inspection location, ALPA CROC members shall be provided transportation as if they were deadheading (though they shall not be paid for such travel).

5-J-11-a-(1) The parties agree that consistent and open communication between members of the CROC is the best way to reduce disputes. As such, the parties commit to jointly participate in inspections of new or modified flight crew rest facilities; meet promptly upon request of the other party to discuss issues; provide follow-up as appropriate following meetings of the CROC; share information in furtherance of the resolution of CROC issues; respond to requests for information or clarification; and to engage in their work as CROC members to further the goals of ensuring the adequacy of flight crew rest facilities and the prompt resolution of disputes.

5-J-11-a-(2) Initial Inspections

5-J-11-a-(2)-(a) The parties agree that initial inspections may be conducted once a full- scale mockup is available for newly manufactured aircraft. For modified facilities, initial inspections shall be conducted when the equipment being replaced/installed (e.g., seats, bunks, etc.) is/are available for inspection. During the initial inspection CROC members are encouraged to ask questions and provide their initial feedback on the facility (though the inspection results shall govern the position of the parties). In addition, all CROC members may be scheduled to remain in position for up to two (2) days to conduct further inspections when it is possible to make real-time improvements to address identified issues with the facility.

5-J-11-a-(2)-(b) Within two (2) business days of the conclusion of the initial inspection (net of any required travel), both parties to the CROC shall share the inspection results. The CROC will make one of the following determinations regarding the facility:

5-J-11-a-(2)-(c) 1. Preliminarily approved for augmented operation (subject to final inspection as outlined below); or

5-J-11-a-(2)-(d) 2. Preliminarily approved to enter augmented operation (subject to final inspection as outlined below), based on additional modifications to be accomplished prior to the final inspection; or

5-J-11-a-(2)-(e) 3. The facility is disapproved. If a facility is disapproved, the party (or parties) disapproving the facility must specify the reason(s) for the disapproval in sufficient detail to provide guidance to the manufacturer or appropriate Company personnel as to any required modifications. For example, “the seat is uncomfortable” would not meet this requirement, but “the seat is not wide enough” would meet this requirement.

5-J-11-a-(2)-(f) If the CROC deadlocks on the initial inspection, the CROC members from each party will submit their positions to the senior-most flight-qualified Vice- President in charge of Flight Operations and the MEC Master Chairman, in accordance with Sections 5-J-11-c and 5-J-11-d, in order to initiate the dispute resolution process. This dispute resolution process will result in a determination that the facility is either

5-J-11-a-(2)-(g) 1. Preliminarily approved to enter augmented operation (subject to the final inspection as outlined below); or

5-J-11-a-(2)-(h) 2. Preliminarily approved to enter augmented operation (subject to final inspection as outlined below), subject to further modifications to address remaining items to be completed in an agreed upon schedule (which may extend for a defined period after the aircraft enters augmented service) and/or additional Flight Time or Duty Period limitations for operation of the aircraft while operating prior to completion of the required modifications; or

5-J-11-a-(2)-(i) 3. Disapproved until an agreed-upon list of items is addressed and resolved. Once resolved, the final inspection of the facility, done to obtain final approval to enter augmented operation, will occur.

5-J-11-a-(2)-(j) If a full-scale mockup, or the equipment to be inspected, is not available for an initial inspection, or if the Company elects not to conduct an initial inspection, the review process will start at the final inspection step. In the event no initial inspection is conducted the Company bears the risk that the final inspection may result in a facility being disapproved, and the standards for CROC evaluation shall not be modified by the fact no initial inspection was conducted.

5-J-11-a-(3) Final Inspections

5-J-11-a-(3)-(a) The CROC shall conduct a final inspection as soon as a facility is complete and available for final inspection. The final inspection may be scheduled to allow the CROC members to remain at the facility for two (2) days following the date of the inspection. If the facility has already received preliminary approval, such final inspection shall be limited to a validation that the facility is equivalent to that viewed on the initial inspection.

5-J-11-a-(3)-(b) Within two (2) days of a final inspection (net of any required travel), both parties to the CROC shall share the inspection results. The CROC will make one of the following determinations regarding the facility:

5-J-11-a-(3)-(c) 1. Adequate for augmented operation; or

5-J-11-a-(3)-(d) 2. Disapproved (with specific reasons for the disapproval).

5-J-11-a-(3)-(e) If the CROC deadlocks the matter shall be immediately referred to the dispute resolution process of Sections 5-J-11-c and 5-J-11-d which will determine the facility is either:

5-J-11-a-(3)-(f) 1. Adequate; or

5-J-11-a-(3)-(g) 2. Adequate for augmented operation subject to further modifications to address remaining items from the initial inspection (or if no initial inspection was conducted, those modifications submitted by the contesting CROC members); or

5-J-11-a-(3)-(h) 3. Disapproved until specific modifications are completed as identified in the initial inspection (or identified in the final inspection if there was no initial inspection); or

5-J-11-a-(3)-(i) 4. If the matter is referred to the System Board in accordance with Section 5-J-11-d, the Board will have the authority to make the following determinations in addition to those findings listed in paragraphs 1-3 above:

5-J-11-a-(3)-(j) a. What additional Flight Time or Duty Period limitations, if any, may be applied to aircraft utilizing the rest facility until the specific modifications deemed required are completed;

5-J-11-a-(3)-(k) b. What remedy, if any, is due to Pilots operating the aircraft in augmented operations prior to completion of required modifications.

5-J-11-a-(3)-(l) Upon request of either party an arbitration in accordance with Section 5-J-11-d may be scheduled concurrent with a final inspection. The arbitration shall be convened after final inspection by the CROC members and the determination that the CROC has deadlocked on the result of the inspection. If required, the arbitration shall take place at the inspection location and all parties to the arbitration (including the members of the System Board, advocates and witnesses that are not CROC members) shall be provided access to inspect the facility.

5-J-11-a-(4) The parties agree that an aircraft cannot be operated with a new or changed flight crew rest facility until such facility has achieved one of the following:

5-J-11-a-(4)-(a) Completed a final inspection and has been deemed adequate; or

5-J-11-a-(4)-(b) Been deemed adequate for operation subject to further modifications to address remaining issues by mutual agreement of the Company and ALPA as referenced Sections 5-J-11-a-(2)-(c) paragraph 2 and 5-J-11-a-(3)-(c) paragraph 2 ; or

5-J-11-a-(4)-(c) Been adjudicated through the dispute resolution process contained in Section 5-J-11-d and determined adequate for operation or adequate for operation subject to further modifications or limitations.

5-J-11-a-(5) The CROC shall maintain jurisdiction over any new or modified crew rest facility even after it enters service (i.e., it does not become an “existing” facility as referenced in Section 5-J-11-a simply because it has entered service) until the facility is determined adequate through a final inspection or through the dispute resolution process of Sections 5-J-11-c and 5-J-11-d.

5-J-11-a-(6) Should the parties agree additional modifications are necessary following either an initial or final inspection, or through the determination of the System Board, the Company shall provide an expeditious and reasonable timeline to make the required modifications. Should the Company fail to meet the timeline the parties agree that the dispute process of Sections 5-J-11-c and 5-J-11-d may be utilized to determine an appropriate remedy for the failure to complete modifications on the scheduled timeline.

5-J-11-a-(7) Should the CROC members from either party fail to provide timely inspection results as required in Sections 5-J-11-a-(2)-(c) and 5-J-11-a-(3)-(b), the matter shall be referred to the dispute resolution process of Sections 5-J-11-c and 5-J-11-d.

5-J-11-b The CROC shall be responsible for designating, by aircraft type and cabin configuration, the seat assignment(s) for any crew rest and “break” seat(s) located in the passenger cabin. The criteria for selection shall be based on the seat(s) which provide the best environment for rest.

5-J-11-c In the event the CROC deadlocks on a recommendation, the matter shall be immediately referred to the senior-most flight-qualified Vice-President in charge of Flight Operations and the MEC Chairman for resolution, and both officials shall meet to resolve the matter within a week from the time the matter is referred. If the matter is not resolved in this meeting the dispute may be remanded by either party to the System Board in accordance with Section 18. The Company may not adopt new or changed crew rest facilities requiring majority approval by the CROC absent resolution by the senior-most flight-qualified Vice-President in charge of Flight Operations and the MEC Chairman or, absent such agreement, approval of the System Board.

5-J-11-c-(1) Only CROC members (or their designees) who attended an inspection shall be considered for the determination of whether the CROC has “deadlocked” on a decision. Namely, if one party sends only one CROC member to an inspection, that CROC member shall not carry a proxy and the CROC member who did not attend the inspection cannot provide a “vote” based on information relayed from the inspection. If an appointed CROC member cannot attend an inspection it is the expectation that the party will appoint a designee to attend in that member’s place and assume his role in the CROC deliberations on the facility.

5-J-11-d In the event the matter is remanded to the System Board the parties shall apply an expedited dispute resolution procedure in which they must add an additional date to the normal arbitration schedule and arbitrate the matter within thirty (30) days of the impasse between the senior-most flight-qualified Vice-President in charge of Flight Operations and the MEC Chairman or, if no arbitrator is available in that time frame, accept the first date offered by any arbitrator on the panel. The hearing on this matter shall be informal and without direct or cross examination, but with both parties making their case through oral statements and presentation and explanation of exhibits. The Board shall make its ruling on the day of the hearing, but, at its discretion, may follow up with a written decision.

5-J-11-d-(1) Should the System Board determine that the Company has not acted in good faith in implementing the recommendations of the CROC, the parties agree that the

upcoming scheduled operation of the aircraft (i.e., “the aircraft is scheduled to operate in three days”) shall not be considered by the Board.

5-J-11-e If either party is not available for a meeting or hearing described in Sections 5-J-11-c and 5-J-11-d and scheduled in accordance with the time limits of those Sections, it shall waive its position on the adequacy of the crew rest facility in dispute.

Section 5 Appendix

5-F-1-h-(2)-(h) (When a pilot is entitled to Extension Add Pay)

Example 1

Trip Details: A crew on a three-day trip worth 16:00 of LPV is laying over in LHR. Their operating flight experiences an unforeseen delay 8 hours after report which would require the crew to extend their FAR 117 duty day limit by 1:30 in order to return in that duty period. The crew was scheduled to return to their base at 1900LBT on Thursday and as a result of the delay and extension, will return at 0300LBT on Friday morning.

Extension Add Pay Calculation

1. With an extension the crew will return the crew to their base at 0300LBT.

2. This crew requires an FDP extension of 1:30 which extension entitles the pilot to 5 hours of Extension Add Pay per section 5-F-1-h.

3. This crew can expect Overtime Add Pay of 2:30 (3 hours at the 1:3 Overtime rig and 3:00 at the 1:2 day off rig).

4. Extension and Overtime Add Pay combined for a total of 7:30 of Add Pay.

Imputed Layover Calculation

1. With an imputed layover time of 12 hours, the crew will return to their base at 1500LBT (CCO + 12 hours + :90 Report Time +Block Time).

2. Because an imputed layover is used, no FAR 117 extension is taken

3. Since the crew’s return to their base using the imputed layover is 1500LBT, this generates 8:30 of Overtime Add Pay (Based on the originally scheduled arrival time of 1900LBT and the imputed arrival time of 15:00, 3:00 late at the 1:3 rig and 15:00 on their day off at a 1:2 rig) in addition to the other applicable Add Pays in this section for a total of 8:30 of Add Pay.

4. Overtime Add Pay 8:30 of Add Pay for the trip.

Conclusion: Since the Add Pay provided by the imputed layover is greater than the Add Pay value with the Extension Add Pay, the crew will be paid via the Imputed Layover Calculation method or per 5-F- 1-h-(2)-(h).

*If the pilot actually extends, their Overtime Add Pay is calculated based on their actual arrival time

5-F-1-h-(2)-(h) (When a pilot is entitled to Extension Add Pay)

Example 2

Trip Details: A crew is laying over in SIN on an FRMS trip. Their operating flight experiences an unforeseen delay of 5 hours after report which would require the crew to extend their FRMS duty day :30 in order to return in that duty period. The crew was scheduled to return to their base at 2120LBT on Monday and as a result of the delay and extension will return at 0120LBT Tuesday morning.

Extension Add Pay Calculation

1. With an extension the crew will return the crew to their base at 0120LBT.

2. This crew requires an FDP extension of 1:00 which extension entitles the pilot to 5 hours of Extension Add Pay per section 5-F-1-h.

3. This crew can expect Overtime Add Pay of :53 (:40 at the 1:3 Overtime rig and 1:20 at the 1:2 day off rig).

4. The crew is entitled to 5:00 of Add Pay for the originating SFO-SIN segment per the FRMS.

5. Extension and Overtime Add Pay combined with the FRMS Add Pay for the trip totals 10:53 of pay for the trip.

Imputed Layover Calculation

1. With an imputed layover time of 12 hours, the crew will return to their base at 1420LBT (CCO + 12 hours + :90 Report Time +Block Time).

2. Because an imputed layover is used, no FAR 117 extension is taken.

3. Since the crew’s return to their base using the imputed layover is 1420LBT, this generates 7:53 of Overtime Add Pay (Based on the originally scheduled arrival time of 2120LBT and the imputed arrival time of 14:20, :40 late at the 1:3 rig and 15:20 on their day off at a 1:2 rig).

4. The crew is entitled to 5:00 of Add Pay for the originating SFO-SIN segment per the FRMS.

5. Overtime Add Pay combined with the FRMS Add Pay for the trip totals 12:53 of pay for the trip.

Conclusion: Since the Add Pay provided by the imputed layover is greater than the Add Pay value with the Extension Add Pay, the crew will be paid via the Imputed Layover Calculation method or per 5-F- 1-h-(2)-(h).

5-F-1-h-(7)-(a) (When a pilot is not entitled to Extension Add Pay)

Example 1

Trip Details:

A pilot has three legs in their last duty period, two Flying Flight Segments followed by a 2 hour Deadhead. Due to operational delays, the DH is delayed 3 hours and the pilot will exceed their contractual duty day limit if they remain on the delayed DH. The pilot is scheduled to return to their base at 1800LBT on Wednesday and as a result of the delay and extension will return at 2300LBT on Wednesday.

Extension Add Pay Calculation

1. With an extension the crew will return to their base at 2300LBT.

2. This pilot requires a contractual duty day extension of 1:00. Since this is an unaugmented duty period with more than one segment, no Extension Add Pay is available under this section.

3. This crew can expect Overtime Add Pay of 1:00 (3:00 at the 1:3 Overtime rig and none at the 1:2 day off rig).

4. Overtime Add Pay totals 1:00 of Add Pay for the trip.

Imputed Layover Calculation

1. With an imputed layover time of 12 hours, the crew will return to their base at 1030LBT (CCO + 12 hours + :45 Report Time +Block Time)

2. Because an imputed layover is used, no FAR 117 extension is taken.

3. Since the crew’s return to their base using the imputed layover is 1030LBT, this generates 6:35 of Overtime Add Pay (Based on the originally scheduled arrival time of 18:00LBT and the imputed arrival time of 10:30LBT, 4:00 late at the 1:3 rig and 10:30 on their day off at a 1:2 rig).

4. Overtime Add Pay totals 6:35 of Add Pay for the trip.

Conclusion:

Since the Add Pay provided by the imputed layover is greater than the Add Pay value with the Extension Add Pay, the crew will be paid via the Imputed Layover Calculation method or per 5-F-1-h- (7).

5-F-1-h-(7)-(a) (When a pilot is not entitled to Extension Add Pay)

Example 2

Trip Details:

A pilot is flying a 3 day trip and has three legs in their last duty period. The pilot’s last leg, with a block time of 3 hours is scheduled to return to their base at 1800LBT. The pilot is operationally delayed and will require a duty day extension, based on their CCO of 1600LBT, in order to return to their base in the same duty period. With the extension, the pilot will return to their base at 2300LBT.

Extension Add Pay Calculation

1. With an extension the pilot will return to their base at 2300LBT.

2. This pilot requires a contractual duty day extension of 1:00. Since this is an unaugmented duty period with more than one segment, no Extension Add Pay is available under this section.

3. This crew can expect Overtime Add Pay of 1:00 (3:00 at the 1:3 Overtime rig and none at the 1:2 day off rig).

4. Overtime Add Pay trip totals 1:00 of Add Pay for the trip.

Imputed Layover Calculation

1. With an imputed layover time of 12 hours, the crew will return to their base at 0745LBT (CCO + 12 hours + :45 Report Time +Block Time)

2. Because an imputed layover is used, no FAR 117 extension is taken.

3. Since the crew’s return to their base using the imputed layover is 0745LBT, this generates 5:13 of Overtime Add Pay (Based on the originally scheduled arrival time of 1800LBT and the imputed arrival time of 0745LBT, 4:00 late at the 1:3 rig and 7:45 on their day off at a 1:2 rig).

4. Overtime Add Pay trip totals 5:13 of Add Pay for the trip.

Conclusion:

Since the Add Pay provided by the imputed layover is greater than the Add Pay value with the Extension Add Pay, the crew will be paid via the Imputed Layover Calculation method or per 5-F-1-h- (7).

2:30 Min Day Rig Example 1 An LAX based 320 pilot begins a 4 day trip with a departure from their base at 0005 (2305LBT report on Day 1) on an ANF to the East Coast. The trip continues with three more days of flying with 7:15 hours of flying on each remaining day for a trip value of 21:46 (Trip LPV). Based on the M5:15D rig, the minimum pay for the trip is 21:00. Since the pilot is not scheduled for any flying on day 1 of the trip, the pilot is due 2:30 of Min Day LPV combined with the Trip LPV of 21:46 for a total of 24:15 of pay for the trip, since this is greater than the M5:15D rig, the trip pays 24:15.

*LPV will pay the greater of block (including Min Day Pay), duty period rig 1:2/1:1.75. The trip will pay the greater of LPV, M5:15D, or 1:3.5 rig

Example 2 An IAH based 737 pilot begins a 3-day trip that has 6:00 hours of flying on day 1, a 30 hour TUL layover encompasses day 2 and 6:00 hours of flying on day 3. Based on M5:15D, this trip should pay a minimum of 15:45 of LPV. Since the Trip LPV is 12 hours and there is no flying on day 2, the pilot is entitled to 2:30 of Min Day rig bringing the trip pay to 14:30. Since the trip value under the M5:15D rig is greater, the pilot is still paid 15:45 for the trip.

*LPV will pay the greater of block (including Min Day Pay), duty period rig 1:2/1:1.75. The trip will pay the greater of LPV, M5:15D, or 1:3.5 rig The pilot gets an additional 1:30 of block due to a reassignment on Day 3 of the trip for a total of 13:30 of Trip LPV in addition to the 2:30 Min Day LPV. This pilot would now be paid off this rig for a total of 16:00 of pay in addition to any Overtime Add Pay, if applicable.

*LPV will pay the greater of block (including Min Day Pay), duty period rig 1:2/1:1.75. The trip will pay the greater of LPV, M5:15D, or 1:3.5 rig

Example 3 An SFO based 756 pilot begins a 3 day trip at 1130LBT with 7:45 of flying on day 1, arriving on the East Coast for a 0035ET (2135LBT) for a 30 hour layover. On day 3 the pilot is scheduled for 7:50 hours of flying for a total block time of 15:35 (Trip LPV). This pilot is entitled to the block time plus the 2:30 hour minimum calendar day pay for the second day of the trip where they were not scheduled for of flying for a total of 18:05 of pay (Trip LPV plus the Min Day LPV).

*LPV will pay the greater of block (including Min Day Pay), duty period rig 1:2/1:1.75. The trip will pay the greater of LPV, M5:15D, or 1:3.5 rig