The Domestic Block Hour Limitations will change as follows:

The rest period prior to exceeding 8-in-24:

• Scheduled 9 hours increases to 9:30. (12.C.2.b.)
• If the pilot does not receive the rest due to headwinds, ATC delays, etc., rescheduled rest minimum of 8 hours increases to 9 hours. (12.C.2.c.ii(a))

The new Crew Planning Domestic Layover Minimum provisions will change as follows (12.C.3.a.):

• The Minimum layover preceding DH duty increases from 8 to 8:30.

Scheduled Domestic Rest Provisions will change as follows (12.C.6.a):

• Scheduled 9 hours increases to 9:30.
• Scheduled 8 hours increases to 8:30 when followed by a DH only duty period.

Operational Domestic Rest Provisions will change as follows (12.C.6.a):

• Rest increases from 8 to 9 hours.
• Rest increases from 8 to 8:30 when followed by a DH only duty period.

The Domestic Rest Provisions will change as follows:

• After exceeding 8-in-24 increases an Operational rest minimum of “FAR limitations” (8 hours) to 11 hours. (12.C.6.b.i)

In the 2021 timeframe, the Company used the “day room” exception for the first time (12.C.4.d.iv.) The exception gave them the ability to design Sunrise Sort pairings utilizing hub turns. These pairings raised significant fatigue concerns.

In consultation with our Scheduling and Fatigue SMEs, it was determined that the follow-on rest was an effective fatigue mitigation method. If the sunrise sort returns, we were able to create a new definition for the Sunrise Sort Duty Period and bargain a new Hard Parameter that requires a scheduled minimum follow-on layover of 18 hours (unless a shorter layover is approved by the SIG).

The parameter prevents a pilot from being scheduled to operate during the night or critical periods after they have hub turned during the sunrise sort.

Previously, you were automatically returned from sick leave at the conclusion of the trip. Now, you are returned from sick leave 24 hours after you are removed from the trip. The 24 hours allow the pilot the opportunity to be rested and in position when the pilot is deemed "Well”. In the case where a pilot has a series of trips, the new rule would cause the subsequent trip to be removed by the fatigue call if it is within 24 hours of the fatigue call. Additionally, pilots will have the ability to call in “Well” prior to the 24-hour clock expiring. In other words, if you feel rested within 24 hours, you can let the company know you are able to return to work.

No, the current practice of showtime revision notifications remains intact.

Trip extension limits were reduced from 36 hours to 30 hours Domestically and from 84 hours to 72 hours Internationally.

Currently, there is no extension limitation on a trip assigned from a base hotel standby. A trip assigned to a pilot while on base hotel standby under the new TA will terminate 30 hours (domestic) or 72 hours (international) after the end of the pilot’s last standby period.

The “day exception” of 12.C.2.d allows for a trip or series of trips that do not touch the critical period (day flying) to be scheduled and fly multiple days over 7:35 block with a preceding rest of 10:15 (operationally 9:15) hours and a layover of 13:00 (currently operationally reduceable to 12:00) hours.

The Company will still schedule rest in these exception pairings to the 13 hours as it is today. That 13 hours of rest will now be operationally reducible to 11 hours, where previously the limit was 12 hours. With SIG approval, the Company could schedule the follow-on rest in an exception pairing to 12 hours.

After the DEN-IND-LAX Day flights, the pilots have an 11:07 layover, which meets the 10:15 minimum. The next day, the pilots are scheduled to fly one or more day legs that end up exceeding 7:35 actual block hours (ABH) (e.g., LAX-AFW-EWR) within 24 hours (12.C.2.d.i.(a)), so the contract requires them to have a scheduled 13:00 layover in EWR. Nothing changed in how these exception pairings are built. The change would allow the EWR layover to be operationally reduced to 11:00. Previously, it was reducible to 12:00. Understand that operation in the critical period is still prohibited during these pairings.

There will be a designation on the trip published in the bidpacks and in VIPS.

There is a value in adding additional pilots in certain circumstances. We placed increased restrictions on scheduling extra pilot(s) to limit the use of this provision to where we see that value.

The Company may only schedule additional pilot(s):

• Due to extended block or duty time (i.e., volcanic eruption, war, etc.)
• For the sole purpose of safety
• With SIG approval

That would be a plain violation of the new provision. Under the current CBA, a double crew may be scheduled when “the Company anticipates that such crew may be required." The TA replaces that language with three specific paths to get an additional pilot or pilots on the flight. The Company may only schedule 3-pilot or 4-pilot augmentation under these defined circumstances:

• Extended Block/Duty: When the Company reasonably anticipates a requirement due to extended block or duty time limitations (e.g., historical data showing a flight frequently exceeds block limits). While similar to our current CBA’s rationale for a double crew, this provision adds a “reasonable” qualifier to “anticipates” and further provides that the anticipation that added crew may be required is not open-ended, but is limited to “due to extended block or duty time.”
• Safety: For the "sole purpose of safety," but only when specifically directed by the VP of Flight Operations or the DO.
• SIG Approval: On an individual trip or pairing when approved by the Scheduling Improvement Group (SIG).

If the Company attempted to assign a pilot as an augmented crew member simply to move the pilot to avoid the cost of a commercial deadhead, that would be a plain violation of the provision, and challenged with objective data (such as FRMG sleep studies or safety audits), historical DHs, etc.

Other Points:

• SIG Approval: The SIG has requested, and the company has granted the request, to have an RFO on legs with block times less than 7+35. DARTs from pilots relaying that certain legs we fly are onerous have led to additional crew members being added even with the block times slightly under the 7+35 and 12+00 thresholds.


• Per FOM 2.45 and a grievance settlement, the Company may only schedule one standard crew (CAP and FO) on a flight. RFO pilots must be scheduled on a separate non-standard crew pairing. For example, CRS may not build a pairing that had an RF2 for the first leg to avoid a DH and then have the pilot fill the CA position for the rest of the trip. The trip may only be CA or RF2. It is possible that the CA trip with a front-end DH could be operationally revised to operate and operate as a RF2 for the first leg. In this case, the scheduled DH bank would be retained, and the pilot would be due Crew Disruption Pay and Front-End DH deletion pay.