A.p.1 Recognition

1.In accordance with the National Mediation Board’s certification in case number R-6450 dated October 29, 1996, as transferred from the FedEx Pilots Association to the Air Line Pilots Association (“the Association”) in File No. C-6762/Case No. R-6450, 29 NMB 320 dated May 29, 2002, the Company recognizes the Association as the duly authorized representative for the specific craft or class of flight deck crew members (hereinafter referred to as “Pilots”) of the Company covered by the Railway Labor Act (“the RLA”).

2.The Company further recognizes that included in the craft or class represented by the Association in conformity with the RLA are those crewmembers on Foreign Duty Assignment (“FDA”), Special International Bid Award (“SIBA”) and/or any other international assignment, domicile or location manned by Pilots on the Federal Express Master Seniority List.

B.Scope, Operation of Company Aircraft

The Company’s revenue flights (including Company revenue charter flights), conducted with aircraft owned, leased, or operated within the domestic or international operations described below, conducted with aircraft over 60,000 lbs. MTOGW, shall be flown only by Pilots whose names appear on the Federal Express Master Seniority List in accordance with the terms of the Agreement.

1.“Domestic flights” are all those Company flights wherein all flight legs within a single pairing originate and terminate at cities located solely within the contiguous 48 states.

2.“International flights” are all Company flights which originate from, terminate in or transit the U.S. or its territories via a location outside the contiguous 48 states. International flights also include all flights conducted by any Pilots on the Federal Express Master Seniority List assigned to Foreign Duty Assignment (“FDA”), or Special International Bid Award (“SIBA”).

3.All Domestic and International revenue flights conducted with aircraft that are owned, leased, or operated by the Company, having a MTOGW of greater than 60,000 lbs., and operated pursuant to the Company’s Airline Operating Certificate, or any additional Part 121 Airline Operating Certificate obtained by the Company, shall be operated by Pilots on the Federal Express Master Seniority List in accordance with the terms of the Agreement. Flying conducted with aircraft at or under 60,000 lbs. MTOGW (commonly referred to as “feeder flying”) shall not be substituted for Federal Express trunk flying (over 60,000 lbs. MTOGW) so p.2 as to cause a furlough of any Federal Express pilot. However, if and to the extent that and for such period of time that the furlough is the result of an act beyond the control of the Company (e.g., FAA grounding of a fleet, etc.), feeder/wet lease flying may be used to replace lost trunk flying. The Company shall not deploy multiple feeder flying in the domestic system to effect an elimination/reduction of the overall flying of an affected aircraft type; however, the Company may use multiple feeders to assume some existing trunk flying when aircraft or lift shortages exist during high volume periods. If feeder flying is substituted for Federal Express trunk flying, any Pilots who are assigned a crew position as a result of such substitution (and not due to changes in fleet deployment or composition unrelated to feeder flying such as retirement/replacement of an aircraft type), shall not have their hourly rate of pay reduced. This hourly rate protection shall end if a junior pilot is activated into a higher paying crew position that the senior pilot could have bid upon and been awarded, but elected not to do so.

4.Notwithstanding any other provision of the Agreement, the Company may continue to interline, co-load, code-share, part charter and enter into block space agreements with other carriers to move freight and service in International (outside the contiguous 48 states) markets as required. Within the Domestic system (the contiguous 48 United States) the use of the above shall be done only: (1) when necessary to expedite or (2) when economically necessary, unless otherwise agreed to by the parties.

5.At any time during the year should severe damage or destruction to a hull(s) occur the Company may utilize wet lease on a one for one basis until the lost aircraft is actually replaced in the fleet or for a period of one year, whichever is earlier.

6.The Company may also wet lease aircraft above 60,000 lbs. MTOGW to perform flights covered by this Agreement subject to the following progressive penalty schedule, which is based on the number of block hours flown by any wet leased aircraft under this Paragraph (i.e., Section 1.B.6.) as a percentage of total revenue block hours flown by FedEx Express trunk aircraft in the prior fiscal year:

[Note: Prior Calendar Year Net Aircraft Difference (PCYNAD) shall be determined pursuant to the PCYNAD Methodology as provided in Section 1.G.]

p.3 Example: FedEx trunk aircraft operated 100,000 revenue block hours in FY2027. The following fiscal year it wet leases aircraft. SPR equals $1,000 in 2028.

[Assumption: FY 2027 begins January 1, 2027 and ends December 31, 2027.]

If the fleet size remained the same in FY2027 and the wet leased aircraft operated 1250 block hours in FY2028, no penalty would apply.

If the total fleet size reduced in FY2027 and the wet leased aircraft operated 1250 block hours, the penalty owed would be $250,000 (i.e., (1250-1,000) x $1,000).

If the Company added 5 new aircraft in FY2027 and the wet leased aircraft operated 2250 block hours, the penalty owed would be $1,500,000 (i.e., ((1,750-1,250) x $1,000) + (2,250- 1,750) x $2,000)).

Prior to the first business day of each February bid period, the Company shall notify the Association, in writing, of the total revenue block hours flown by Company aircraft operated by Pilots on the Federal Express Master Seniority List in the prior year and the permissible number of wet lease block hours allowed by Section 1.B.6. In making this calculation, the Company shall round down to the nearest whole number.

The Company shall provide at least 30 days’ written notice to the Association of any such wet lease(s) (measured from the date the wet lease agreement is executed), except when the Company is unable to provide 30 days’ notice due to the nature of the situation that results in the use of wet leased aircraft. In such a case, the Company shall give as much advance notice as is possible under the circumstances.

If the Company enters into a wet lease under this provision, which is anticipated to exceed 26 weeks in a calendar year, it will consult with the Association on an expedited basis. At a minimum, the Company will provide information regarding the reason for the wet lease, its planned duration, and any anticipated impact to Pilots.

Should a wet lease actually extend beyond an aggregate total of 26 weeks in a calendar year, a penalty of 2 SPR will be incurred for each block hour flown pursuant to that wet lease beyond those 26 aggregate weeks, in addition to any other penalties due. Should, at the end of the calendar year, the Company have a net Master Seniority List growth of at least one Pilot, the penalty described in this paragraph shall be waived for the calendar year.

[Note: A week is a seven (7) day period running from a Sunday through the following Saturday, with the day based on the Memphis local base day (01:30 through 01:29, see Sections 2.38, 2.82, and 25.A.2.). A p.4 week is counted as part of wet lease operations if any wet lease block hours are flown in that week.]

Penalty payments due under this provision shall be distributed to Pilots in the manner determined by the Association before the end of the first quarter of each year.

[Note: The penalties in Section 1. B.6. will go into effect on the first day of the January bid period following the effective date of the Agreement. Legacy methodology shall be used until that date.]

7.The Company may enter into wet lease and other agreements with other carriers at any time without penalty or payment to any pilot or the Association in order to deliver freight to cities that cannot be served by Federal Express trunk aircraft because:

a.The Company does not possess all the requisite regulatory authority (or what authority it does possess is in dispute with any government or any agency thereof), all traffic authority and foreign government approvals/authority, as are necessary to fly the scheduled or required route. Should the Company not possess the requisite regulatory authority at the time of the wet lease, it shall make a good faith effort to acquire that authority.

b.Foreign government or foreign authorities’ action restricts the use of Pilots on the Master Seniority List so as to render the use of FedEx Pilots not operationally or economically feasible.

c.An Emergency (as defined by Section 2.53) exists that precludes the Company from utilizing Company aircraft. In the event the Company wet leases aircraft under this provision, the Vice President, Flight Operations, shall notify the Association and crew force through an FCIF as soon as practicable. Routine maintenance problems shall not constitute an Emergency.

d.The utilization of Pilots on the Master Seniority List is not, or does not continue to be, economically or operationally feasible given the low freight volume, treaty or regulatory restrictions on the right of the Company to move freight through or beyond certain countries or cities, or remoteness or isolation of the served city to the existing Federal Express international route structure.

8.Should the configuration of a given shipment (certain satellites, aircraft, helicopters, etc.) preclude the Company from using one of its own aircraft, then the Company may enlist the services of another carrier to handle that shipment on a sub-contract basis.

9.Company Scope Reporting & Meeting Obligations

a.The Company shall notify the Association quarterly concerning all wet leasing done during the preceding three bid periods pursuant to Section 1.B.5., B.6., B.7. or B.8. The Company shall identify the p.5 operator of the wet lease(s), the trip(s) flown by same, weight of cargo flown on the wet lease, and the reason and effect on Federal Express crewmembers.

b.If the Company wet leases pursuant to Section 1.B.7.b. or d. during the preceding three bid periods, the Company will, at the Association’s request, provide the Association with supporting information.

c.Upon reasonable request, the Company will provide the Association with information necessary to enable the Association to verify compliance by the Company with the terms of this Section. Requests from the Association regarding Section 1.B.4., B.6., and B.7. movements shall be based on specific instances and shall not be unduly burdensome.

d.The Company shall meet with the Association on a quarterly basis to discuss wet leasing, fleet acquisition and disposal plans and to share with the Association the additional Federal Express trunk route additions/deletions it anticipates over the next quarter. Upon Association request regarding Section 1.B.4. operations, the Company will, at the quarterly meeting, provide the requested information (e.g., supporting information regarding Section 1.B.4. operations between SJU-CLT). A standing committee consisting of an equal number of Association and Company representatives shall meet within fifteen (15) days following the end of the calendar quarter to review and discuss these matters. If the Company invokes Section 1.B.7.a. for operations during the preceding three bid periods because it did not possess all the requisite regulatory authority as necessary to fly a scheduled or required route with FedEx aircraft, it will at the quarterly meeting provide the Association with supporting information related to the Company’s good faith efforts to acquire the requisite regulatory authority.

[Note: Beginning in calendar year 2026, and subject to a non-disclosure agreement, the Company will provide the Association with aggregate data regarding movements covered by Section 1.B.4. for the purpose of ascertaining business and operational trends]

e.Proprietary, sensitive or confidential information provided under this Section will, at the Company’s request, be reviewed by Association representatives under confidentiality agreements.

10.No pilot shall be involuntarily furloughed while the Company wet leases any aircraft pursuant to Section 1.B.6.

11.Penalties and Requirements in the Event of a Furlough

a.Should the Company have any Pilot on a non-voluntary furlough pursuant to Section 23.A., all Section 1.B.6. wet leases shall be subject to a penalty of one SPR for every wet lease block hour p.6 flown thereafter until all Pilots have reported for duty from a recall notice (or declined recall) or the last furloughed pilot ceases to accrue seniority as provided in Section 23.A.4., whichever is earlier. This penalty is in addition to any penalty required by Section 1.B.6., however, in no event shall the total penalty exceed 2.5x SPR per wet lease block hours flown. Before the end of the first quarter of each fiscal year, penalty payments due under this provision shall be distributed on a per capita basis to Pilots who were on furlough when the penalty accrued.

b.In addition, in the event the Company enters into a Section 1.B.6. wet lease while a Pilot is on a non-voluntary furlough pursuant to Section 23.A., the Company shall recall a number of pilots equivalent to the staffing needs for the flight schedules operated by the wet leased aircraft.

C.Parent, Affiliates, and Alter-Ego Prohibition

1.Should the Company or parent of the Company (FedEx Corp.) or any subsidiary or Affiliate directly or indirectly Controlled by the Company or parent of the Company acquire with the intention of retaining and operating a U.S. certificated air carrier or air operation operating aircraft of over 60,000 lbs. MTOGW, then the acquired carrier’s routes and operation of aircraft above the MTOGW of 60,000 lbs. shall be assumed by the Pilots on the FedEx Master Seniority List. If the acquired airline is to be sold in the normal course of business, these seniority-merger provisions do not apply. If FedEx Corp., its subsidiaries or Affiliates retain and operate the acquired airline, the assumption of the acquired flying by Federal Express Master Seniority List Pilots shall take place as soon as reasonably practical after either the merger of the acquired carrier’s appropriate pilots (those flying aircraft over 60,000 lbs.) into the Federal Express Master Seniority List in the manner set forth in Section 1.D.1. and 3., or in the event the pilots from the acquired carrier are not intended to be retained, then upon the final regulatory confirmation and transfer of the operating certificates to Federal Express and/or FedEx Corp.

2.Neither FedEx Corp., the Company, nor any Affiliate of FedEx Corp. will create, acquire, or maintain an “alter-ego” airline operating aircraft over 60,000 lbs. MTOGW. Should FedEx Corp. or any of its Affiliates create or acquire an RLA carrier operating aircraft over 60,000 lbs. MTOGW, it shall be housed within the Company (i.e., Federal Express Corporation) and will operate under the terms of this Agreement (if FedEx Corp. or any of its Affiliates creates an RLA carrier) or in accordance with Sections 1.C.1., 1.D.3. and D.4. (if FedEx Corp. or any of its Affiliates acquires an RLA carrier). FedEx Corp. agrees to be bound by Sections 1.C.1., 1.D.2., and 1.E., should there be a dispute under this Section 1.C.2.

D.p.7 Acquisition and Successorship

1.If an Entity that is a U.S. certificated airline or U.S. certificated air cargo operation or is Affiliated with such an airline or operation, acquires Control of the Company or its parent or acquires all or a substantial portion of the Company’s air operations and as a result Pilots on the Federal Express Master Seniority List are to be integrated with Pilots on seniority lists at that airline or air cargo operation, the integration of pilot seniority lists shall be governed by the Association’s Merger Policy if the Association represents the airline’s Pilots as well as the Federal Express Pilots and otherwise under the McCaskill-Bond Amendment and Section 3 and Section 13 of the Allegheny-Mohawk Labor Protective Provisions [as specified in 59 CAB 22 (1972)].

2.This agreement shall be binding upon any Successor of the Company or its parent, including without limitation, any assignee, purchaser, transferee, administrator, receiver, executor, and/or trustee of the Company or its parent or any Entity that acquires Control of the Company, or the Company’s parent, or acquires all or a substantial portion of the Company’s air operations (hereinafter referred to as a “Successor” to the Company). Neither the Company nor its parent shall consummate a Successor transaction unless the Successor agrees in writing, in advance of executing an agreement to consummate such transaction and as an irrevocable condition of the Successorship transaction, to assume and be bound by the Agreement, to recognize the Association as the representative of the Federal Express Pilots and to guarantee that the Pilots on the Federal Express Pilots’ Master Seniority List will be employed by the Successor in accordance with the provisions of this Agreement. The Successor shall continue to recognize the Association in accordance with Section 1.A. unless and until the National Mediation Board transfers or extinguishes the Association’s certification following an operational merger. The Successor shall continue to be bound by the Agreement until the terms of the Agreement are modified in accordance with applicable law.

3.Should the Company (or a Company Affiliate including the Company’s parent) acquire, merge, or operate another U.S. certificated airline or U.S. certificated air operation that employs pilots who operate aircraft with a MTOGW of greater than 60,000 lbs., then such pilots operating aircraft above 60,000 lbs. MTOGW scheduled to be retained, if any, shall be integrated into the Federal Express Master Seniority List in accordance with the process described in Section 1.D.1.

4.If the acquired carrier will be retained under Section 1.C.1. or 1.D.3., or if there is a Successor that is an air carrier or has an air carrier Affiliate, and as a result FedEx Pilots are to be integrated with the pilots on the seniority lists at the other airline or air cargo operation, then:

a.p.8 The Company and the other air carrier will, upon receipt of the Association’s written request and within a reasonable period of time, begin negotiations with the Association and the pilots employed by the other air carrier through their collective bargaining representative, if any, for a joint collective bargaining agreement for the pilots of the merged carrier.

b.While the completion and implementation of an integrated pilot seniority list and a joint collective bargaining agreement is pending or in process:

i.the pilots and flight operations of the Company and the other air carrier will remain separated (and pilots and aircraft will not be transferred between carriers, except aircraft may be exchanged between the carriers to deal with unforeseen operational circumstances), with pilots employed by each air carrier operating under the terms of their respective collective bargaining agreements and employment policies (if the pilots of the other air carrier did not have a collective bargaining agreement); and

ii.the Company and/or Successor agree not to divert active and existing flying done by Federal Express Pilots to the other air carrier. The restrictions in Sections 1.D.4.b.i. and ii. shall not preclude the Company or Successor, if not otherwise prohibited by Section 1, from:

(a)acting to eliminate redundancies, overlaps of routes/services or similar services/routes provided by both carriers;

(b)coordinating operations, insofar as not specifically prohibited;

(c)exchanging assets (except as specifically prohibited);

(d)code sharing with each other;

(e)combining livery and marketing;

(f)integrating systems;

(g)undertaking other steps to obtain a single operating certificate, insofar as not specifically prohibited.

The Company or Successor, as applicable, shall, however, not cause Federal Express Pilots to be furloughed, assigned, or downgraded as a direct result of the elimination of these redundancies, or the discontinuance of the overlaps of route/ services, or the similar service/routes, and the elimination or discontinuance of redundancies, overlaps or similar service/ routes shall, to the extent operationally and economically practical, be accomplished without an elimination of or a reduction in flights operated by Pilots on the Master Seniority List.

5.p.9 Following the execution of any agreement that will result in an acquisition of the Company (or its parent) or the acquisition by the Company (or a Company Affiliate, including its parent) of a U.S. certificated airline that operates aircraft with a MTOGW of greater than 60,000 lbs., the Company will, at the Association’s request, meet with the Association to discuss the impact of the proposed transaction upon the Pilots.

E.Expedited Grievance and Arbitration Procedures

Any grievance alleging a violation of the provisions of Section 1 shall be filed in writing with the Vice-President, Labor Relations, within 20 days following the date on which the pilot acquired knowledge or reasonably should have acquired knowledge, of the fact(s) or event(s) giving rise to the grievance. The grievance shall be considered and a decision rendered in accordance with the provisions of Section 20 of this Agreement. The hearing before the Vice-President, Labor Relations shall be conducted within 5 business days following receipt of the grievance, and a decision shall be rendered within 5 business days of the conclusion of the hearing. If the decision of the Vice-President, Labor Relations is not satisfactory to the pilot or the Association, such decision may be appealed to the System Board in the manner set forth in Section 21. The System Board hearing shall be commenced within 30 days after the Vice President’s decision, or on the earliest available date offered by the neutral arbitrator selected by the parties. The parties shall attempt to use John LaRocco as the neutral arbitrator. If Mr. LaRocco is unavailable, the parties shall select the neutral arbitrator from the panel of arbitrators empowered to hear administrative grievances under Section 20. The parties shall make known to the selected arbitrator the expeditious nature of this arbitration and request a decision in the matter as soon as possible.

F.Disruption of Company Business

The Company shall not lock out Pilots and Pilots shall not engage in, cause or support any strike or work stoppage at the Company. In the event of an existing or impending labor dispute involving other represented employees, which is or has the capability of disrupting Company flight operations, the MEC Chairman and the Vice President, Flight Operations or the System Chief Pilot shall consult about what measures, if any, were or would be appropriate for Federal Express to take in light of the situation. The Vice President, Flight Operations or the System Chief Pilot will share the result of those conversations in an FCIF to the crewforce and outline what action(s), if any, the Company will take (or has taken) concerning the possible labor dispute.

In the event of a work stoppage legally authorized under the Railway Labor Act, involving other U.S. employees of the Company, the Vice President, Flight Operations or the System Chief Pilot shall consult with the MEC Chairman concerning the nature of any possible disruptions and the expectations the Company has in light of those anticipated disruptions. Pilots p.10 shall not be required to perform work customarily done by the Pilots of another U.S. certificated air cargo operation who are engaged in a lawful strike against their employer unless the Company has historically performed and provided such services on that airline’s behalf. In cases where the Company has contracted to conduct training for another carrier’s Pilots, Federal Express Pilots may refuse to train the other carrier’s Pilots if those Pilots are strike replacements. Strike replacement Pilots are those Pilots who are being trained to replace the carrier’s current striking Pilots or those Pilots (from the other carrier) in training for a new seat position when an imminent pilot strike is threatened. Nothing in this section shall preclude the Association from engaging in self-help activities after the procedures provided by the Railway Labor Act, as amended, for changing the terms of this comprehensive collective bargaining agreement have been exhausted.

G.Prior Calendar Year Net Aircraft Difference (PCYNAD) Methodology

The PCYNAD is the difference, if any, between the Baseline and Current Net Aircraft.

Baseline: The “as of” number in the last column available (prior to the “to be delivered/(retired)” columns) in the “Subtotal-Trunk Aircraft” row in the “Federal Express Segment Aircraft Fleet Statistics” published in the final “Stat Book” of the previous calendar year (FedEx Corporation (e.g., Q2 2025) Fiscal Statistics, Financial and Operating Statistics) less trunk aircraft not available for revenue service, subject to the parties’ audit.

Current Net Aircraft: The “as of” number in the last column available (prior to the “to be delivered/(retired)” columns) in the “Subtotal-Trunk Aircraft” row in the “Federal Express Segment Aircraft Fleet Statistics” published in the final “Stat Book” for the current calendar year (FedEx Corporation QX Fiscal Statistics, Financial and Operating Statistics) less trunk aircraft not available for revenue service, subject to the parties’ audit.

Example: for wet leases occurring in 2027, whether the Negative or Non-Negative column is applicable will be determined by the difference, if any, between:

• the 390 number [the “as of” number in the last column available (prior to the “to be delivered/(retired)” columns), in the “Subtotal-Trunk Aircraft” row as stated in “Federal Express Segment Aircraft Fleet Statistics” of 2025 Q2 SEC filing “Stat Book” (FedEx Corporation Q2 Fiscal Statistics, Financial and Operating Statistics) dated December 18, 2025] less trunk aircraft not available for revenue service, subject to the parties’ audit, and

• the “as of” number in the last column available (prior to the “to be delivered/(retired)” columns), in the “Subtotal-Trunk Aircraft” row as stated in “Federal Express Segment Aircraft Fleet Statistics” in the final “Stat Book” for the 2026 calendar year less trunk aircraft not available for revenue service, subject to the parties’ audit.

p.11 If the parties are unable to agree on the actual number in the parties’ audit regarding either the Baseline or Current Net Aircraft number within 60 days of publishing of the final calendar year 2026 Stat Book (for determining whether the Negative or Non-Negative column is applicable for wet leasing occurring in 2027), the dispute shall be subject to Section 1.E. The parties agree that neither party shall have the burden of proof.

For subsequent audits, if the parties are unable to agree on the actual number in the parties’ audit for the Baseline or Current Net Aircraft number within 60 days from the publishing of the applicable Stat Book, the dispute shall be subject to Section 1.E. The parties agree that neither party shall have the burden of proof.

1.p.15 ACTIVATION DATE

The date a pilot is released from training upon certified completion of OE or, if training is not required, then on a date specified for activation by the Company.

2.ACTIVE PAY STATUS

The pay status of an active pilot.

3.ACTIVE PILOT

A pilot other than a pilot on disability, furlough, leave of absence or disciplinary suspension.

4.ACTUAL BLOCK HOURS (ABH)

Actual time computed in hours and minutes from block-out to block-in.

5.ACTUAL CREDIT HOURS (ACH)

ACH is computed at the completion of an assignment.

a.ACH for a duty period is the highest of:

i.MPDP; or

ii.actual block hours; or

iii.actual duty rig.

b.ACH for a trip is the higher of:

i.trip rig as actually flown, plus actual revenue block hours in excess of 8 in any duty period, plus duty rig for the portion of any duty period beyond the scheduled on duty limitations; or

ii.the sum of ACH for each duty period.

6.AFFILIATE

The term “Affiliate” refers to:

a.any Entity that Controls another Entity or any Entity that is Controlled by another Entity, and/or

b.any other corporate subsidiary, parent, or Entity Controlled by or that Controls any Entity referred to in (a) above.

c.As of June 29, 2026, the term “Affiliate” for the Company shall include, but not be limited to, FedEx Corporation, FedEx Custom Critical, Inc., FedEx Dataworks, Inc., FedEx Logistics, Inc., and FedEx Office and Print Services, Inc.

7.AGREEMENT

The term “Agreement” means the collective bargaining agreement between the Company and Association effective June 29, 2026, and all letters of agreement and interpretations that remain as part of the Agreement by operation of Section 31.A. This definition does not apply to the use of the term, “Agreement,” in paragraph headings and section titles.

8.p.16 AIR CARRIER

The term “Air Carrier” means any common carrier by air.

9.AIRCREW PROGRAM DESIGNEE (APD)

An APD is a Check Airman who is authorized by the FAA to conduct airman certifications on behalf of the Administrator.

10.ASSIGNED

Other than as related to Section 24, a pilot is considered to have been assigned to an activity when the pilot receives notice of the pilot’s responsibility for that activity from the appropriate FedEx personnel or through the VIPS notification system.

11.ASSIGNED TRAINING BASE

An Instructor Pilot’s or Check Airman’s operational, training-related work location, whenever that location is not the pilot’s flying base.

12.ASSIGNMENT

As related to Section 24, a pilot’s involuntary placement into a crew position, training start date, or base transfer activation date. Specifically in the context of a crew position, “involuntary” describes placement into a crew position which the pilot either included on the pilot’s standing bid below the pilot’s previous, then-Currently Awarded/Assigned Crew Position, or did not include on the pilot’s standing bid.

13.ASSIGNMENT RIGHT OF RETURN (ARR)

A pilot’s right to return to the crew position from which the pilot was previously assigned.

14.AWARD

As related to Section 24, a pilot’s voluntary placement into a crew position, training start date, or base transfer activation date. Specifically in the context of a crew position, “voluntary” describes placement into a crew position which the pilot included on the pilot’s standing bid above the pilot’s previous, then-Currently Awarded/Assigned Crew Position.

15.BACK-END DEADHEAD

Deadhead travel that is scheduled to occur after the last revenue segment or standby period of a trip, and which terminates in the pilot’s base.

16.BASE

An aircraft specific operational work location (FDA or domicile).

17.BASE CLOSURE

For a given base (e.g., MEM MD-11), when the number of pilots with that base as their currently awarded/assigned crew position is zero following the closing of a System Bid.

18.BASELINE FARE

A fare quote that is obtained at the publication of the Baseline Fare.

19.p.17 BLOCK-IN

The moment that an aircraft comes to a complete rest in the blocks.

20.BLOCK-OUT

The moment that an aircraft first moves from the blocks for the purpose of flight or repositioning on the airport (including push back or tow).

21.BPO PILOT

A pilot who is an FPS/TAA, Check Airman, or Instructor Pilot.

22.CAPTAIN

A pilot, designated by the Company, to command an aircraft, and who has authority over all crew members and passengers for the purpose of operating that aircraft.

23.CARRYOVER

A trip or block of R-days scheduled to begin in one bid period and end in the next.

24.CASE IN CHIEF

The evidence presented by a party in the primary presentation of its case. The term does not include evidence used on cross examination or in rebuttal.

25.CHECK AIRMAN

A pilot qualified to administer evaluations. Aircrew Program Designee (APD), Line Check Airmen (LCA), Proficiency Check Airmen (PCA), and Standards Check Airman (SCA) are each a type of Check Airman. A Check Airman may be qualified as more than one type (e.g., dual qualified).

26.COCKPIT VOICE RECORDER

Any device, equipment or system maintained on board an aircraft that monitors or records a pilot’s voice while the pilot is on the aircraft.

27.COMPANY

Federal Express Corporation, a Delaware corporation, and its successors and assigns.

28.COMPANY AIRCRAFT

The term “Company Aircraft” refers to Company trunk aircraft that are not Feeder Aircraft. The term “Company Aircraft” also shall not include corporate jets used primarily for the transportation of the Company or Affiliate personnel and not freight. Company Aircraft shall include aircraft owned, leased, or otherwise operated by the Company.

29.CONSENSUS OF TRAINING REVIEW BOARD (TRB)

The voluntary agreement of all members of the TRB. It does not require that all members believe that a particular recommendation is the most desirable solution, but that the result falls within each member’s range of acceptable solutions for that matter. The members of the TRB shall strive to reach consensus on any matter within their discretion.

30.p.18 CONSULT

To consider and take input from before implementation but not requiring agreement, approval, or consensus.

31.CO-TERMINAL

Two or more airports in a specific grouping recognized as “co-terminals” in the Official Airline Guide (OAG).

32.CONTROL

“Control” by Entity A of Entity B exists if Entity A, directly or indirectly through the Control of one or more other Entities:

a.Owns securities that constitute and/or are exchangeable into, exercisable for, or convertible into (i) more than 50% of the outstanding common or capital stock of Entity B, or (ii) voting securities representing more than 50% of the total voting power of outstanding securities than entitled to vote generally in the election of Entity B’s board of directors or other governing body; or

b.Has the power or right to manage or direct the management of Entity B.

33.CREDIT HOUR (CH)

A unit, expressed in hours and minutes, used to calculate the value of an activity for purposes of pilot pay.

34.CREW POSITION

A specific crew seat, in a specific aircraft type, at a specific domicile (e.g., Captain MD-11 MEM; First Officer A-300 MEM).

35.CREW SEAT

Crew seat means Captain, First Officer or Second Officer.

36.CREW STATUS

A specific crew seat, in a specific aircraft type (e.g., Captain A-300; First Officer MD-11).

37.CURRENTLY AWARDED/ASSIGNED CREW POSITION OR STATUS

The crew position or crew status to which the pilot has an award/assignment, and which may differ from the pilot’s Current Crew Position or Status.

38.CURRENT CREW POSITION OR STATUS

The crew position or crew status in which the pilot was most recently activated, and which may differ from the pilot’s Currently Awarded/Assigned Crew Position or Status.

39.CURRENT STAFFING LEVEL

The number of active pilots currently awarded/assigned to a particular crew position on the date of the posting of a System Bid.

40.DATE OF HIRE

The first day of initial new hire training/basic indoctrination completed by a new hire pilot.

41.p.19 DAY

A 24:00 hour period of time, stated in local base time, specific to each base. A day is also referred to as a local base day.

42.DEADHEAD (DH)

Travel scheduled by the Company to position a pilot.

43.DEFAULT SECONDARY LINE PREFERENCES

A set of preferences predetermined by the SIG, for a given Crew Position, which will be used when a pilot has entered neither Standing Monthly Secondary Line Preferences, nor specific preferences.

44.DEPENDENTS

Dependents are individuals listed in the most recent version of the Pilot Benefit Book as dependents eligible for health care coverage.

45.DIFFERENCES TRAINING

The training required for a pilot who has qualified in a crew status, when such training is necessary before a pilot serves in the same crew status on a particular version of that airplane.

46.DISTANCE LEARNING

Learning that occurs when the trainee and instructors are separated by space and/or time. Distance learning courses are taught using various methods, including online technology, software, audio/video, videoconferencing, teleconferencing, or written material. Computer Based Training (CBT), and Learning Management System (LMS), are types of distance learning.

47.DOMESTIC DEADHEAD

A deadhead that operates solely within the contiguous 48 United States.

48.DOMICILE

An airport or co-terminal airports, designated by the Company, to which pilots are permanently assigned. A domicile is aircraft and base specific. A pilot’s base is the pilot’s domicile, except for pilots assigned to an FDA.

49.DOWN/LATERAL BID AWARD

An award (not including either Stand-In Bid Awards or ARR awards) of a different crew status that requires ITU training, that is compensated at an hourly rate less than or equal to the hourly rate of pay for the pilot’s current crew status.

50.DUAL QUALIFIED CHECK AIRMAN

A Check Airman who holds LCA and PCA qualifications.

51.DUTY PERIOD

A period of time a pilot is scheduled to be on duty or is actually on duty during a trip or airport standby.

52.p.20 DYNAMIC STAFFING LEVEL

The number of active pilots currently awarded/assigned to a particular crew position at any given time during the processing of the System Bid. The Dynamic Staffing Level may vary from the Current Staffing Level as the System Bid is processed.

53.ENHANCED OVERSIGHT PROGRAM (EOP)

A program specifically created to improve air safety at the Company by providing a method of identifying pilots who have demonstrated performance deficiencies or have experienced failures in the training environment.

54.ELIGIBLE PILOT (FOR SYSTEM BID)

Except as otherwise provided in Section 11 (crew position freeze), all active pilots shall have the ability to participate in a System Bid and, by operation of Section 24.C., receive an actual or notional award/assignment consistent with their standing bid.

55.ELIGIBLE PILOT (FOR TRAINING/BTA BID)

All active pilots shall have the ability to bid for and/or be assigned to monthly training slots (or BTA dates), except for:

a.a pilot who received a notional crew position award/assignment pursuant to Sections 9.E.6., 11.Q.2., 18.B.4., and 24.B.9.;

b.a pilot who received an actual or notional crew position award/assignment but who is returning from a pay only sick status (see Section 24.D.6.);

c.an FDA pilot who was assigned to a crew position and elected to hold the pilot’s required training or BTA date in abeyance until the pilot completes the pilot’s commitment period; or

d.an FDA pilot, who has completed the pilot’s commitment period and was awarded/assigned to a crew position but has elected to defer the pilot’s training or BTA date due to an education conflict (as defined in the FDA LOA).

56.EMERGENCY

The term “Emergency” shall include a situation beyond the Company’s Control as well as a situation or occurrence of a serious nature, developing suddenly and unexpectedly, and demanding immediate action. A situation is “Beyond the Company’s Control” can include: (1) an act of God, (2) a strike by any other Company employee group, (3) a national emergency, (4) revocation of the Company’s operating certificate(s), (5) unexpected grounding of the Company’s aircraft, or (6) a governmental or commercial action imposed on the Company which substantially reduces or inhibits the Company’s operation or ability to operate its air fleet, or portion thereof.

57.p.21 ENTITY

The term “Entity” means a natural person, corporation, association, partnership, trust or any other form for conducting business, and any combination or concert of any of the foregoing.

58.ESTABLISHED FARE

A fare quote obtained pursuant to Section 8.A.4.b. The fare quote shall include documentation which verifies the time and date that the fare quote was obtained and the employee number for the pilot(s), if any, assigned to the deadhead at that time.

59.EXPEDITED FREIGHT

The term “Expedited Freight” shall mean freight that exceeds the volume that can be shipped on the Company’s scheduled aircraft from a given airport location, or is available to be shipped after the Company’s aircraft has departed or freight that has arrived after a sort.

60.FARE QUOTE

A quote for the actual cost of a deadhead ticket, capable of being purchased by the Company at the time this quote is obtained. This includes quotes obtained for a deadhead to which a pilot is not yet assigned.

61.FEEDER AIRCRAFT

The term “Feeder Aircraft” shall mean aircraft with a maximum certificated gross takeoff weight not in excess of 60,000 pounds.

62.FILE/ISSUE

A document shall be deemed “filed” or “issued,” as applicable, on the day in which the document is postmarked, or if Federal Express is used, on the day in which the document is submitted to the Company for shipment.

63.FIRST OFFICER (F/O)

A pilot who is second in command of a Company aircraft and, in the absence or incapacitation of the Captain, has the authority over all crew members and passengers for the purposes of operating that aircraft.

64.FLAT BED SEAT

A seat on a commercial deadhead carrier that when fully reclined is greater than 175 degrees.

65.FLEET RETIREMENT

For a given aircraft (e.g., B727), when the number of pilots with that aircraft as their currently awarded/assigned crew status is zero following the closing of a System Bid.

66.p.22 FLIGHT DATA

Any performance data transmitted, recorded, collected from on board an aircraft by use of a:

a.Flight Data Recorder;

b.Cockpit Voice Recorder; or

c.other device/equipment/system/instrument installed onboard an aircraft

Flight Data includes Flight Safety Reports, tapes, recordings (as well as transcripts), papers, memos, studies, charts, graphs, reports (including Landing Scorecards), or similar work product derived from the devices listed above.

Pilot or Company generated reports, requests, or messages from ACARS shall not be considered Flight Data.

67.FLIGHT DATA RECORDER

Any device, equipment or system maintained on board an aircraft that transmits and/or records and/ or collects inflight data on the subjects of pilot, aircraft component or aircraft performance.

68.FLIGHT OR FLIGHT SEQUENCE

A flight segment or series of flight segments, uninterrupted by a legal rest period.

69.FLIGHT SEGMENT

A single flight leg between block-out and block-in.

70.FOREIGN DUTY ASSIGNMENT

An assignment of a pilot to a base outside the United States, or its territories, designated by the Company, for greater than 3 bid periods. A pilot holding an FDA shall be permanently domiciled in MEM.

71.FPS DUTIES

Duties which cannot be performed by a line pilot with standard qualifications, and for which special flight test-related training and/or qualification may be required by the Flight Operations Manual (FOM) and/or Flight Test Operations Manual (FTOM).

72.FRONT-END DEADHEAD

Deadhead travel that is scheduled to occur prior to the first revenue segment or standby period of a trip, and which originates in the pilot’s base.

73.p.23 FUNCTION

A subroutine in pairing generation software designed to accomplish a particular task. Some functions have variable settings that allow the user to adjust the influence they have on a particular pairing solution.

Example:

“Cie global soft credit max per position” is a function designed to control the amount of flying assigned to a particular base. It is colloquially referred to as the “base constraint” function.

74.FURLOUGH

A method for reducing the number of active pilots.

75.IMMEDIATE FAMILY

A pilot’s spouse, the pilot’s dependents under the age of 18, and the pilot’s dependents over the age of 18 that are relocating with the pilot to the pilot’s new permanent residence.

76.INITIAL CADRE CHECK AIRMAN

Pilots that the Company desires to be employed as Line Check Airmen (LCA) and Proficiency Check Airmen (PCA) to facilitate the introduction of a new aircraft.

77.INSTRUCTIONAL BID PERIOD

A bid period during which an Instructor Pilot or Check Airman is in a pay only status for the purposes of conducting training.

78.INSTRUCTOR

A Check Airman, Instructor Pilot, or professional instructor selected by the Company to perform instructional duties. All instruction after the Procedures Validation (PV) shall be conducted by an Instructor who holds an Airline Transport Pilot (ATP) certificate.

79.INSTRUCTOR PILOT

A pilot selected to perform instructional duties in the training center. Instructor Pilots must be qualified on the airplane in which they instruct.

80.INTERCONTINENTAL DEADHEAD

A deadhead that originates on one continent and terminates on another continent, and is scheduled for more than 5 block hours (OAG).

81.INTERNATIONAL DEADHEAD

A deadhead that originates or terminates in a location outside the contiguous 48 United States.

82.LAYOVER

A period of time during a trip, starting at release and ending at showtime, which contains a legal rest period.

83.p.24 LEGAL REST PERIOD

A period of time established prior to release, uninterrupted by the Company, during which a pilot is free from all duty. A pilot’s legal rest period shall begin when released from duty.

84.LEGAL RESTRICTIONS

Limitations imposed as a result of regulated age restrictions, FAA medical restrictions or other aviation-related restrictions imposed by law or regulation.

85.LINE CHECK

A line check is an operational evaluation event conducted to observe a pilot’s performance of his duties and responsibilities during line flights dispatched under FAR Part 121.

86.LINE CHECK AIRMAN (LCA)

A pilot qualified to administer line checks and conduct OE training

87.LINE OPERATIONAL EVALUATION QUALIFICATION (LOE) / LINE OPERATIONAL EVALUATION CONTINUING QUALIFICATION (CLOE) / MANEUVERS VALIDATION QUALIFICATION (MV)

An evaluation/validation event which shall be conducted by a Check Airman or the FAA. Event sets/maneuvers are specified in applicable FARs and AQP source documents. Events sets/maneuvers may be re-accomplished in accordance with the FARs and AQP source documents, but no training may be conducted.

88.LOCAL BASE TIME (LBT)

The local time (standard or daylight savings) at a pilot’s base.

89.LONGEVITY YEAR GROUP

For pay purposes, a pilot’s full years of longevity plus one (e.g., a pilot earns the fifth year hourly rate when the pilot has completed 4 years of active service).

90.MANEUVERS VALIDATION CONTINUING QUALIFICATION (CMV)

A validation/qualification event to maintain or reestablish a pilot’s qualification in a crew status, which shall be conducted by an Instructor Pilot. Maneuvers are specified in applicable FAR and AQP source documents. This is a train-to-proficiency event; however, proficiency in all maneuvers must be achieved within the allotted time for the event.

91.MATERNITY PERIOD

A pilot’s maternity period begins on the date of pregnancy and extends through 120 days following the date of the end of the pregnancy.

92.MAXIMUM LINE VALUE (MLV)

The maximum credit hour value of a pilot’s line, including carry-in credit hours.

93.p.25 MAXIMUM LINE VALUE (MLV) DROP RANGE

The credit hour span between a pilot’s awarded BLG/RLG (not including carryover) and MLV.

94.MAXIMUM STAFFING LEVEL

The threshold number of active pilots awarded/assigned to a particular crew position, beyond which that crew position is overstaffed, as determined by the Company. The Maximum Staffing Level shall be published for every crew position, on every System Bid posting.

95.MID-TRIP DEADHEAD

Deadhead travel that is scheduled to occur between 2 revenue segments or standby periods within a trip.

96.MINIMUM STAFFING LEVEL

The threshold number of active pilots awarded/assigned to a particular crew position, below which that crew position is understaffed, as determined by the Company. The Minimum Staffing Level shall be published for every crew position, on every System Bid posting.

97.MOST JUNIOR PILOT NOT SUBJECT TO ASSIGNMENT

For any crew position in which the Dynamic Staffing Level exceeds the Maximum Staffing Level, the pilot immediately senior to the most senior pilot subject to assignment.

98.NEGATIVE BID PERIOD REPORT

A report indicating that no revenue flying was performed by pilots other than line pilots during a particular bid period.

99.NEW HIRE PILOT

A pilot assigned to, or awarded the pilot’s initial crew position.

100.NEW HIRE JUNIOR ACTIVATION COMPENSATION

An hourly rate of pay which is higher than the hourly rate of pay a pilot otherwise would earn, and to which the pilot may be entitled as a result of a new hire junior pilot’s activation out of seniority order.

101.NOT OPERATIONALLY FEASIBLE

The phrase “not operationally feasible” (or variants of this phrase where for instance other words exist between the words “not”, “operationally” and/ or “feasible”, see, e.g. Section 1.B.7.d.) means that there exist operational restrictions or contingencies (such as airport size/condition, slot availability, service requirements, or security concerns) which make it impractical for the Company to provide freight transportation service with Company Aircraft or Pilots on the route involved. Should the basis (for not being operationally feasible) be related to security issues, FedEx Security shall provide briefings to the ALPA Security Chair on a quarterly basis to review those concerns.

102.p.26 NOTIONAL AWARD/ASSIGNMENT

When a pilot is awarded or assigned a notional award or assignment, the preliminary System Bid results will determine the pilot’s notionally awarded/ assigned crew position. The final System Bid results will not include that pilot’s notional award/assignment and will instead award/assign that crew position to another pilot.

103.OFF SITE TRAINING

Instructor Pilots and Check Airmen: Any training conducted at a location other than an Instructor Pilot’s/Check Airman’s base or Assigned Training Base.

Students: Any training conducted at a location other than a pilot’s base.

104.OPEN TIME

A trip or base standby period which is or becomes unassigned for any reason.

105.OPERATION IN THE CRITICAL PERIOD

Operation during any part of the critical period as an operating (i.e., required as part of the crew, not deadheading) crewmember.

106.OPERATING EXPERIENCE (OE)

A pilot’s operating experience is the final curriculum segment in a qualification or requalification curriculum. Operating experience provides handson experience in performing the duties of a specific crew status under the supervision of a current and qualified evaluator (Check Airman). Operating experience is conducted during actual flight operations. Operating experience is complete when the individual is recommended for a line check.

107.OPERATIONAL

For the purposes of Section 8, a period of time that commences at the scheduled report time of a duty period and concludes at the end of that duty period.

108.OPERATIONAL RECOVERY

The inclusion of a scheduled deadhead into a trip (either via revision, or ad-hoc trip construction), when there are less than 72 hours remaining between such inclusion, and the first revenue flight protected by such scheduling.

109.p.27 OVERRIDE SCHEDULED CREDIT (OSC)

OSC for a trip is the higher of:

a.Trip rig as scheduled, plus actual revenue block hours in excess of 8 in any duty period; or

b.The sum of the scheduled credit hour values of the duty periods. The scheduled credit hour value of each duty period is computed as the highest of:

i.minimum pay per duty period (MPDP); or

ii.block hours; or

iii.duty rig.

110.PARAMETER

For purposes of this subsection, a parameter is a rule, used in the SIG process and identified as a parameter, regarding the construction of pairings or lines.

Example:

“Maximum block per duty period” is a domestic parameter. Its current value is 7:35.

111.PASSOVER PAY

An hourly rate of pay which is higher than the hourly rate of pay a pilot otherwise would earn and to which such pilot may be entitled as a result of a junior pilot’s activation out of seniority order.

112.PDH ASSIGNMENT(S)

An assignment(s) designated for humanitarian or publicity purposes. PDH assignments shall not include revenue flying.

113.PILOT

A Captain, First Officer or Second Officer covered by this Agreement, employed by the Company, and whose name appears on the Master Seniority List.

114.PILOT(S) SUBJECT TO ASSIGNMENT

For any crew position in which the Dynamic Staffing Level exceeds the Maximum Staffing Level, the number of junior pilot(s) equal to the numerical difference between the Maximum Staffing Level and the Dynamic Staffing Level.

115.PROFICIENCY CHECK AIRMAN (PCA)

A Check Airman qualified to administer simulator validations/evaluations.

116.QUALIFIED

For purposes of Section 11 only, a pilot who has successfully completed the Company’s certification program, approved by the FAA, for a particular crew status.

117.p.28 REGULATED AGE

The age at which FARs do not permit a pilot to continue flying as a Captain or First Officer.

118.RELIEF FLIGHT OFFICER (RFO/RF2)

A pilot who is assigned to serve as a third pilot in a 2-pilot cockpit crew. The RFO/RF2’s primary responsibility is to assist the Captain and First Officer and while aloft, relieve the Captain and First Officer for the purpose of obtaining rest during the cruise portion of a flight(s).

119.REQUESTS/PREFERENCES

Requests and preferences (e.g., for trips to be dropped to satisfy minimum day off protection) shall be processed in the sequence provided in the Agreement, and shall be granted or denied based on objective criteria which may be specific to the particular request.

120.SCHEDULED

For the purposes of Section 8, commencing at the construction of a trip, any time period not meeting the definition of operational.

121.SCOPE PENALTY RATE (SPR)

The highest combined hourly rate for a one (1) Captain, two (2) First Officer crew with maximum years of pay longevity, including international override.

122.SECOND OFFICER (S/O)

A pilot who is third in command and who assists the Captain and First Officer in operating and monitoring aircraft systems.

123.SERIES OF TRIPS

A combination of trips that are not separated by a legal rest period.

124.SETTING

The particular value at which a variable function is fixed for a given solution.

Example:

For February 2006, the base constraint setting for ANC MD-11 CAP was 217 CH/day.

125.SHOWPAY

Credit hours to which a pilot may be entitled as a result of the pilot’s removal from an assignment. A pilot shall be deemed removed from the pilot’s assignment when the pilot is actually notified of the pilot’s removal, or when the Company has made reasonable efforts to notify the pilot, whichever occurs first.

126.SHOWTIME

The time a pilot is scheduled to report for duty.

127.SUNRISE SORT DUTY PERIOD

Any duty period that turns through a Sort Facility from an inbound night/ critical flight segment to an outbound day flight segment.

128.p.29 SLOT DENIAL PAYMENT (SDP)

The payment due to a pilot who is:

a.Denied a training start date award to which the pilot is otherwise entitled; or

b.Inversely assigned to a training start date as the result of a more junior pilot being bypassed.

129.SPECIAL INTERNATIONAL BID AWARD (SIBA) / SPECIAL BID AWARD (SBA)

A bidding status in which pilots bid for certain specified flying.

130.STANDBY SEQUENCE

A standby sequence is defined when a pilot’s trip is awarded/assigned. A standby sequence is the period of time starting at the beginning of a standby, and ending at the scheduled departure of the next scheduled flight activity (revenue flight or deadhead), in the trip, as awarded/assigned.

131.STANDING MONTHLY SECONDARY LINE PREFERENCES

A set of preferences defined by a pilot, for use in constructing the pilot’s secondary line, should the pilot be awarded one, in a bid period for which the pilot has not entered specific secondary line inputs or preferences.

132.SUBMISSIONS

a. Except as provided in b. below, submissions (e.g., for bid line adjustments) shall be processed in the order specified in the Agreement and shall be granted or denied based on uniformly applied, objective criteria. The Company shall consult with the Association prior to implementation of any new objective criteria, including any subsequent changes, and will supply material aspects in writing.

b.No bid line adjustment submission shall be unreasonably denied; however, with the approval of the Vice President, Flight Operations or the System Chief Pilot, a bid line adjustment submission may be denied for reasons other than those under item a. above. In such cases, the denial shall be reported to the Association within 3 days and shall specify the reasons for the denial.

133.SYSTEM BID

The process for awarding or assigning pilots to crew positions.

134.SYSTEM BOARD OF ADJUSTMENT

The legal proceeding used for resolving disputes growing out of grievances (including discipline under Section 19) or out of the interpretation or application of this Agreement in accordance with Section 204 of the Railway Labor Act, 45 U.S.C. Section 184.

135.p.30 TIME AWAY FROM BASE (TAFB)

The total hours and minutes a pilot is away from the pilot’s base, beginning at showtime and ending upon release at the pilot’s base at the conclusion of the pilot’s trip.

136.TIME ZONE DIFFERENTIAL (TZD)

The number of hours difference between the time zone in which a duty period begins and the time zone in which it ends.

137.TRAINING FOR PROFICIENCY EVENT

An event to establish, maintain, or demonstrate a pilot’s proficiency in which end level proficiency is not required in order to progress (e.g., remedial training). The type and number of maneuvers shall be tailored to the specific objectives. Training may be conducted by any qualified instructor. There are no limits to the number of maneuvers which may be re-accomplished, nor to the training that is conducted within the allotted time for the event.

138.TRAINING TO PROFICIENCY EVENT

A training event to maintain or demonstrate a pilot’s proficiency in which end level proficiency is required in order to progress (e.g., SV/ESV/PV/ CMV). The type and number of maneuvers shall be tailored to the specific objectives of the training. SV/ESV/PV training may be conducted by any qualified instructor. Unless otherwise specified in this Agreement, CMV training shall be conducted by an Instructor Pilot. There are no limits to the number of maneuvers which may be re-accomplished, nor to the training that is conducted within the allotted time for the event.

139.TRAINING REVIEW BOARD (TRB)

A board established by the Association and the Company for the purpose of reviewing and making decisions and, where appropriate, referrals and recommendations concerning training. The TRB shall be comprised of two members each from the Association and the Company. The TRB members shall consist of the MEC Training Committee Chairman, the MEC Pilot Assistance Group Chairman, the Company’s Managing Director of Air Operations Training and the Senior Manager of Flight Standards. If any of the Company’s members are not on the Federal Express Pilots’ Master Seniority List, the Company will appoint a TRB member who is on the Federal Express Pilots’ Master Seniority List. The Association or the Company may appoint a substitute TRB member(s) in any particular case.

140.TRIP

A series of flights normally commencing 1 hour prior to scheduled or rescheduled departure time from a pilot’s base and normally terminating 30 minutes after actual block-in at his base, except as provided in Section 12.A.6. (Operational Trip Return to Base) and 12.B.3. (Standby).

141.p.31 TRIP DAY

A day on which any portion of a trip is scheduled to operate.

142.TWO CONSECUTIVE NON-PEAK BID PERIODS

Any bid period with the exception of the November and December bid periods. October and January shall be considered consecutive bid periods.

143.24-REQUALIFICATION (24-REQUAL)

A training course that is only available to an eligible pilot who was previously activated in the pilot’s currently awarded/assigned crew status. Any requalification training course having a footprint similar to an ITU footprint shall not qualify as a 24-Requal.

144.24-DOWNBID TRAINING (24-DOWNBID)

A training course that is only available to an eligible pilot whose currently awarded/assigned crew status is the First Officer seat, in the same aircraft as the Captain seat from which the pilot was awarded/assigned. Any downbid training course having a footprint similar to an ITU footprint shall not qualify as a 24-Downbid.

145.24-DIFFERENCES TRAINING (24-DIFFERENCES)

A training course that is only available to an eligible pilot whose currently awarded/assigned crew status involves the operation of an aircraft type that the FAA Administrator has determined requires differences training for which the pilot has to bid.

A.p.33 New Hire Compensation

A new hire pilot in an active pay status shall be compensated 2.25 CH per calendar day from the date of hire until the pilot’s first activation date. A new hire pilot’s sick bank will likewise be charged 2.25 CH for each day in sick status with a scheduled event.

B.Longevity and Crew Status

A pilot’s hourly rate of pay shall be based on the pilot’s longevity year group and crew status, except as described in Section 3.A.

1.Longevity

a.The longevity of a pilot employed by the Company as a pilot prior to the effective date of this Agreement shall be the pilot’s longevity on the effective date. Longevity shall continue to accrue following the effective date except as otherwise provided for in this Agreement.

b.A pilot employed by the Company on or after the effective date of this Agreement shall accrue longevity beginning on the pilot’s date of hire as a pilot. Longevity shall continue to accrue following the pilot’s date of hire, except as otherwise provided for in this Agreement.

c.A pilot who changes longevity year groups after the beginning of any bid period shall be compensated at the pilot’s new rate for that entire bid period.

2.Crew Status

a.If a pilot’s crew status changes, the pilot shall receive the pay rate for the pilot’s new crew status upon activation.

b.Notwithstanding Section 3.B.2.a., a pilot whose crew seat is restricted by the FAA regulated age shall be compensated at the pay rate for the pilot’s new crew status on the date the pilot reaches the regulated age.

C.p.34 Hourly Rates of Pay

1.Hourly Rates- Effective First Day of July 2026 Bid Period

a.Wide Body Rates of Pay

b.Narrow Body Rates of Pay

2.p.35 Hourly Rates- Effective First Day of January 2028 Bid Period

a.Wide Body Rates of Pay

b.Narrow Body Rates of Pay

3.p.36 Hourly Rates- Effective First Day of January 2029 Bid Period

a.Wide Body Rates of Pay

b.Narrow Body Rates of Pay

4.p.37 Hourly Rates- Effective First Day of January 2030 Bid Period

a.Wide Body Rates of Pay

b.Narrow Body Rates of Pay

5.p.38 In no event, however, shall a pilot activated in an FDA crew position have an hourly rate of pay less than 70% of Narrow Body First Officer, Year 2 longevity group.

D.International Override

1.A pilot who blocks out (as a required crewmember, deadheading crewmember, SCA or LCA) on a flight segment that originates from, arrives at a destination of, or makes an intermediate stop at a location outside the contiguous 48 states, shall earn international override for the trip containing that flight segment. A pilot who shows for a standby in a location outside the contiguous 48 states shall also earn international override for that standby, regardless of whether the pilot blocks out on any flights.

2.International override shall be paid in addition to all other compensation for a trip. International override shall be paid for trip guarantee and overage credit hours earned for that trip as follows:

b.First Officer/RFO $8.00 per hour

E.Checks

1.Pilots shall be paid by checks issued on the 15th and last days of each month.

a.The check issued on the 15th day of the month shall contain:

i.one-half of a new hire pilot’s credit hours earned for the bid period; or

ii.one-half of a pilot’s BLG/RLG as awarded, adjusted for phase-in; and

iii.debits for compensation previously received but not earned (e.g., OTP, drop, no-show); and

iv.credits for compensation earned above BLG/RLG from the previous bid period but not yet received (e.g., make-up, overage); and

v.per diem earned in the previous bid period; and

vi.adjustments or reimbursements to the Company for other overpayments or underpayments. If an adjustment, other than an adjustment described in Section 3.E.1.a.iii., would reduce the pilot’s check by 25% of the pilot’s gross compensation or more, the adjustment may be made in a single lump sum, or in installments of 25% of the overpayment, at the pilot’s option; provided, however, that:

(a)p.39 the pilot shall be given prior notice of any such adjustments; and

(b)any adjustment shall not exceed 25% of gross amount of the pilot’s check without the pilot’s consent; and

(c)the limits contained in this paragraph shall not apply to deductions the Company is required by law to make; and

(d)any adjustment shall not exceed the maximum adjustment permitted by law.

b.The check issued on the last day of the month shall contain the remaining one-half of the pilot’s awarded BLG/RLG, adjusted for phase-in (25.F.) and any other required deductions as described in Section 3.E.1.a. For a new hire pilot, the check issued on the last day of the month shall also contain the remaining one-half of the pilot’s credit hours earned for the bid period.

2.A pilot may request automatic bank deposit of the pilot’s payroll checks.

F.Ultra Long Range (ULR) Premium

1.If a pilot blocks out as a required crewmember, SCA, or LCA on a flight segment scheduled to exceed 16 block hours at the time the pilot was awarded/assigned the trip, the pilot shall earn the ultra-long range premium (ULR) for the trip containing that segment.

Example: A pilot operates a ten-day trip including a revenue segment between MEM-HKG, with a scheduled block time of 16:24. All other segments in that trip have block times less than 16 hours. The pilot earns the ultra-long range premium for the entire trip containing that segment.

2.The ultra-long range premium described in Section 3.F. shall be in addition to all other compensation for that trip (e.g., BKO, International Override). This premium shall be paid for trip guarantee and overage credit hours earned for that trip as follows:

b.First Officer/RFO $17.00 per hour

A.p.41 Minimum Bid Period Guarantee

1.Except as provided in Section 23.A.1.a., a pilot shall have the following minimum bid period guarantee:

a.68 CH in a 4-week bid period.

b.85 CH in a 5-week bid period.

c.102 CH in a 6-week bid period.

2.A pilot’s minimum bid period guarantee shall be reduced by the net number of CH by which the pilot’s actual credit hour compensation for a bid period is less than the pilot’s BLG/RLG as a result of activities being dropped from the pilot’s awarded line with reduced pay or without pay.

Examples of reduced pay include: trips dropped and trip traded down to a lesser value.

Examples of trips dropped without pay include: pilot requested drops, phase-in conflict, transition to inactive pay status, emergency drop and disciplinary suspension.

3.A pilot who is in an inactive pay status during an entire bid period shall not have a minimum bid period guarantee for such bid period.

4.When a pilot returns to active pay status during a bid period for which the pilot was not awarded a bid line (e.g., Section 25.I.1.a., Custom lines), the pilot’s minimum bid period guarantee shall be prorated based on the number of days in which the pilot is in active pay status during that bid period.

5.A new hire pilot covered by Section 3.A., shall not have a minimum bid period guarantee. When the pilot is activated into the pilot’s first crew position following initial new hire training, the pilot’s minimum bid period guarantee shall be prorated based upon the number of days in the bid period following the pilot’s activation.

B.Bid Line Guarantee (BLG)

A pilot who is awarded a regular line shall have a BLG equal to the total of the trip guarantees for all trips on the line, excluding that portion of the CH of a carryover trip allocated to the next bid period as provided in Section 4.G. Prior to any adjustments, however, a BLG shall not be less than the minimum bid period guarantee as provided in Section 4.A.1. If the sum of trip guarantees for trips on a pilot’s regular line is less than the minimum bid period guarantee, such pilot’s BLG shall be increased to the minimum bid period guarantee.

C.p.42 Reserve Line Guarantee (RLG) and R-Day Value

A pilot who is awarded a reserve line shall have an RLG equal to the value of an R-day multiplied by the number of R-days scheduled on a reserve line for the bid period package (i.e., up to a maximum of 15, 19, or 23 days). The value of an R-day shall be determined by dividing 96% of the average BLG for regular lines published in the bid period package by the number of R-days scheduled on a reserve line for the bid period package and then rounding that amount to the nearest minute. Prior to any adjustments, however, an RLG shall not be less than the minimum bid period guarantee as provided in Section 4.A.1.

D.Mini-RLG

If a pilot’s schedule has both trips and R-days in the same bid period (i.e., secondary, or custom line, or carryover R-days), the following shall apply:

1.The value of all such R-days shall comprise a mini-RLG. Credit hour accrual for assignments on such R-days shall be the same as for a regular RLG.

2.CH earned prior to an R-day shall apply toward reserve leveling.

3.CH earned in reserve status in excess of a pilot’s mini-RLG shall be paid in addition to the pilot’s BLG as provided in Section 4.H.7. (100% up to RLG, 150% for CH over RLG).

E.Secondary and Custom Line Guarantee

1.Secondary Line Guarantee

Once constructed, a secondary line shall have a BLG or RLG as follows:

a.A secondary line comprised entirely of trips shall have a BLG computed as provided in Section 4.B.

b.A secondary line comprised of trips and R-days shall have a BLG equal to the sum of the trip guarantees (for trips scheduled on the line) and R-day values (for R-days scheduled on the line). Prior to any adjustments, however, the BLG shall not be less than the minimum bid period guarantee (as provided in Section 4.A.1.). The CH of a carryover trip shall be allocated between bid periods as provided in Section 4.G. The CH of a carryover R-day(s) shall be allocated to the subsequent bid period.

c.A secondary line comprised entirely of R-days shall have an RLG computed as provided in Section 4.C.

d.Considering regular and secondary lines together, the spread between the high and low line in a given crew position shall not exceed 13 CH.

2.[Reserved]

3.p.43 Custom Line Guarantee

a.If a pilot is assigned a custom line (as described in Section 25.I.), and the pilot does not otherwise have a BLG/RLG for the bid period, the pilot shall have a BLG/RLG for the pilot’s custom line computed as provided in Section 4.B., C., or E.1.b., as applicable. Prior to any adjustments, however, the minimum bid period guarantee shall not be less than the minimum BLG/RLG prorated as provided in Section 4.A.4.

b.If a pilot is assigned a custom line (as described in Section 25.I.), and the pilot has a BLG/RLG for the bid period (e.g., pay only line), the pilot’s BLG/RLG for the bid period shall be the greater of the pilot’s original BLG/RLG or the BLG/RLG for the pilot’s assigned custom line computed as provided in Section 4.E.3.a.

F.Trip Guarantee

1.A pilot’s trip guarantee shall be the scheduled credit hour (SCH) value of the trip when the trip is awarded/assigned to the pilot (e.g., bid award, trip trade, open time assignment) or when the pilot blocks out on the trip, whichever is greater. The credit hour (CH) value for a trip is computed as the higher of:

a.Trip rig, plus revenue block hours in excess of 10 hours in any duty period; or

b.The sum of the credit hour values of the duty periods. The credit hour value of each duty period is computed as the highest of:

i.minimum pay per duty period (MPDP); or

ii.block hours; or

iii.duty rig.

2.Computation of Credit Hour Values

a.Trip Rig

Trip rig is 1 CH for each 3.75 hours of time away from base (TAFB), rounded to the nearest minute.

b.Minimum Pay Per Duty Period (MPDP)

A pilot may earn a maximum of 1 MPDP per duty period as follows:

i.MPDP-1

Duty periods during a trip, when such trip contains at least one layover, shall have an MPDP-1 of 3:12 CH.

ii.MPDP-2

A duty period comprised exclusively of a trip which departs and returns to base in the same duty period shall have an MPDP-2 of 6:24 CH.

iii.p.44 MPDP-E

A duty period which operates into and out of a designated MPDP-E sort facility shall have an MPDP-E of 6:24 CH when the duty period neither originated nor terminated at base.

iv.MPDP-F

The final duty period of a trip, which is comprised of revenue flying then deadhead to base, shall have an MPDP-F of 9:36 CH when:

(a)the flight sequence originates at a layover city; and

(b)operates to a designated sort facility; and

(c)transits such facility and operates to another city; and

(d)transits such city and concludes with a deadhead by air to base.

v.Designated Sort Facilities

For MPDP-E and MPDP-F, the designated sort facilities are MEM, IND, EWR, OAK, ORD, AFW, GSO, LAX, ANC, CAN, CDG and any additional sort facilities so designated by agreement between the SIG and the Vice President, Flight Operations. The primary sort facility for an FDA shall be the designated sort facility for purposes of MPDP-E and MPDP-F on such trips.

c.Block Hours

Block hours are computed as 1 CH for each 1 hour from block-out to block-in computed on a minute by minute basis.

d.Duty Rig

i.Domestic Day Duty Rig

Duty rig is computed as 1 CH for each 2.0 hours on duty within a single duty period, rounded to the nearest minute, when that duty period has a showtime between the hours of 0500 and 1559 LBT.

ii.Domestic Night Duty Rig

Duty rig is computed as 1 CH for each 1.5 hours on duty within a single duty period, rounded to the nearest minute, when that duty period has a showtime between the hours of 1600 and 0059 LBT.

iii.Domestic Critical Duty Rig

Duty rig is computed as 1 CH for each 1.5 hours on duty within a single duty period, rounded to the nearest minute, when that duty period has a showtime between the hours of 0100 and 0459 LBT.

iv.p.45 International Duty Rig

Duty rig is computed as 1 CH for each 1.73 hours on duty within a single international duty period, rounded to the nearest minute.

G.Allocation of Carryover

1.Carryover R-Days (into Regular or Reserve Line)

The following shall apply to carryover R-days on which no trip is assigned, for regular and reserve line holders:

a.Carryover R-day(s) shall have the R-day value for the bid period in which they occur;

b.If the pilot holds a reserve line in the second bid period, carryover R-days shall be added to the RLG for such bid period;

c.If the pilot holds a regular line for the second bid period, carryover R-days shall be paid in addition to the BLG for such bid period.

2.Carryover R-days (into Secondary Line)

A secondary line holder with carryover R-days may designate the amount of the pilot’s carryover R-day CH to be applied toward the new bid period’s BLG or RLG, as applicable. The default setting shall be 0 (zero) CH applied toward the new bid period’s BLG/RLG. Such designation shall be made during the monthly View/Add window, as described in Section 25.E.4.b.iii.

3.Carryover Trips

a.The total credit hour value of a carryover trip shall be computed as a single trip as provided in Section 4.F. (Trip Guarantee).

b.The total credit hour value for the carryover trip shall be divided between the two bid periods in which the trip occurs as follows:

i.All Trips

(a)If the trip guarantee for the carryover trip is based on trip rig, the first bid period BLG or RLG shall include trip rig for the portion of the carryover trip scheduled to occur in the first bid period; provided, however, if the last duty period of such trip begins in the first bid period, the first bid period BLG or RLG shall include full trip guarantee.

(b)If the trip guarantee for the carryover trip is based on the sum of the duty periods, the first bid period BLG or RLG shall include the sum of the credit hour values of duty periods beginning in the first bid period.

ii.Non-Reserve Trips (Carrying Over into a Regular or Reserve Line)

If the carryover trip was not a reserve trip, then the following shall apply:

(a)p.46 If the pilot holds a BLG in the second bid period, the remainder of trip guarantee for the carryover trip shall be added to such BLG.

(b)If the pilot holds an RLG in the second bid period, the remainder of trip guarantee shall be paid in addition to such RLG, and shall not be credited toward RLG but shall be credited toward leveling.

iii.Non-Reserve Trips (Carrying Over into a Secondary Line)

If the carryover trip was not a reserve trip, then a secondary line holder may designate the amount of the pilot’s carryover CH to be applied toward the new bid period’s BLG or RLG, as applicable. If the secondary or custom line holder has a mini-RLG, the pilot’s designated carryover CH shall not be credited toward mini-RLG or leveling. The default setting shall be 0 (zero) CH applied toward the new bid period’s BLG/RLG. Such designation shall be made during the monthly View/Add window, as described in Section 25.E.4.b.iii.

iv.Reserve Trips (Carrying Over into a Regular or Reserve Line)

If the carryover trip was a reserve trip, the following shall apply:

(a)If the pilot holds a BLG in the second bid period, the pilot’s carryover R-days shall constitute a mini-RLG for the second bid period. The remainder of trip guarantee for the carryover trip shall be credited toward mini-RLG and leveling.

(b)If the pilot holds an RLG in the second bid period, the remainder of trip guarantee shall be credited toward such RLG and leveling.

v.Reserve Trips (Carrying Over into a Secondary Line)

If the carryover trip was a reserve trip, a secondary line holder shall be afforded the same designation opportunity and default as provided in Section 4.G.3.b.iii. above. If the secondary line holder has a BLG with mini-RLG in the second bid period, the pilot’s carryover R-days shall be added to the mini-RLG for the second bid period. The pilot’s designated carryover CH, if any, shall be credited toward mini-RLG and leveling.

c.Notwithstanding other provisions of this paragraph, compensation for carryover trips flown in VLT/DRF/CMU status shall be paid on the 15th of the month following the bid period in which the trip originated; provided, however, that overage accrued on such trips shall be paid on the 15th of the month following the bid period in which the trip terminated.

H.p.47 Reserve Credit Hour Accrual

1.A pilot who is assigned a trip(s) or base standby in reserve status shall have the trip guarantee or standby pay credited toward the pilot’s leveling and/or RLG as follows:

a.For leveling, trip guarantee or standby pay shall be credited upon assignment.

b.For RLG, trip guarantee or standby pay shall be credited when that pilot:

i.actually blocks out on the trip;

ii.shows for the standby;

iii.is bumped from the trip or standby; or

iv.is removed from the reserve assignment for sick leave in accordance with Section 14.B.5.b. (Sick Leave).

2.If a reserve pilot’s R-day(s) is removed for vacation or training, other than initial, transition, upgrade (ITU) training, an R-day value shall be credited on the first day of the bid period toward the pilot’s leveling and RLG for each R-day removed.

3.If a reserve pilot’s R-day(s) is removed with pay for jury service, bereavement, or Association business, an R-day value shall be credited toward leveling and RLG for each R-day removed.

4.If a reserve pilot is removed from a reserve trip prior to actual block-out for the reasons stated in Section 4.H.4.a. (this paragraph), the pilot’s RLG shall be credited as provided in Section 4.H.4.b., c., and d.

a.A reserve pilot removed from a trip for the following reasons shall return to the pilot’s reserve schedule:

i.trip canceled (Section 25.H.2.a.);

ii.trip revised to extend beyond R-days (Section 25.M.1.b.);

iii.early show without notice (Section 25.H.2.c.);

iv.weather restrictions (Section 25.H.2.f.);

v.FAR or other governmental authority (Section 25.H.2.g.);

vi.Contract limitations (Section 25.H.2.h.).

b.If the pilot is removed from the trip via VIPS more than 1:30 hours prior to the pilot’s scheduled showtime for an R-1.5 reserve, more than 2 hours for an R-2, more than 3 hours for an R-3, or more than 20 hours for an R-24, the pilot shall receive no credit for that trip.

c.If the pilot is removed from the trip via VIPS 1:30 hours or less prior to the pilot’s scheduled showtime for an R-1.5 reserve, 2 hours or less for an R-2, 3 hours or less for an R-3, or 20 hours or less for an R-24, the pilot shall be credited 3 CH showpay toward the pilot’s RLG.

d.p.48 If the pilot is removed from the trip via VIPS at or after the pilot’s scheduled showtime, the pilot shall receive 3 CH showpay toward the pilot’s RLG.

e.The VIPS information is used solely to time stamp the change in assignment. Showpay will be based upon this time stamp. Pilot availability is determined by Section 25.M.3.g.ii.

5.A reserve pilot shall not receive the 3 CH showpay described in Section 4.H.4.c. or d., if the pilot is removed from the trip and is assigned a trip scheduled to depart in the same duty period.

6.If a reserve pilot is entitled to additional compensation, as provided in Section 4.X. (FAR extension), Section 4.Z. (recall from rest), Section 4.BB.8. (reserve overage), Section 4.CC. (weather replacement), Section 4.GG. (critical period pay event), 4.HH. (intermediate stop pay), Section 12.D.10. (grid penalties), or Section 25.M.3.d.vii. (disruption for RP change), that pay shall be compensated in addition to the pilot’s BLG/RLG.

7.CH accrued on R-days shall be compensated as follows:

a.at 100% of the pilot’s normal pay rate for CH earned up to the RLG for that fleet in that bid period.

b.at 150% of the pilot’s normal pay rate for CH earned over the RLG for that fleet in that bid period.

8.Overage CH shall be credited to RLG or compensated in addition to BLG/RLG as provided in Section 4.BB.8.

9.A reserve pilot who voluntarily accepted a reserve assignment that was scheduled to extend beyond the end of the pilot’s block of R-days shall have that portion of that trip that extended beyond the pilot’s scheduled block of R-days compensated at 150% in addition to RLG. The calculation of the portion of the pilot’s trip to be compensated at 150% shall be done in the same manner as a carryover trip, as provided in Section 4.G.3.b.i.(a).

I.Adjustments to BLG/RLG

1.Phase-In Conflicts

a.If a pilot is removed from a trip(s) or R-day(s) at the beginning of a bid period due to a phase-in conflict (Section 25.F.), the value of such trip(s) or R-day(s) shall be deducted from the pilot’s new bid period BLG/RLG.

b.If a pilot is removed from a trip(s) or R-day(s) to protect minimum scheduled days off, the value of such trip(s) or R-day(s) shall be deducted from the pilot’s BLG/RLG.

c.If a pilot is awarded a line in a pay only status, phase-in conflicts on such line, if any, shall be processed as provided in Section 4.I.1.a.

2.p.49 Trip Trades and Trip Drops

a.If a pilot drops a trip for which the pilot was entitled to trip guarantee, or trades a trip(s) for a trip(s) of lesser value, the pilot’s BLG shall be reduced by the value of the trip dropped or by the difference in the value of the traded trips.

b.If a pilot trades a trip(s) for a trip(s) of higher value, the pilot’s BLG shall be increased by the difference in the value of the trips.

3.Pay During a Jury Service Absence

If a pilot is removed from any activity, as provided in Section 25.Y. (Jury Service), the pilot shall be compensated as follows:

a.For in-person jury service, pay protection shall be as provided in Section 25.Y.6.a.

b.For call-in jury service, pay protection shall be as provided in Section 25.Y.6.b.

4.Recurrent Training Pay (Other than Line Checks)

a.If a pilot’s recurrent training is scheduled other than as provided in Section 25.C.12.d.iii.(b), the pilot shall earn guarantee for the training (except for a no show), and the following shall apply:

i.When a pilot is scheduled for recurrent training on a scheduled day off (including a day(s) off generated due to phase-in conflict), the pilot shall be compensated 4:30 CH for each such day, in addition to BLG/RLG, except as provided in Section 4.I.7.

[Note: With the change in the 2015 CBA from “attends” to “scheduled for,” training is now added to BLG, with payment the month of the training (not the following month). Thus, the delay in pay deductions for phase-in conflicts that Paragraph S of the FDA provided for is no longer needed. Paragraph S will be suspended.]

ii.If a pilot is awarded/assigned recurrent training in conflict with a trip or block of R-days, the pilot’s pay shall be handled as provided in Section 4.I.1.a. (phase-in conflicts). If the pilot’s recurrent training conflicts with a block of R-days, the entire block shall be dropped as a phase-in conflict and the pilot shall not be responsible for any of the R-days in that block.

iii.If a pilot receiving recurrent training is removed from a trip(s) to protect minimum scheduled days off, the pilot’s pay shall be handled as provided in Section 4.I.1.b.

b.If a secondary line holder is scheduled for recurrent training other than as provided in Section 25.C.12.d.iii.(b), the pilot shall designate whether or not the pilot’s recurrent training credit hours (4:30 CH for each such day) are to be counted toward the pilot’s p.50 BLG/RLG. The default setting shall be for those credit hours not to count toward the pilot’s BLG/RLG. Such designation shall be made during the View/Add window.

c.If a pilot’s recurrent training is scheduled as provided in Section 25.C.12.d.iii.(b), the following shall apply:

i.If a pilot is removed from a trip(s) for which the pilot has trip guarantee, due to a conflict with recurrent training, the pilot shall earn the trip guarantee for that trip(s). The pilot’s eligibility for substitution shall be governed by Section 25.H.4.b. (Substitution).

ii.If a pilot receiving recurrent training is removed from a trip(s) to protect minimum scheduled days off, the pilot shall earn trip guarantee for that trip(s). The pilot’s eligibility for substitution shall be governed by Section 25.H.4.b. (Substitution).

iii.If a pilot attends recurrent training on a scheduled day off, or on a combination of days off and trip days, the following shall apply:

(a)if no trip was removed due to recurrent training or minimum days off, the pilot shall be compensated 4:30 CH per day, in addition to BLG/RLG, except as provided in Section 4.I.7.

(b)if a trip was removed due to recurrent training or minimum days off, and the total number of training days exceeds the number of trip days removed, the excess days shall be compensated at 4:30 CH per day.

iv.If a reserve pilot attends recurrent training on an R-day, the R-day value shall be credited toward the pilot’s leveling and RLG.

v.If a reserve pilot attends recurrent training on a scheduled day off the following shall apply:

(a)if the pilot has not waived the pilot’s minimum days off protection as provided in Section 25.E.1.b., (minimum day off protection for recurrent training), an R-day shall be removed from the pilot’s line and the R-day value shall be credited toward the pilot’s leveling and RLG; or

(b)if the pilot has waived the pilot’s minimum days off protection, no R-day shall be removed from the pilot’s line and the pilot shall earn 4:30 CH in addition to the pilot’s RLG.

d.A pilot who completes distance learning-based training shall earn 1 CH for each 2 scheduled hours of that training, or portion thereof. That compensation shall be in addition to BLG/RLG.

5.p.51 Initial, Transition, Upgrade (ITU) Training Pay

a.A pilot in ITU training for an upgrade award or as a result of a crew position assignment shall earn a minimum of the pilot’s BLG/RLG, adjusted as described in Section 4.I.1. (Phase-In Conflict), excluding carryover CH. If the pilot does not have a BLG/RLG (e.g., returning from a leave of absence), the pilot shall be assigned a prorated RLG (4 days of work for every 7 days available) for the pilot’s crew position based on the number of days the pilot is in active pay status during the remainder of the bid period.

b.For any bid period not completely covered by a pilot’s ITU footprint, in which the pilot is awarded a secondary line, the value of the pilot’s ITU to be applied toward the pilot’s BLG/RLG shall be a prorated portion of the credit hour value of average BLG for the pilot’s crew position. This pro-ration shall be calculated by dividing the number of days underneath the pilot’s ITU footprint, in the bid period, by the total number of days in the bid period (28, 35, or 42), rounded to the nearest whole number.

c.A pilot in ITU training for a lateral or down bid, other than a pilot who was assigned into that crew position, shall be awarded a line in pay only status. The pilot shall not be compensated for any carryover CH on the pilot’s pay only line.

d.A pilot in ITU training will only be compensated for the carryover credit hours the pilot actually flies and any remaining carryover credit hours shall be eligible for make-up.

e.For the bid period in which the pilot completes OE, the pilot shall be compensated the greater of:

i.the pilot’s pay only line; or

ii.the higher of SCH or ACH for OE trips, plus 4:30 CH for each day the pilot received or showed for scheduled training other than OE.

6.Requalification Training Pay

a.If a pilot receiving requalification training does not hold a pay only line, pay for requalification training shall be as described in Section 4.I.4. (recurrent training pay), or I.5. (ITU training pay), whichever is applicable based on the extent of the training necessary to accomplish requalification.

b.If a pilot receiving requalification training holds a pay only line, the pilot shall be compensated as provided in Section 4.I.5. (ITU training pay).

c.The Company shall notify a pilot requiring requalification training, via VIPS, of a potential lapse in currency at least 14 days prior to the lapse.

i.p.52 Maintaining currency

(a)A pilot whose request for use of the simulator is approved, shall receive pay from the Company (and if away from base, treated like a pilot who has been assigned to train at a location other than the pilot’s base (Section 11.E.1.g.)) when that pilot uses a simulator to maintain landing currency (i.e., Landing Currency Training, (LCT)) so long as the pilot did not need to use the simulator to maintain landing currency (LCT) in the prior 90 days. Pay with the associated Section 11.E.1.g. benefits for consecutive uses of the simulator to maintain landing currency (LCT) shall be at the discretion of the Fleet Captain upon consideration of proactive efforts the pilot made to maintain currency.

[Note: A pilot’s Continuing Qualification shall be counted as if the landings occurred in the aircraft when the simulator is requested.]

(b)Pilots who are approved to use a simulator away from their base to maintain landing currency but are not eligible for pay, along with the associated 11.E.1.g. benefits, as provided above in Section 4.I.6.c.i.(a), shall have the ability to use their deviation bank for travel to/from the simulator location.

ii.If the pilot does not maintain currency, the following shall apply:

(a)trips or R-days shall be dropped due to non-currency; and

(b)the pilot shall be eligible for make-up for any trips or R-days dropped as a result of non-currency; and

(c)the pilot shall not be compensated for days spent in requalification training.

(d)A pilot is expected to take proactive steps to maintain currency. A pilot who makes reasonable efforts to maintain currency will not be penalized, e.g., schedules simulator and it cancels, or has trip scheduled and it cancels.

7.Pay Following Training Failure

a.If a pilot incurs a training failure, the pilot shall continue to receive compensation as described in Section 4.I.4., I.5. or I.6. (recurrent, ITU or requalification training) as applicable, except that the pilot shall not be compensated for any subsequent training on a scheduled day off.

b.p.53 A pilot awarded or assigned a lower-paying crew position, whose activation is delayed owing to the pilot’s performance or unavailability (e.g., leave of absence, sick leave), will begin to earn the lower hourly rate of pay 90 days following the pilot’s awarded/assigned training start date, unless the pilot’s actual activation is sooner.

8.Bereavement Pay

A pilot removed from a trip(s) or R-day(s), as provided in Section 25.Z. (Bereavement Absence), shall be compensated for the portion of such activities in actual conflict with the bereavement absence as follows:

a.If an R-day conflicts with a bereavement absence, an R-day value shall be credited toward leveling and RLG.

b.If an entire trip conflicts with a bereavement absence, the pilot shall earn trip guarantee.

c.If a portion of a trip conflicts with a bereavement absence, the following shall apply:

i.the pilot shall be paid for any portion of the trip which the pilot actually operated; and

ii.the pilot shall be paid for other portions of the trip that conflict with bereavement absence; and

iii.The CH remainder of trip guarantee (i.e., that part not compensated as bereavement pay, and not actually operated), multiplied by 100, 125, or 150%, as applicable based on the trip’s assignment code, shall be:

(a)Charged to the pilot’s sick bank; or

(b)If the pilot requests, charged to the pilot’s vacation bank; or

(c)If the pilot requests, deducted from the pilot’s BLG, and be eligible for make-up.

9.Training Support Pay

a.If a pilot is scheduled to occupy a crew seat in support of another pilot’s simulator training (or aircraft/FTD training in lieu thereof) on an R-day, at the pilot’s base, the pilot shall be credited R-day value toward the pilot’s leveling upon assignment and credited toward RLG if the pilot shows for such assignment. The pilot will have an R-day value deducted from the pilot’s RLG, and receive no leveling credit, if the pilot no-shows such assignment.

b.If a pilot, other than a pilot on an R-day, occupies a crew seat in support of another pilot’s simulator training (or aircraft/FTD training in lieu thereof) the pilot shall earn 4:30 CH in addition to the pilot’s BLG/RLG. If the pilot is a VLT/DRF/CMU pilot, such compensation shall be at 150% of the pilot’s normal pay rate.

10.p.54 Military Absence

A pilot’s BLG/RLG shall be reduced by the value of any trip(s) and/or R-day(s) dropped due to military obligations. Such pilot shall be eligible for make-up. A pilot is eligible to use available vacation CH to cover trip days in actual conflict with the pilot’s military obligations. A pilot’s use of vacation CH for military obligations shall not create a deficit in the pilot’s vacation bank.

J.Effect of Line Revisions Prior to the Start of a Bid Period

If the Company revises a regular line following publication of a bid period package but prior to the close of the bidding for that bid period, the following shall apply:

1.The Company shall notify the affected pilots of the revision through VIPS and Administrative FCIF.

2.The line shall be awarded as revised at the time the bid closes.

3.The BLG for that line shall be the higher of BLG as originally published or as revised at the time the bid closes.

K.Correction of BLG/RLG Errors

1.If a line is published with a miscalculated BLG, the pilot awarded that line shall receive the higher of the published or the correctly calculated BLG, except that a pilot awarded a line with a BLG published as higher than the maximum permissible under line construction rules shall earn the highest BLG permissible under such rules.

2.The published RLG for a bid period package shall be revised to correct clerical or calculation errors.

L.Substitution

1.A pilot’s substitution guarantee shall be the sum of all CH earned in substitution status (i.e., availability credits, airport hold credits, substitution base standby credits and pay for a substitution trip). A pilot shall earn trip guarantee for a substitution trip only if the pilot blocks out on such trip. As provided in Section 25.H.3.b.ii., if a pilot’s substitution window is greater than 72 hours, and the pilot chooses not to remain eligible for substitution at 4 hours after showtime of the trip that caused substitution eligibility, the pilot shall be paid 18 CH toward trip guarantee and is eligible for OTP for the balance of trip guarantee.

2.If a pilot becomes eligible for substitution, the pilot shall be compensated as follows:

a.If the pilot accepts all substitution assignments and fulfills all availability requirements (as described in Section 25.H.3.), the pilot shall earn the greater of the trip guarantee for the original trip or substitution guarantee, provided, however, that a pilot shall not earn more than the trip guarantee for the pilot’s original trip unless the value of the substitution assignments the pilot performs p.55 (i.e., trips, standbys, and airport holds) is greater than original trip guarantee; or

b.If the pilot forfeits trip guarantee (e.g., by refusing a substitution assignment or failing to remain available for contact), and neither accepts a reassignment trip nor enters OTP, the pilot shall earn substitution guarantee only; or

c.If the pilot accepts a reassignment trip, the pilot shall earn reassignment trip pay as determined by Section 25.H.10. and Section 4.M.; or

d.If the pilot enters OTP, the pilot shall earn compensation as determined by Section 4.N.; and

e.A pilot shall not earn both assignment trip CH and substitution availability CH during the same day of substitution eligibility.

3.If a pilot initially eligible for substitution remains available as provided in Section 25.H.3.b. through H.3.e. (availability periods), the pilot shall receive 6 CH toward the pilot’s substitution guarantee for each availability period if:

a.during that availability period, the pilot was not offered a substitution trip; or

b.during that availability period, the pilot did not reject a substitution trip; and

c.the availability period was not entirely contained within the 72 hours in which no substitution assignment can begin as provided in Section 25.H.3.b.ii.

4.If a pilot is held for 4 hours at the airport following removal from the pilot’s original or substitution trip, and does not block out on a substitution trip during that 4 hour window, the pilot shall earn 6 CH credit toward the pilot’s substitution guarantee.

5.If a pilot forfeits trip guarantee, the pilot shall be eligible to make-up the value of the pilot’s original trip guarantee less CH earned in OTP (if the pilot is in OTP) or the pilot’s substitution guarantee (if the pilot is not in OTP).

6.If a pilot is eligible for substitution due to recurrent training, the recurrent training pay provided in Section 4.I.4.c.iii. shall be credited toward the pilot’s substitution guarantee.

M.Reassignment Trip Pay

1.If a pilot accepts a reassignment trip the pilot shall be compensated the higher of trip guarantee for the original trip(s) calculated at 100% of the pilot’s normal pay rate, or trip guarantee for the reassignment trip calculated at 125% of that rate, if:

a.the pilot blocks out on the reassignment trip; or

b.p.56 the pilot becomes eligible for substitution based on the pilot’s reassignment trip; or

c.the Company removes the pilot from the pilot’s reassignment trip for operational reasons (e.g., to replace a high minimums pilot).

2.If a pilot trades the pilot’s reassignment trip, the pilot shall earn only the trip guarantee for the trip(s) assumed as a result of the trade.

3.If a pilot does not block out on a reassignment trip due to illness or injury, the pilot shall be compensated the trip guarantee of the reassignment trip (at 100% of the pilot’s normal pay rate), and the pilot’s sick bank shall be charged accordingly.

N.PMU (Priority Make Up) Trip Pay

1.A pilot in OTP shall be pay protected for the trip guarantee of the pilot’s original trip for the remainder of the bid period in which the trip began plus three additional bid periods thereafter. The trip guarantee for the pilot’s original trip shall then be deducted from the pilot’s first paycheck after the pay protection ends (and subsequent paychecks if necessary).

2.If a pilot is assigned a PMU trip, the pilot shall earn trip guarantee.

3.CH for trips assigned as PMU shall be compensated at 125% of the pilot’s normal pay rate, except that CH earned for trips assigned as PMU, which exceed the pilot’s OTP eligibility shall be compensated at 100%.

Example:

A 12 CH trip and an 18 CH trip become eligible for substitution. The pilot holding those trips elects OTP and therefore has an OTP eligibility of 30 CH. The pilot flies a 24 CH PMU trip. These CH are paid at 125%. With 6 hours of OTP eligibility remaining (and before that eligibility expires), the pilot flies a 9 CH PMU trip. Six of these CH are paid at 125% and the other 3 CH are paid at 100%.

O.Base Standby Pay

1.A pilot on base airport or base hotel standby shall be guaranteed the higher of:

a.trip rig, with the TAFB commencing at the beginning of the first standby period and ending at the conclusion of the last standby period; or

b.an R-day value for each local base day in which there is a standby period, except as provided in Section 4.O.2. below.

2.If a pilot eligible for substitution is assigned a base standby (as provided in Section 25.H.5.d.), and does not block-out on a trip, the pilot shall be credited with 6 CH towards the pilot’s substitution guarantee. If the pilot blocks out on a trip, the pilot shall be compensated the greater of trip guarantee for such trip or substitution availability credit.

3.p.57 If a pilot on base airport standby blocks out on a trip, the pilot shall earn the trip guarantee for that trip, with the calculation of MPDP and duty rig beginning at showtime of the standby period.

4.If a pilot on base hotel standby blocks out on a trip, the pilot shall earn the trip guarantee for that trip. Any eventual overage will be calculated based upon that trip.

P.Make-Up Pay

A pilot who is assigned a make-up trip shall be compensated as follows:

1.If a pilot is assigned a make-up trip, other than make-up sick or make-up vacation, the pilot shall earn trip guarantee.

2.Make-Up Sick (MUS), Make-Up Disability (MUD) and Make-Up Vacation (MUV)

a.If a pilot is assigned a MUS, MUD or MUV trip, the pilot shall earn trip guarantee if the pilot blocks out on such trip.

b.If a pilot is removed from a MUS, MUD or MUV trip prior to block-out, the pilot shall be credited as follows:

i.If the pilot is removed via VIPS more than 3:00 hours prior to the pilot’s scheduled showtime, the pilot shall receive no credit for that trip.

ii.If the pilot is removed via VIPS 3:00 hours or less prior to the pilot’s scheduled showtime the pilot shall be credited with 3 CH showpay.

iii.If the pilot is removed at or after the pilot’s scheduled showtime, the pilot shall be credited with 3 CH showpay.

iv.Notwithstanding other provisions of this paragraph, if a pilot blocks out on another MUS, MUD or MUV trip with a showtime within 4 hours of the showtime of the original trip, the pilot shall not receive showpay for the first trip.

c.If a pilot is removed from a MUS, MUD or MUV trip prior to block-out due to sick leave, the pilot shall not earn any CH for that trip and no deduction shall be made from the pilot’s sick leave account.

Q.Volunteer (VLT), Draft (DRF), and Compensatory Make-Up (CMU) Pay

A pilot who is notified of a VLT trip or has accepted a DRF trip shall be compensated as follows:

1.Except as provided in Section 12.C.2.c.iii. (taxi/air turn back to base), and Section 8.C.1.f.iii. (deviation trip schedule change), if a pilot blocks out on a VLT/DRF trip, the pilot shall earn trip guarantee at 150% of the pilot’s normal pay rate and overage, if any, as provided in Section 4.BB. Such compensation shall be in addition to BLG/RLG.

2.p.58 If a pilot is removed from a VLT/DRF trip prior to block-out, the pilot shall be compensated as follows.

a.If the pilot is removed via VIPS more than 3:00 hours prior to the pilot’s scheduled showtime, the pilot shall receive no compensation for that trip.

b.If the pilot is removed via VIPS 3:00 hours or less prior to the pilot’s scheduled showtime, the pilot shall earn 3 CH showpay at 150% of the pilot’s normal pay rate.

c.If the pilot is removed at or after the pilot’s scheduled showtime, the pilot shall earn 3 CH showpay at 150% of the pilot’s normal pay rate.

d.A pilot who is removed from multiple VLT or DRF trips within the same duty period shall receive a maximum of one showpay associated with such duty period.

3.A pilot who is removed from a VLT or DRF trip and blocks out on another VLT or DRF trip with a showtime within 4 hours of the showtime of the original trip shall not receive showpay for the first trip.

4.If a pilot is removed from a VLT or DRF trip prior to block-out due to sick leave, the pilot shall not earn any CH for that trip and no deduction shall be made from the pilot’s sick leave account.

5.A pilot who is removed from a VLT or DRF trip after block-out due to sick leave shall be compensated at 150% of the pilot’s normal pay rate for such trip. The CH charged to sick leave (as described in Section 14.B.5.) shall be charged at 150%.

6.For purposes of this Section, the provisions of Section 4.Q.1. through 4.Q.5. apply for a pilot assigned a CMU trip.

7.CH for trips assigned in compensatory make-up status shall be compensated at 150% of the pilot’s normal pay rate, except that CH earned for trips assigned in compensatory make-up status, which exceed the pilot’s compensatory make-up eligibility, shall be compensated at 100%.

R.Field Emergency Pay

1.If a pilot in field emergency pay status departs the pilot’s location to position for the trip, or blocks out on the revenue portion of a trip, the pilot shall earn trip guarantee at 150% of the pilot’s normal pay rate. The pilot shall be reimbursed for expenses incurred in positioning, as provided in Section 5.A.7. (authorized expenses), by submission of an expense report (a field emergency pilot’s trip shall be constructed as provided in Section 25.R., in order to establish a credit hour value for the trip).

2.p.59 If a pilot accepts a field emergency trip and is removed from that trip prior to departing the pilot’s location for the purpose of positioning for the field emergency trip, the pilot shall earn 3 CH paid at 150% of the pilot’s normal pay rate.

S.Special Project Pay

A pilot assigned to special projects shall receive $100 per hour worked on a scheduled day off, not to exceed 8 hours per day.

T.Priority Non-Premium (PNP)

1.A pilot eligible for PNP shall retain the priority status for the bid period the pilot was eligible for PNP plus one additional bid period. Thereafter, those CH revert to general make-up (M/U).

2.A pilot who is assigned a PNP trip shall earn trip guarantee, in the same manner as provided for a general make-up trip in Section 4.P.1.

U.Taxi Pay

1.A pilot who reports for or performs aircraft ground operations for a purpose other than flight, not during a trip or base standby, shall earn 3 CH or duty rig, whichever is greater.

2.A pilot who reports for or performs aircraft ground operations for a purpose other than flight, during a trip or base standby, shall earn 1 CH in addition to all other compensation due. This additional 1 CH shall be payable upon the pilot’s submission of a pay log.

V.[Reserved]

W.Disruption Compensation

1.Trips held in the following pay codes are eligible for disruption pay: TRP, SON, SWP, SMU, M/U, MUV, MUD, MUS, PDO, PNP, AFB, PRO, RSV (for R-24 pilots), and CIA. If a pilot’s eligible trip is disrupted as provided in Section 25.S., the pilot shall receive disruption pay as follows:

a.Landing Disruption

1:30 CH per extra landing as provided in Section 25.S.2.a.

b.Duty Period Disruptions

1:30 CH for each duty period in which one or more of the disruptions described in Section 25.S.2.b. occurs, except that a deadhead deleted at the end of an international trip shall pay 3:00 CH (Section 25.S.2.b.ii.).

c.Layover Change Disruption

For disruptions described in Section 25.S.2.c.:

i.1:00 CH for one change per trip;

ii.1:30 CH for two changes per trip; or

iii.3:00 CH for three or more changes per trip

d.p.60 Crew Designation Disruption

1:30 CH for each flight in which a pilot who was awarded/assigned a crew designation as a Standard Crew member, and is assigned and operates as a Relief Pilot, or vice versa, as described in Section 25.S.2.d. Instances in which pilots mutually agree upon a role switch (e.g., for landing currency) do not qualify.

e.Out-and-Back Disruption

1:30 CH per trip for disruptions described in Section 25.S.2.e.

f.Single Layover Disruption

3:00 CH per trip for disruptions described in Section 25.S.2.f.

g.Day to Critical Disruption

1:30 CH per trip for disruptions described in Section 25.S.2.g.

2.The applicability of disruption pay is determined by comparing the trip as awarded/assigned with the trip as actually operated, regardless of intermediate revisions. A pilot must operate a disruption to receive the corresponding pay.

3.Except for the disruption due to a deadhead at the beginning or end of a trip being revised to operate, as provided in Section 25.S.2.b.ii., a disruption(s) is not payable based on events that occurred during a duty period that qualifies for extra duty period pay, as provided in Section 4.Y.

X.FAR Extension Pay

If a pilot’s duty period is extended beyond the operational limits as provided in Section 25.T., the pilot shall earn an additional 3 CH at the pilot’s normal pay rate.

Y.Extra Duty Period Pay

1.Trips held in the following pay codes are eligible for extra duty period pay: TRP, SON, SWP, SMU, M/U, MUV, MUD, MUS, PDO, PNP, AFB, PRO, RSV (for R-24 pilots), and CIA. If the actual number of duty periods operated in a pilot’s eligible trip exceeds the number of duty periods scheduled when the pilot was awarded/assigned the trip, the pilot shall be compensated 3:30 CH at the pilot’s normal pay rate for each additional duty period, in addition to all other compensation. Activities assigned during single day base standbys (airport or hotel) shall not generate extra duty period pay.

2.If a duty period qualifies for extra duty period pay, no disruptions (except for the disruption due to a deadhead deleted at the beginning or end of a trip as provided in Section 25.S.2.b.ii.) are payable based on events that occurred during that duty period.

3.For purposes of determining extra duty period pay, a standby period(s) that is part of a multiple day trip, but is not attached to a duty period p.61 scheduled to contain flying shall count as one duty period. A hotel standby period counts as a duty period only for purposes of extra duty period pay; the provisions of Section 12 apply in all other cases.

Z.Recall From Rest Pay

If a pilot is recalled from a legal rest period (i.e., the pilot’s legal rest period is interrupted, see Section 2.77), the pilot shall be compensated 3 CH, at the pilot’s normal pay rate, in addition to all other compensation.

AA. Base Replacement Pay

1.If a pilot blocks out on a base replacement trip (Section 25.Q.), the pilot shall earn the greater of trip guarantee for the pilot’s original or replacement trip.

2.If a pilot described in Section 4.AA.1., is involuntarily assigned (Section 25.Q.2.) the pilot shall be compensated at 150% of the pilot’s normal pay rate.

3.If a pilot blocks out on a base replacement trip, the pilot shall earn 3 CH base replacement pay at the pilot’s normal pay rate in addition to all other compensation.

4.If a pilot’s base replacement trip is canceled, the pilot shall earn the trip guarantee of the pilot’s original trip.

BB. Overage Accrual and Compensation

1.Overage Compensation and Credit

a.Overage compensation shall be paid in addition to all other compensation to which a pilot is entitled, except as provided in Section 4.BB.1.b. through BB.1.f.

b.Overage CH for a reserve trip shall be credited and compensated as provided in Section 4.BB.8.

c.Overage CH for a substitution trip shall be credited and compensated as provided in Section 4.BB.9.

d.Overage CH accrued during a make-up vacation trip shall be applied toward a pilot’s vacation bank.

e.Overage CH accrued during a make-up sick trip shall be applied toward a pilot’s disability sick account.

f.Overage CH accrued during an AFB trip shall be applied as provided in Section 18.E. (Association Fly Back).

2.For the purpose of computing overage compensation, SCH is equal to trip guarantee.

3.If the revision or operation of a non-reserve trip causes a conflict with a pilot’s subsequent trip or R-day, the following shall apply:

a.If the conflicted activity is an R-day, then:

i.p.62 if the pilot was available for any portion of the pilot’s RP, the pilot shall be compensated both the overage earned and the value of the R-day.

ii.if the pilot was not available for any portion of the pilot’s RP, the pilot shall be compensated the greater of the overage earned or the value of that R-day.

b.If the conflicted activity is a trip, it shall be removed and the following shall apply:

i.the pilot shall not be entitled to compensation for the removed trip if the pilot did not have trip guarantee for the dropped trip.

ii.if the removed trip was a substitution trip, the substitution trip shall not be credited toward the pilot’s substitution guarantee, and the pilot shall remain eligible for substitution. The pilot’s entitlement to trip guarantee for the pilot’s original trip shall not be affected.

c.If the pilot has trip guarantee for the removed trip, the pilot may elect the following:

i.to have the trip in conflict dropped without pay, in which case the accrued overage shall be paid and the dropped credit hours shall be eligible for make-up; or

ii.If the pilot does not elect the option in Section 4.BB.3.c.i., the subsequent trip shall be removed with pay and the pilot shall be eligible for substitution.

4.If the revision or operation of a reserve trip causes a conflict with a pilot’s subsequent trip, the subsequent trip shall be removed and the following shall apply:

a.If the pilot did not hold trip guarantee for the subsequent trip, the pilot shall not be entitled to compensation for such trip.

b.If the pilot held trip guarantee for the subsequent trip, the pilot may elect to have the trip in conflict dropped without pay, in which case the accrued overage shall be paid and the dropped credit hours shall be eligible for make-up.

c.If the pilot does not elect the option in Section 4.BB.4.b., the subsequent trip shall be removed with pay (as provided in Section 4.L.), and the pilot shall be eligible for substitution. If the removed trip was a substitution trip, that trip shall not be credited towards the pilot’s substitution guarantee and the pilot shall remain eligible for substitution. The pilot’s entitlement to trip guarantee for the pilot’s original trip shall not be affected.

5.If a trip’s ACH exceed OSC or the trip is operationally extended past its original scheduled return time, a pilot shall earn overage CH computed as the higher of:

a.p.63 ACH minus the sum of OSC for the trip and SCH of any subsequent trip(s) removed with pay due to actual conflict; or

b.trip rig computed for the time the extended trip conflicts with time the pilot was scheduled to be free from duty at base, if such time exceeds 2 hours.

6.If a trip extends 2 hours or less into time scheduled free from duty at base, overage CH shall be paid at the pay rate applicable to the extended trip; provided however, that overage CH for a PDO trip shall be paid to the pilot who operated the trip.

7.If a trip extends more than 2 hours into time scheduled free from duty at base, overage compensation for the first 12 CH shall be paid at 150% of the pilot’s normal pay rate. If a pilot earns more than 12 CH of overage on a trip, the excess shall be paid at 200% of the pilot’s normal pay rate.

8.Reserve Overage

a.If the ACH of a reserve trip exceed OSC and/or such trip is operationally extended 2 hours or less into time scheduled free from duty at base on a non R-day, all overage CH shall be applied to the pilot’s RLG and leveling at 100%.

b.If a reserve trip extends more than 2 hours into time scheduled free from duty at base on a non R-day, overage CH shall be computed as trip rig for the period from scheduled trip termination until actual trip termination. Overage CH shall be applied as follows:

i.CH accrued on an R-day shall be applied toward leveling and credited toward RLG at 100%.

ii.CH accrued on time scheduled free from duty on a non R-day shall be applied toward leveling only at 100% and shall be compensated in addition to BLG/RLG at 150% of the pilot’s normal pay rate.

9.Substitution Overage

a.If the ACH of a substitution trip exceed OSC or that trip is operationally extended 2 hours or less beyond the release time of the original trip, into time scheduled free from duty at base, all overage CH shall be credited toward the pilot’s original trip guarantee at 100%.

b.If a substitution trip extends more than 2 hours beyond the scheduled termination of the pilot’s original trip, into time scheduled free from duty at base, overage shall be computed as trip rig for the period from scheduled termination of the substitution trip until actual termination of that trip. Overage CH shall be applied as follows:

i.Overage CH accrued, if any, from the scheduled termination of the substitution trip until the scheduled termination of the p.64 original trip shall be credited toward trip guarantee of the original trip at 100%.

ii.Overage CH accrued from scheduled termination of the original trip until actual termination of the substitution trip shall be compensated at 150% of the pilot’s normal pay rate.

CC. Weather Replacement Pay

A Captain, while away from base on a trip, who is removed from the pilot’s scheduled activity to replace a weather restricted Captain earns weather replacement pay of 2:30 CH.

DD. [Reserved]

EE. Grid Penalty Event (GPE)

This paragraph applies to all international trips except for international trips constructed under Section 12.D.1.b. or c.

1.A grid penalty event (GPE) occurs in the following six circumstances:

a.A pilot’s duty period exceeds the maximum duty permitted in the Grid based on the pilot’s Grid sleep state by more than 1:30.

b.A pilot’s layover was less than the applicable International Grid Minimum Layover (i.e., 14 hours or 12 based on the chart in Section 12.D.2.e.).

c.A pilot received more than 4 “not adjusted” rests in a row. Each rest after 3 non-adjusted rests shall be a separate GPE event. An initial GPE occurs when the pilot’s fifth duty period begins without the pilot having received at least 18 hours free from duty preceding the beginning of that duty period. For purposes of Section 4.EE.1.c., only, an unassigned hotel standby period shall be counted as part of the rest periods preceding and/or following it (e.g., an unassigned 11:30 hotel standby period, followed by a 12:30 rest period will be counted as an adjusted rest).

d.A pilot exceeds the landing limitations as permitted in the grid in any single duty period.

e.30-in-120 Nonconformance Penalty

If a pilot’s trip did not conform to 30-in-120 (as set forth in Section 12.D.2.g., except using 30 instead of 32 hours), the pilot shall be paid 3 CH in addition to all other compensation regardless of the 48-hour period as stated in Section 4.EE.3., and the event shall be additive to the total count of GPEs for the trip.

f.34-in-168 Nonconformance Penalty

If a pilot’s trip did not conform to 34-in-168 (as set forth in Section 12.D.2.g., except using 34 instead of 36 hours), the pilot shall be paid 3 CH in addition to all other compensation regardless of the p.65 48-hour period as stated in Section 4.EE.3., and the event shall be additive to the total count of GPEs for the trip.

2.If all GPEs in a trip touch a single 48 hour period, no grid penalty shall be due, except as provided in Section 4.EE.1.e. or f.

3.If all GPEs do not touch a single 48 hour period, then the following penalties shall apply:

a.If the trip has two or fewer GPEs, the pilot shall be paid 3 CH per violation in addition to all other compensation. A duty period that triggers a payment under this paragraph shall be ineligible for FAR Extension Pay.

b.If the trip contained more than two GPEs, the pilot’s trip guarantee shall be paid a premium of 50% based on the pilot’s normal rate of pay (i.e., if trip guarantee was at 100%, it pays at 150%; if trip guarantee was at 125% (OTP), it pays at 175%; if trip guarantee was at 150%, it pays at 200%). For a reserve pilot, the CH representing the 50% premium shall not be credited toward RLG, but shall be paid in addition to all other compensation, including BLG/RLG.

c.If a trip has multiple GPEs, one of which is a 30-in-120 or 34-in- 168 violation, the GPEs in that trip shall be deemed not to touch a single 48 hour period.

d.GPEs shall be paid to a pilot in the pilot’s paycheck issued on the 15th of the month, in the bid period following the bid period in which the applicable trip(s) ended.

FF. Block Override (BKO)

If a trip’s OSC exceeds SCH, a pilot shall earn block override CH equal to OSC minus SCH. BKO shall be paid in the same form (e.g., credited toward RLG for reserve trips, credited toward MUS for MUS trips, cash for TRP), at the same pay rate, as trip guarantee.

GG. Critical Period Pay Events

1.This paragraph applies to duty periods scheduled to domestic parameters, regardless of assignment code, and shall be paid in addition to all other compensation.

2.Critical Period Departures

Following flight deck duty that operates anytime in the critical period, if a pilot has an intermediate stop at a facility other than AFW, CDG, EWR, GSO, IND, LGG, MEM, or OAK (or other like facilities as agreed upon by the SIG), that is greater than 2 but less than 4 hours (from block-in to block-out), the pilot shall be paid 1.5 CH. This event shall not apply to trips that depart base in the critical period and return to base in the same duty period (out and backs).

3.For any duty period that begins in the critical period, a pilot shall be paid 1.5 CH for each landing in excess of 2 in that duty period.

4.p.66 For any duty period that begins in the critical period, if a trip departs from base and returns to base in the same duty period, and blocks in after 10:15 LBT, the pilot shall be paid 1.5 CH.

5.For any flight deck duty period that operates in the critical period, and has a flight in excess of 4:30 block hours, the pilot shall be paid 3 CH for each subsequent flight in that duty period.

HH. Intermediate Stop Pay

1.This paragraph applies to duty periods scheduled to domestic parameters, regardless of assignment code, and shall be paid in addition to all other compensation.

2.For any flight deck duty period that does not operate in the critical period, and has a flight in excess of 4:30 block hours, and an intermediate stop (from block-in to block-out time) greater than 2 but less than 4 hours, the pilot shall be paid 1.5 CH for each subsequent flight in that duty period after such intermediate stop.

A.p.67 Per Diem

1.Domestic per diem is $2.85 per hour of actual TAFB, prorated on a minute by minute basis. On the first day of the July 2028 bid period, the domestic per diem shall increase to $3.00 per hour of actual TAFB, prorated on a minute by minute basis.

2.International per diem is $3.85 per hour of actual TAFB, prorated on a minute by minute basis. On the first day of the July 2028 bid period, the international per diem shall increase to $4.05 per hour of actual TAFB, prorated on a minute by minute basis.

3.A pilot on a trip that includes one or more legal rest periods shall receive the applicable per diem to offset the cost of meals, laundry, and incidental expenses.

4.A pilot assigned base hotel standby shall receive the applicable per diem for the duration of such standby.

5.A pilot who is away from the pilot’s base on Company assigned non-flying duty, including training, shall be paid per diem for all hours during which the pilot is away from the pilot’s base for such duty including travel to and from the pilot’s duty. When this duty is performed within the contiguous 48 states, the per diem shall be paid at the domestic rate; when this duty is performed outside the contiguous 48 states, the per diem shall be paid at the international rate. This per diem shall be paid by submission of a pay log.

6.Except as provided in Section 8.C.3.e., per diem shall be paid to a pilot who deviates as if the pilot had flown the trip as scheduled.

7.The Company shall reimburse a pilot for authorized reasonable expenses not covered by Section 5.A.3. through A.6. (e.g., authorized transportation, non-contract hotels, reasonable baggage charges) incurred while on a trip or on Company business away from the pilot’s base. The Company issued travel card, if accepted, shall be used to pay for these authorized expenses. An expense report shall be submitted within one bid period to document expenses incurred during the preceding bid period. Following the pilot’s expense report submission:

a.The Company shall automatically notify the pilot that the submission has been received along with the deadline for submitting receipts.

b.After the Company identifies an expense report discrepancy, the Company shall:

i.Notify the pilot of the need to remedy the discrepancy. The notification shall specify:

(a)p.68 the receipt(s) that is missing or incomplete;

(b)the applicable dollar amount(s); and

(c)the deadline for submission of the applicable receipt(s).

ii.Notify the pilot a second time, if still unremedied, at least 7 days after the notification described in Section 5.A.7.b.i.; and

iii.Prior to initiating a payroll deduction, notify the pilot of the impending payroll deduction, if still unremedied, at least 7 days after the notification described in Section 5.A.7.b.ii.; and

(a)The pilot shall have 14 days following this notification to remedy the discrepancy (i.e., avoid the payroll deduction); and

(b)This notificati on shall be required regardless of the applicable expense report or receipt deadline.

8.Per diem based on flying activities shall be paid to pilots in the first paycheck in the bid period immediately following the bid period in which the per diem was earned; provided however, that all per diem for a carryover trip shall be paid:

a.on the 15th of the month in which the carryover trip terminated if the trip terminated before the edit cycle began for that month; or

b.on the 15th of the following month if the trip terminated after the edit cycle began.

B.Hotels and Rest Facilities

1.The Company shall provide a pilot a single occupancy hotel room in the following circumstances:

a.between 2 consecutive flights within a trip containing an intermediate stop scheduled to exceed 4 hours.

b.at a pilot’s election, if, due to operational circumstances, the pilot is projected to experience an actual intermediate stop, from block-in to block-out, that is in excess of 4 hours.

c.while on hotel standby.

d.while away from the pilot’s base for training or other Company assigned non-flying duty requiring an overnight stay.

e.during any legal rest period away from the pilot’s domicile.

f.at the conclusion of the revenue portion of a trip, at the pilot’s election, when the final duty period of that trip exceeds 10 hours and the pilot is scheduled to deadhead by air to the pilot’s base as the concluding segment of the trip.

i.The room shall be located in the city in which the revenue portion of the trip terminates and the deadhead is scheduled to originate.

ii.p.69 The pilot is responsible for maintaining the pilot’s eligibility and legality for a subsequent assignment.

iii.Unless operational circumstances preclude it, CRS shall assist the pilot in making the pilot’s reservation at the contract hotel, or, if unavailable, at another comparable hotel in the same city.

iv.Deviation from scheduled deadhead procedures as referenced in Section 8.C.1.h. (End of Trip Deviation) shall be followed.

g.At the conclusion of a trip at domicile when the trip was scheduled with a layover(s) and is rescheduled as follows:

i.the trip has no layover; and

ii.the duty time for the trip as rescheduled exceeds 9 hours.

h.For hotel rooms required under Section 5.B.1.a. and 5.B.1.b. only, if an intermediate stop, measured from block-in to block-out, is less than 5 hours and the stop occurs during the night or critical duty period (or during a domestic duty period at the Memphis or Indianapolis hub sort facility), the Company may substitute a sleep room in the hub sort facility for a hotel room; provided, however, that the Company has sleep rooms available in the hub sort facility for all pilots transiting the hub sort facility with an intermediate stop of 2:30 hours or more (from block-in to block-out).

2.If a routinely scheduled intermediate stop is scheduled to exceed 2 hours, a suitable rest/break facility shall be provided, except where it is not operationally feasible and it shall meet the following parameters:

a.clean and sanitary;

b.appropriately climate and light controlled;

c.adequate comfortable seating with at least 3 recliners;

d.access to refreshments and snacks;

e.clean, sanitary washrooms with hot and cold running water and toilet facilities; and

f.Private space useable for expressing breast milk (i.e., no one can see inside the space and no one is able to enter the space while it is being used).

g.In selecting locations for pilot rest/break facilities, in order to promote the best practicable rest opportunities, preference shall be given to locations that are segregated from disturbances (e.g., excessive foot traffic, operational activities, etc.)

h.The Company’s Fatigue Risk Management Group, with input from the Data Collection Steering Committee, will provide oversight concerning the Company’s compliance with these parameters.

3.p.70 Hotel Criteria, Selection, and Maintenance

a.Joint Hotel Criteria List

In order to ensure facilities permit pilots to receive adequate rest and offer an acceptable range of services while at the same time providing the Company with a good and predictable value, the Company and ALPA will jointly develop and maintain a list of criteria for hotel facilities (Joint Hotel Criteria List). At a minimum, the following criteria shall be included in the Joint Hotel Criteria List and shall be prioritized above all other agreed to criteria:

i.Safe, secure, clean, and quiet non-smoking rooms. Pilots who smoke in designated non-smoking rooms shall be responsible for room cleaning expenses charged by the hotel, if any;

ii.24 hour room service or restaurant availability, or transportation to a dining facility;

iii.Access to exercise facilities, whether on-site, or by arrangement with nearby facilities;

iv.Free in-room high speed wireless internet access; and

v.Adequate in-room environmental controls (e.g., heating, air, and blackout shades).

vi.For a scheduled layover of 12 hours or more, locations more distant from the airport with amenities close to the hotel such as dining, recreation and shopping.

b.Approved Hotel List

The Company and ALPA will jointly create, approve, and maintain a list of acceptable hotels (Approved Hotel List). The Company is required to use the hotels on the Approved Hotel List unless there is not enough availability for a crew at any listed hotel in that location.

i.If the Company plans changes to the Approved Hotel List, the Company shall notify the MEC Trip Services Committee of that planned change, including the planned effective date. Unless precluded by unforeseen circumstances, notice shall be provided at least 30 days prior to the effective date.

ii.If the parties fail to reach agreement on the planned change, the Association may notify the Vice President, Flight Operations, as provided in Section 5.B.3.d.ii.

c.Meetings

The Company and the MEC Trip Services Committee shall meet at least quarterly, and at other mutually agreeable times, to evaluate the adequacy of current hotels, and discuss any proposed p.71 changes to the Approved Hotel List. The meeting shall include a discussion of hotels with a “hotel of concern” designation, including whether such designation should remain.

d.Addressing Concerns/Problems

i.The Company shall promptly investigate complaints from the MEC Trip Services Committee relating to service at any facility. If the investigation reveals a deterioration of service below those criteria included in the Joint Hotel Criteria List, the Company shall take appropriate action to remedy the reported problem or seek alternate facilities. The Company shall advise the MEC Trip Services Committee of its findings and any corrective action taken.

ii.Should the Company and the MEC Trip Services Committee fail to resolve or address concerns/problems experienced by pilots about the quality or performance of a particular present or proposed hotel to the satisfaction of the MEC Trip Services Committee as described above, the MEC Chairman may elect to notify the Vice President, Flight Operations concerning the issue(s). The notification shall be in writing and shall state the unresolved concerns/problems and the Association’s position. Upon receipt, the Vice President, Flight Operations shall promptly have the stated unresolved concerns/ problems investigated. Within 30 days following receipt of the notification, the Vice President, Flight Operations shall meet with the MEC Chairman to review the results of the investigation and discuss options for dealing with the unresolved concerns/problems. Following the meeting, the Vice President, Flight Operations shall advise the MEC Chairman within 15 business days in writing of what actions, if any, the Company shall take to address the presented concerns. If the decision is unsatisfactory to the Association, the hotel shall be designated a “hotel of concern.”

4.The Company shall pay for a pilot’s hotel room, tax, access charges related to phone calls (local and long distance), and business related telephone calls via a direct billing system. In the event a pilot needs to use the Company credit card, the Company will provide the pilot a method by which the Company can obtain the receipt/folio from the hotel directly whenever possible. All other incidental charges shall be paid by the pilot when checking out. Should pilots routinely experience hotel stays requiring use of Company credit card, the parties will meet to discuss an alternative solution so as to avoid the need for submission of hotel folios/receipts and associated payroll deductions.

5.p.72 The Company shall maintain the Approved Hotel List that shall be available electronically to pilots. This list shall include the facility name, “hotel of concern” designation, telephone number, scheduled pick up time prior to departure and ground transportation vendor information.

6.A pilot shall cancel any scheduled hotel rooms the pilot does not intend to use. Credit for the cancelation shall be as provided in Section 8.C.2.h. If, having canceled the pilot’s hotel room, a pilot’s personal plans change and the pilot needs a hotel room as originally scheduled, the pilot may either re-book the pilot’s original hotel room, or if unavailable, obtain a hotel room in the same city and be reimbursed for such room up to the contract hotel rate. CRS shall re-book the pilot’s room (subject to availability), at that city’s contract hotels only, when Company schedule changes or operational delays are the reason for the pilot’s change of plans. If the pilot stays in a hotel room, as provided in this paragraph, other than after a revenue trip, the pilot shall notify CRS of the pilot’s contact numbers. This hotel room shall be paid for using the Company issued Travel Card, unless CRS advises the pilot of a direct billing arrangement at a contract hotel. This hotel room shall not be charged to the pilot’s deviation bank, and shall be documented by the submission of an expense report.

7.If the Company becomes aware of circumstances at a hotel property that could preclude pilots from receiving adequate rest (e.g., public demonstration, labor actions), the Company shall attempt to minimize or eliminate the potential disruption (e.g., by relocating pilots, etc.).

C.Transportation

The Company shall arrange safe and secure transportation at no cost to the pilot to and from all accommodations required in this Section. Transportation to a hotel shall be made available within 30 minutes of block-in.

D.Alternate Accommodations or Transportation

1.If crew accommodations (as described in Section 5.B.), have not previously been made, a pilot shall contact CRS to obtain accommodations. If reservations have not been made, at the pilot’s option, the pilot may obtain comparable accommodations at the lowest rate available at the time the reservation is made. If these accommodations cannot be direct billed, pilots are authorized to charge these expenses as provided in Section 5.A.7.

2.If transportation required under Section 5.C. is not provided within 30 minutes after block-in, the crew is authorized to obtain transportation and to charge these expenses as provided in Section 5.A.7. If the scheduled transportation from the layover location to the departure airport is not available in time to prevent a departure delay, the crew shall use their best efforts to obtain transportation as provided in Section 5.A.7.

E.p.73 Catering

1.Catering for duty periods within a trip shall be provided as follows:

a.Domestic Duty Periods and Trips Scheduled to Domestic Parameters (pursuant to Section 12.D.1.b. and c.)

i.All duty periods shall receive at least a mini-snack. Mini-snack contents shall be developed and revised in consultation with the MEC Trip Services Committee subject to Section 5.E.6.

ii.Duty periods between 5:30 and 7:29 hours shall receive a snack.

iii.Duty periods between 7:30 and 11:29 hours shall receive 1 meal service.

iv.Duty periods in excess of 11:29 hours shall receive 1 meal and 1 snack.

v.Domestic flights shall be catered at the point of origin.

vi.Hot meal service is not required on domestic flights.

vii.Domestic flights shall not be delayed for catering.

viii.If catering is not delivered by departure time, CRS will attempt to arrange catering down line. If catering required under Section 5.E.1.a.ii., iii., or iv. is not delivered down line, the pilot entitled to such catering shall be eligible to expense a meal for up to $25 upon arrival at the layover city. The pilot shall submit an online Pilot Ops Report (POR), or successor system, regarding the catering failure and attach a copy of such POR to the pilot’s expense report in order to secure reimbursement.

ix.Jumpseaters will not be catered domestically, except as provided in Section 5.E.1.e.

x.On international trips scheduled to domestic parameters (pursuant to Section 12.D.1.b. and c.), menu selection shall be provided when available.

b.International Duty Periods

i.All duty periods shall receive at least a mini-snack. Duty periods between 5:30 and 7:29 hours shall receive a snack.

ii.Duty periods between 7:30 and 9:00 hours shall receive 1 meal service.

iii.Duty periods in excess of 9:00 hours shall receive 2 meals. One meal shall be hot if the scheduled aircraft is equipped with an oven. ULR duty periods shall receive three meals. Menu selection shall be provided when available.

iv.An International flight shall not be delayed for catering if it is scheduled for snack or mini-snack service only, or if it is p.74 scheduled to domestic parameters, as provided in Section 12.D.1.b. and 12.D.1.c.

v.Jumpseaters will be provided one meal on flights where the crew is provided meal service. Generally, meal selection is not available for jumpseaters, however, deviating crewmembers are entitled to meal selection, provided they are both confirmed on the jumpseat and request meal selection at least 12 hours before showtime of the flight. International flights shall never be delayed waiting for jumpseater catering.

vi.Menu selection forms will be provided for formalizing crew requests.

vii.All international flights are catered at the point of origin.

viii.For purposes of catering parameters, Canada, Mexico, and Puerto Rico will be considered international locations.

c.If a pilot’s domestic flight sequence otherwise entitled only to a mini-snack (Section 5.E.1.a.i.) blocks out between 0500 and 0830, such flight sequence shall receive a breakfast snack instead of a mini-snack.

d.[Reserved]

e.If a flight is scheduled to be catered, all Company scheduled deadheading pilots on that flight shall also be catered.

f.If a pilot on airport standby is assigned a flight, a snack shall be catered for the pilot, regardless of whether the flight would otherwise be eligible for catering.

g.If a pilot on hotel standby is assigned a flight with a report time less than 1:30 from time of notification, the pilot shall receive a mini-snack at the point of origin.

2.Flights originating from any base, EWR or AFW shall be catered with hot coffee and at least 1 ice chest containing ice, water and an assortment of juices and sodas. Flights originating from other stations shall be catered with hot coffee, ice and water. All required drinks, including coffee, shall be placed on the aircraft by ground personnel.

3.When operational circumstances warrant (e.g., hub malfunctions, weather or aircraft maintenance delays, etc.), a Captain operating a flight not scheduled for catering may request that catering be provided. These requests shall not be unreasonably denied.

4.When combined in the same duty period with Company assigned flying, deadhead travel time (air or ground) shall be included in applying the catering provisions contained in Section 5.E.1.a. and E.1.b. Travel from airport to hotel is not deadhead by surface transportation deadhead (unless the arrival city and the next departure city are different, in which case it may be deadhead by surface transportation).

5.p.75 If the Company is required to provide catering, and the location has no FDA-approved inflight kitchen (i.e., it is a “NOCAT” city), the pilot shall, upon submission of an online expense report identifying the NOCAT city, be entitled to $25 for each occurrence, in lieu of catering. NOCAT cities shall be designated in the bid period package.

6.The Vice President, Flight Operations, or designee, shall make arrangements for the catering required by this Section. The Company shall meet quarterly with the MEC Trip Services Committee to review catering and discuss possible modifications (e.g., composition and/or quality of mini-snack, snack, meal selections, etc.). Should the Company and the MEC Trip Services Committee fail to resolve or address concerns/problems to the satisfaction of the MEC Trip Services Committee, ALPA may elect to use the process outlined in Section 5.B.3.d.ii. Additionally, the Association shall have the ability to meet with the Vice President, Flight Operations, or designee, at mutually agreeable times and locations regarding catering concerns.

F.Parking

The Company shall provide each pilot with a parking space in the pilot’s domicile (or base in case of an FDA base). If a pilot does not live at the pilot’s domicile (or base in case of an FDA base), the pilot may request a parking space at the Company airport facility, subject to availability and approval (For information regarding the parking allowance as a deviation expense, see Section 8.C.3.f.).

G.[Reserved]

H.FDA Expenses

The following additional provisions shall apply to a pilot holding an FDA assignment:

1.[Reserved]

2.A pilot may book one round trip business jumpseat during each quarter between the FDA location and any other location designated by the pilot.

I.Lost and Damaged Baggage

In case luggage (including the contents of the luggage) is lost or damaged on a commercial flight, the pilot shall first file a claim with the airline following the airline’s policy for luggage claims. If the airline denies the claim, or portion thereof, because the ticket was not a privately purchased full fare ticket, the pilot should submit airline documentation to the pilot’s Fleet Captain with a claim for the difference between what the airline would have paid a full fare passenger and what the airline actually paid for the claim. The Company shall pay this difference.

A.p.77 General Eligibility Criteria

Except as otherwise provided in this Section, the Company shall provide relocation benefits in accordance with the schedule below:

1.Domicile Closure

A pilot whose permanent domicile is closed shall be eligible for a relocation package #1, as described in Section 6.C.

In the event that the ANC domicile is closed, the residency and time-increw position requirements for a return move pursuant to the Special Provisions Related to Anchorage Domicile Moves for Pilots LOA (ANC Moves LOA) shall be waived if the domicile closure was the reason the residency and time-in-crew position requirements were not satisfied by the pilot.

2.Assignment

A pilot who is assigned to a new crew position, as that term is defined in Section 24, shall be eligible for a relocation package #1; provided, however, that:

a.A pilot currently activated in an FDA crew position who is assigned to a new crew position in a different FDA or a non-FDA crew position shall be eligible for a relocation package #2, as described in Section 6.D.

b.A pilot who is assigned from a crew position into which the pilot never activated and to a crew position in the same geographic location as the base associated with the pilot’s current crew position will not be eligible for the relocation benefits described in this paragraph.

c.The application of this paragraph shall not result in a relocation package for a new hire pilot.

3.Stand In Bid Award

A pilot who is awarded a new crew position pursuant to a “stand in” bid pursuant to Section 24.C.2.b. and 24.C.2.c.i.(b) shall be eligible for a relocation package #1; provided, however, that a pilot currently activated in an FDA crew position who is awarded a crew position in a different FDA pursuant to a stand in bid shall be eligible for a relocation package #2, subject to Section 6.A.7. and E.

4.New Domicile

A domicile shall remain a new domicile for a period of 12 months commencing with the activation of the first pilot assigned to that domicile, subject to Section 6.A.7. (establishment of an FDA). A pilot who is p.78 awarded a crew position at a new domicile shall be eligible for a relocation package #2, except as provided in Section 6.A.2. and A.3.

5.Different Domicile When Returning From Furlough

A pilot recalled from furlough to active service as a pilot to a domicile in a different geographic location than the domicile to which the pilot was last previously awarded/assigned, shall be eligible for relocation package #2.

6.Return From Leave of Absence

A pilot returning from a leave of absence who would have been eligible for a relocation package but for the pilot’s being on leave of absence, shall be afforded an opportunity to relocate and receive the applicable relocation package. In no event shall a pilot be entitled to more than one relocation package upon the pilot’s return from a leave of absence.

7.Foreign Duty Assignments (FDA)

A pilot going to or returning from an FDA location shall be eligible for relocation benefits in accordance with Section 6.E., subject to the provisions in Paragraph C.1. of the Letter of Agreement concerning Foreign Duty Assignments in the EMEA and HKG (FDA LOA) for pilots based in the HKG or EMEA FDAs. The establishment of Memphis (MEM) as the permanent domicile for all pilots on an FDA shall not constitute the establishment of a new domicile for purposes of Section 6 and a pilot shall not become eligible for relocation benefits on the basis of the pilot’s MEM FDA domicile.

8.Eligibility For Benefits Prior To Activation

A pilot may receive relocation benefits prior to being activated into the pilot’s new crew position, but shall reimburse the Company for expenditures related to the pilot’s relocation if the pilot is not activated into the pilot’s new crew position for reasons other than death, or if the pilot does not activate within 18 months following the Company’s first expenditure on the pilot’s relocation.

Note: The Company currently requires, and may continue to require, the pilot to sign a confirmation letter concerning the pilot’s reimbursement obligations.

9.Crash Pad Eligibility

a.A pilot eligible for a relocation package may apply for and shall receive a relocation package #2.a. (i.e., crash pad move) as described in Section 6.D.2. or D.3.

b.Except as specifically provided otherwise, a pilot who receives a relocation package #2.a. shall be treated as if the pilot had received the full relocation package for which the pilot was eligible.

10.Anchorage based MD-11 pilots who received a Company paid relocation package to the ANC MD-11 domicile as a result of any posting prior p.79 to Posting 96-01, shall be provided with a Company paid relocation to their first domicile assignment subsequent to their assignment to the ANC MD-11 domicile. Such pilot is entitled to relocation package #2, in accordance with Paragraphs A., B., and C. of the ANC Moves LOA. In the case of retirement or resignation incident to retirement while assigned to the ANC domicile, the pilot shall be eligible to receive a relocation package #2 when leaving ANC, provided, however that:

a.Such pilot shall not be eligible for the relocation allowance described in Section 6.C.2.; and

b.the cost of transporting the pilot’s household goods shall be limited to the actual cost of transporting those goods to the pilot’s pre-ANC residence or pre-ANC domicile, whichever is less.

B.Limitations

1.First Crew Position

a.A newly hired pilot (other than a pilot awarded an FDA crew position or a pilot awarded/assigned an ANC crew position as the pilot’s first crew position) shall be eligible for the relocation package described in Section 6.D.4. upon activation in the pilot’s first crew position with the Company.

b.A newly hired pilot awarded an FDA crew position as the pilot’s first crew position shall be eligible for either the relocation package described in Section 6.E.1.c. (new hire assigned to FDA) or the Enhanced Option described in Paragraph C.2. of the FDA LOA upon activation in the pilot’s first crew position with the Company.

c.A newly hired pilot awarded/assigned an ANC crew position as the pilot’s first crew position shall be eligible for the relocation benefits described in the ANC Moves LOA upon activation in the pilot’s first crew position with the Company.

d.Basic Indoctrination and Initial New Hire Training are not considered a first crew position for purposes of this Section.

2.Distance Limitations

A pilot shall not be entitled to a move package unless:

a.the domicile (or base in the case of an FDA) to which the pilot is moving is more than 50 nautical miles from the pilot’s current domicile (or base in the case of an FDA); and

b.the permanent residence to which the pilot is moving is more than 50 nautical miles from the pilot’s current permanent residence; and

c.the domicile (or base in the case of an FDA) to which the pilot is moving is more than 50 nautical miles from the pilot’s current permanent residence; and

d.p.80 the residence to which the pilot is moving is within 100 nautical miles of the domicile (or base in the case of an FDA) to which the pilot is moving; and

e.the residence to which the pilot is moving is in the same country as the base.

3.Limitation Based On Location of Current Residence

The following limitations apply to a pilot eligible for a relocation package, and whose current permanent residence is not located within a radius of 100 nautical miles from the pilot’s current domicile (or base, in the case of an FDA) and who previously has received a Company relocation package as a pilot, which included a relocation allowance:

a.The cost of transporting the pilot’s household goods shall be limited to the lesser of:

i.the actual cost of transporting those goods from the pilot’s current permanent residence; or

ii.the cost of transporting those goods from the pilot’s current domicile (or base, in the case of an FDA).

b.The cost of any air transportation benefits for housing searches for the pilot and/or the pilot’s spouse pursuant to Section 6.C.12., shall be limited to the lesser of:

i.the actual cost of the airline travel from the pilot’s permanent residence, or

ii.the cost of air transportation from the pilot’s current domicile.

c.Any cost for the transportation of household goods that is the responsibility of the pilot pursuant to Section 6.B.3.a., shall be paid by the pilot to the commercial carrier at the time those goods are transported, and shall not be billed to the Company.

4.Package #1, 12 Month Limitation

A pilot shall reimburse the Company for 100% of the allowance specified in Section 6.C.2., that was paid under the relocation package #1 if the pilot:

a.receives a relocation package #1; and

b.subsequently bids and is awarded a new crew position for which the pilot begins training for or base transfers to within the period of 12 months following the pilot’s activation into the pilot’s current crew position; and

c.is not entitled to a relocation package for the pilot’s new crew position; and

d.is not covered by Section 6.B.5.

5.p.81 Ineligibility For Relocation In Multiple Stand In Bid Award Situations

A pilot shall not be eligible for a relocation package in conjunction with a subsequent award to a new crew position pursuant to a Stand In Bid Award if the pilot:

a.receives a relocation package in accordance with Section 6.A.3.; and

b.is subsequently awarded another new crew position pursuant to a Stand In Bid Award; and

c.begins training for or base transfers to the pilot’s new crew position (awarded as a Stand In Bid Award) within 12 months following completion of the pilot’s prior relocation.

6.Package #2, 18 Month Limitation

a.A pilot shall reimburse relocation expenditures paid by the Company for the pilot’s relocation package #2, if the pilot:

i.receives a relocation package #2 pursuant to Section 6.A.4. (New Domicile); and

ii.subsequently bids and is awarded a crew position for which the pilot begins training, or to which the pilot base transfers, within the period of 18 months following the pilot’s activation into the pilot’s current crew position; and

iii.the pilot is not eligible for a relocation package for the pilot’s new crew position.

b.The reimbursement shall be prorated as described in Section 6.B.9. (Reimbursement Schedule). Expenditures incurred pursuant to Section 6.C.8. (Marketing Assistance) shall not be reimbursed.

7.Package #1 or #2, 18 Month Limitation

a.A pilot not covered by Section 6.B.4., B.5., or B.6. shall be required to reimburse relocation expenditures paid by the Company if:

i.within 18 months after completion of the pilot’s relocation, the pilot moves outside a radius of 100 nautical miles from the pilot’s domicile (or base, in the case of an FDA); or

ii.within 18 months after completion of the pilot’s relocation, the pilot leaves the Company, provided, however, that:

(a)a pilot who leaves the Company due to retirement or resignation incident to retirement shall not have any reimbursement obligation unless the pilot retired or resigned within 12 months after having completed the pilot’s relocation; and

(b)there shall be no reimbursement obligation by a pilot’s estate due to the pilot’s death.

b.p.82 The amount of reimbursement shall be prorated as described in Section 6.B.9. (Reimbursement Schedule). Expenditures incurred pursuant to Section 6.C.8. (Marketing Assistance) shall not be reimbursed. Reimbursement of expenses incurred pursuant to Section 6.C.12. shall be limited to the cost of airline tickets in excess of 2 round trips for the pilot and 2 round trips for the pilot’s spouse.

8.Failure To Complete Relocation

If a pilot fails to complete the pilot’s relocation within 18 months following the pilot’s activation or the Company’s first expenditure on the pilot’s relocation (at which time the pilot shall be notified of such expenditure by appropriate Company officials), whichever is earlier, the pilot shall reimburse the Company 100% of relocation expenditures paid by the Company, other than expenditures for benefits received pursuant to Section 6.C.8. (Marketing Assistance). Reimbursement of expenses incurred pursuant to Section 6.C.12., shall be limited to the cost of airline tickets in excess of 2 round trips for the pilot and 2 round trips for the pilot’s spouse.

9.Reimbursement Schedule

A pilot who is required to reimburse the Company for relocation expenses as provided in Section 6.B.6. and B.7. shall reimburse the Company on a prorated basis in accordance with the following schedule:

10.p.83 Additional Benefits Withheld While Reimbursement Pending

Relocation benefits to which a pilot is entitled may be withheld pending the pilot’s full reimbursement of amounts that the pilot is obligated to reimburse in accordance with Section 6.B.4., B.6., B.7., or B.8., with respect to a prior relocation. Application of this paragraph shall not extend the period during which a pilot must complete the pilot’s relocation, as provided in Section 6.B.8.

11.Relocation to Property Already Owned by Pilot

If the residence to which the pilot is moving is already the property of the pilot, the pilot shall not be entitled to a relocation allowance or the benefits provided in Section 6.C.12. (air transportation for housing searches). This paragraph shall not prevent a pilot, who is otherwise eligible for a relocation allowance as part of a return move from an FDA, from receiving such allowance.

12.First Crew Position Package, 36 Month Limitation

A pilot shall reimburse the Company for 100% of the relocation costs paid by the Company pursuant to Section 6.D.4. if the pilot subsequently is awarded a new crew position (in a different geographic location) for which the pilot is awarded a training slot or base transfer date that is within the period of 36 months following the completion of the pilot’s relocation to the pilot’s first base.

C.Relocation Package #1

Relocation package #1 shall include the following:

1.Household Goods

a.The Company shall transport (using a qualified commercial carrier selected by the Company) the household goods of the pilot and the pilot’s immediate family to the pilot’s new permanent residence. The Company shall make best efforts to ensure that the household goods are delivered to the pilot’s new permanent residence within 30 days following the receipt of the household goods for shipment.

If the household goods have not been delivered within 45 days following the receipt of the household goods for shipment, the pilot shall be entitled to reimbursement for reasonable expenses occasioned by the delayed shipment, (e.g., rental charges for basic household goods). The pilot shall not be entitled to reimbursement for reasonable expenses occasioned by the delayed shipment to the extent that the pilot’s actions caused the delay of the shipment. A pilot shall coordinate with Human Resources, AOD, to arrange for reimbursement under this paragraph.

p.84 The Company shall pay for the shipment of household goods (inclusive of packaging materials, but not including any automobiles) up to 16,500 lbs.

i.Payment for any excess weight over the applicable weight limits contained in Section 6 shall be the sole responsibility of the pilot and shall be paid at the time of the move.

ii.For all shipments of household goods by air covered by Section 6, the pilot shall be responsible for the cost of shipping any excess dimensional weight if the dimensional weight exceeds both the actual weight and the maximum weight allowance (e.g., 16,500 for package 1). The dimensional weight for shipments by air transportation is calculated by multiplying the actual volume of the shipment (in cu. ft.) by 4.0 lbs./cu. ft.

b.The Company will not pay for the shipment of any household goods prohibited by applicable governmental regulations from being shipped by commercial carrier or by applicable guidelines of the Company’s contracted commercial carrier, high value items (e.g., arcade games, jukeboxes, jewelry, family heirlooms, antiques, coins, stamps, china of great value, paintings, photographs, slides, etc.), or other unreasonable transportation and/or packaging expenses.

c.Even if offered by the Company’s contracted commercial carrier, the Company will not pay for the following services: piano tuning, dismantling and setting up swing sets/playground equipment, draining/refilling of water beds and/or aquariums, disconnecting and reconnecting audio/visual equipment, or storage of automobile(s). If the carrier offers such services, the pilot may make such arrangements with the carrier at the pilot’s own expense.

2.Relocation Allowance

In order to help defray the cost of relocation, an eligible relocating pilot shall be paid a relocation allowance of $10,000, or 79 credit hours (CH) multiplied by the pilot’s new hourly rate of pay, whichever is greater, subject to the following:

a.Twenty-five per cent (25%) of the relocation allowance shall be forwarded to the pilot after receipt and approval of the relocation request form. The allowance shall not be issued more than 30 days prior to the pilot’s activation date.

b.Another twenty-five per cent (25%) shall be forwarded to the pilot after verification by the Company’s transportation department of the relocation of the household goods of the pilot and the pilot’s immediate family to the pilot’s residence address within the 100 nautical mile radius of the pilot’s new domicile.

c.p.85 The final fifty per cent (50%) payment shall be forwarded to the pilot upon verification of the pilot’s having completed all aspects of the move, provided the move is made within the time limits (or authorized exceptions thereto) specified in this Section.

d.If a pilot’s spouse is an employee of the Company and both are eligible for a Company relocation allowance, only the greater of the 2 allowances shall be paid.

3.Insurance for replacement cost of furnishings up to $250,000.

4.Maximum of 90 days of temporary storage.

5.Reimbursement of rental fee for truck/trailer and fuel when pilot moves himself, in lieu of being moved by commercial carrier. Original receipts must be submitted to the Company within 60 days of incurring the expenses in order to be eligible for reimbursement.

6.Movement of household goods shall include transportation of one automobile if the move is more than 750 miles except that two automobiles may be moved to U.S. domiciles outside the contiguous 48 states.

7.One pickup at current residence and one delivery at new residence.

8.Marketing Assistance

The purpose of marketing assistance is to provide an estimate of the property value and to facilitate sale of the pilot’s primary residence. The pilot must own the home from which the pilot is moving and for which this assistance is provided. This benefit must be used before initiation of the third party home purchase plan. Marketing assistance includes the following:

a.Counseling on home sale issues with a marketing assistance expert.

b.Assignment of a sales associate for the pilot.

c.Inspection of the property by the sales associate.

d.Completion of a detailed marketing analysis by the sales associate.

e.Review of the analysis with the pilot to determine a list price.

9.Reimbursement of Costs Associated with Sale of Current Residence.

Sale of residence must occur within 18 months of the pilot’s activation. The residence sold must be the permanent residence of the pilot and the pilot’s immediate family. A pilot must provide to the Relocation Department a signed copy of the settlement statement within 18 months of the pilot’s activation date. The property must be a single family dwelling or individually owned condominium or cooperative. The sale of residence benefits are limited to the following:

a.p.86 Realtor’s commission not to exceed 6 percent of the sale price of the residence, unless a higher percentage is authorized by the designated Company official, based on prevailing market conditions.

b.Title search and title insurance.

c.Abstract continuation fees.

d.Reasonable attorney fees excluding fees for correcting title defects, etc.

e.Escrow agent settlement fee, not to include monies placed in escrow.

f.Deed preparation fee.

g.Notary fee.

h.Legally required inspection fee and termite inspection (not treatment).

i.Transfer tax, document stamps and recording fees.

j.One appraisal fee if legally required.

k.Loan transfer fees.

l.Maximum of $2,500 in discount points if required (Veteran loan).

10.Reimbursement of Costs Associated with the Purchase of New Permanent Residence.

The purchase must be made within 18 months of the pilot’s activation date. The residence purchased must be the permanent residence of the pilot and the pilot’s immediate family and must be a single family dwelling or individually owned condominium or cooperative. The pilot shall furnish the Relocation Department with a signed copy of the settlement statement within 18 months following the pilot’s activation date. Reimbursable costs do not include property taxes, interest, hazard insurance or mortgage insurance. This provision does not apply to mobile homes or boats. The purchase of residence benefit is limited to the following:

a.Reimbursement of reasonable attorney fees related to the sale and closing of a new residence, but not to include payment of attorney fees for alleged breaches of a contract to purchase same.

b.Reimbursement of 1 appraisal fee.

c.Reimbursement of credit report fee.

d.Reimbursement of title insurance (this does not include optional coverage).

e.Reimbursement of loan application/origination/assumption fee, up to 1% of loan amount.

f.Reimbursement of loan commitment fee.

g.p.87 Reimbursement of notary fee.

h.Reimbursement of document preparation fee.

i.Reimbursement of discount points with a $3,000 maximum.

j.Reimbursement of tax service fee.

k.Reimbursement of amortization schedule.

l.Reimbursement of VA funding fee.

m.Reimbursement of federal and local transfer fees, stamps and recording fees.

n.Reimbursement of applicable survey fees.

o.Reimbursement of lender’s inspection fee.

p.Reimbursement of reasonable inspection fees including fees for the detection of radon.

11.Third Party Home Purchase Plan.

a.This benefit is provided to assist a pilot in the sale of the pilot’s current residence. A pilot is required to use the marketing assistance program before this benefit is utilized. A pilot must request the third party purchase plan within 4 months of the pilot’s activation date. The property must be a single family dwelling or a condominium, located in the United States, which the pilot owns and which is the pilot’s permanent residence, and which is not a mobile home or boat. The property must not contain unacceptable levels of radon gas (EPA guidelines used). The Company shall reasonably determine the eligibility of the property to be purchased for purposes of the application of this paragraph.

b.This plan shall provide two independent, professional appraisals to determine the current market value of the property, which shall become the purchase price of the home. Current market value shall be determined by averaging the two appraisals. If, however, the two appraisals differ by more than 5% of the lower appraisal, the third party relocation company shall obtain a third appraisal and market value shall then be determined by averaging the two closest appraisals. The appraisers shall be selected by the pilot from a list of five provided by the Company. Fewer appraisers may be listed in the event that less than five certified appraisers are available in a particular real estate market. The Company shall notify the pilot of the purchase amount, and the pilot shall have 45 days from notification to accept the purchase price. If the pilot accepts that price, the third party company shall purchase the residence at the values established herein and handle all paperwork related to the closing. The pilot and the pilot’s immediate family must be prepared to vacate their residence within 60 days after accepting the offer.

c.p.88 Other Limitations

i.A pilot may not sign a real estate listing agreement without first advising the Relocation Department.

ii.Synthetic stucco homes are ineligible for third party home purchase.

iii.Except when specifically waived by the Company, the Company will not pay more than 1.25 million dollars for a home under the third party home purchase program.

iv.Homes in which a part is used for commercial (non-residential) purposes.

v.Historical home sites.

vi.Cooperative homes.

vii.Homes in such poor condition that appraisers, realtors, and other service providers refuse the assignment.

viii.Residences that are not complete.

ix.Residences that contain Imported Corrosive Drywall building materials.

d.Additional limitations for any home purchased by a pilot on or after November 2, 2015:

i.Farms (i.e., stock, dairy, poultry, and fruit farms, plantations, ranches, nurseries, ranges, greenhouses or other similar structures used primarily for the raising of agricultural or horticultural commodities, and orchards and woodlands).

ii.Homes with excessive acreage (i.e., homes situated on tracts of land with acreage that is non-conforming with surrounding and competing real estate).

iii.Homes subject to a Private Road Maintenance Agreement and/or with private road maintenance costs in excess of $5,000 per year. This does not include periodic assessments charged by a home owners’ association for private street maintenance expenses (e.g., assessments charged in a gated community for street repaving every 10 years or annual snow removal expenses, etc.).

Note: The pilot may be required to provide adequate proof of the purchase date of the pilot’s home (e.g., HUD-1 or mortgage agreement).

12.Air Transportation for Housing Searches and Relocation to Base

a.Air transportation for a pilot and the pilot’s spouse shall be provided to the pilot’s new base for housing searches and relocation to such base.

i.p.89 The Company shall establish a relocation air travel expense bank for each pilot entitled to relocation air travel authorized by Section 6.C.12.a. The value of the pilot’s relocation air travel expense bank shall be equal to the reference fare quote obtained by the Company’s travel vendor pursuant to Section 6.C.12.a.iii.

ii.A pilot shall submit the pilot’s request for relocation air travel to the Relocation Department at least 21 days prior to the requested travel date.

Note: The Company currently requires, and may continue to require, the pilot to submit a relocation air travel request form to the Relocation Department in order to access this benefit.

iii.Within 3 days of the Relocation Department’s receipt of the pilot’s request for air travel authorized by Section 6.C.12.a., the Company’s travel vendor shall obtain a fare quote (“reference fare quote”) for the total cost of economy class air travel for the pilot’s entire traveling party between the pilot’s currently assigned base and the pilot’s new base. The Company’s travel vendor shall transmit the reference fare quote electronically to the Company’s Relocation and Crew Travel Audit Departments and to the pilot.

iv.Within 3 days of the pilot’s request for air travel authorized by Section 6.C.12.a., the Company’s travel vendor shall also obtain a fare quote (“requested fare quote”) for the total cost of air travel for the pilot’s entire traveling party on the requested itinerary. The Company’s travel vendor shall transmit the requested fare quote electronically to the pilot, at which time the pilot may purchase tickets for the pilot’s requested itinerary (as quoted) or make alternative arrangements with the Company’s travel vendor.

v.If the pilot elects to travel on the “reference” itinerary, the pilot must purchase tickets from the Company’s travel vendor within 3 days of the pilot’s receipt of the reference fare quote.

vi.Any air travel expenses in excess of the balance of the pilot’s relocation air travel expense bank shall be remitted to the Company by payroll deduction, as provided in Section 3.E.1.a.vi., from the pay check on the 15th of the month following the pilot’s purchase of air travel tickets authorized by Section 6.C.12.a.

vii.If a pilot or the pilot’s jumpseat eligible spouse chooses to use Company jumpseats (in lieu of or in combination with relocation air travel tickets purchased through the Company’s travel p.90 vendor), the pilot’s jumpseat booking priority shall be business or an equivalent booking status.

b.A pilot shall be eligible for 7 round trips/14 one-way trips, including travel on Company jumpseats, at the pilot’s election (or any combination thereof) for housing searches/relocation to base, which the pilot may distribute among the pilot’s immediate family in any manner that will facilitate the housing search/relocation to the new base.

c.In the event that the pilot does not relocate to the pilot’s new base, the pilot shall reimburse the Company for any air transportation costs in accordance with Section 6.B.8.

13.Lease Cancellation Reimbursement

A pilot who incurs a lease cancellation penalty on the pilot’s residence shall be reimbursed for such penalty, up to a maximum of 6 months’ rent. The pilot shall provide the Relocation Department with a copy of the lease at the time the pilot submits a request for reimbursement. The leased or rented residence must be the pilot’s permanent residence. Cleaning fees and loss of deposit due to damage are not reimbursable.

14.Income tax gross up benefits as provided in the Personnel Policy and Procedure Manual (3-86) dated October 2003.

D.Relocation Packages #2 and #2.a.

1.Relocation package #2 includes all benefits associated with relocation package #1 with the exception of Section 6.C.9., C.10., C.11., C.12. and C.13.

2.Relocation package #2.a. consists only of the movement of the household goods of the pilot and the pilot’s immediate family, as described and limited in Section 6.C.1. A pilot who fails to complete a relocation and is required to reimburse the Company package #2.a., shall do so in accordance with Section 6.B.9. (Reimbursement Schedule). A pilot who receives a relocation package #2.a. is not required to change the pilot’s permanent residence or relocate the pilot’s immediate family. A pilot who is eligible for a relocation package #1 or #2 may elect a relocation package #2.a. in lieu thereof.

3.An eligible pilot who chooses not to move the pilot’s household goods under a relocation package #2.a. but who nevertheless establishes a secondary home or apartment (a “crash pad”) within 30 miles of the pilot’s domicile/base, may apply for and shall receive an allowance of 16 CH, except that an FDA crash pad move shall receive an allowance of 32 CH multiplied by the pilot’s hourly rate of pay. In cases of special circumstances, a pilot may request that Human Resources, AOD approve a larger acceptable radius for the pilot’s crash pad. A pilot may apply for and shall receive this allowance following the pilot’s activation into the pilot’s new crew position and establishment of the crash pad.

p.91 If a pilot fails to provide documentation that the pilot has occupied the crash pad for a continuous period of 12 months, the pilot shall reimburse the Company 100% of the allowance paid by the Company.

4.First Crew Position

a.Upon activation in the pilot’s first crew position, a newly hired pilot (other than a pilot awarded an FDA crew position or awarded/assigned an ANC crew position as the pilot’s first crew position) shall be eligible for Relocation Package #2 (described above in Section 6.D.1.), excluding the relocation allowance described in Section 6.C.2.

b.For moves to bases within the contiguous 48 states other than Memphis (e.g. IND, LAX), the cost of moving the pilot’s household goods to the pilot’s first base shall be limited to the lesser of the cost of moving those goods from the pilot’s current residence or from Memphis. Any cost of moving the pilot’s household goods above this amount shall be the responsibility of the pilot and shall be paid by the pilot to the commercial carrier at the time of the move.

c.A newly hired pilot may elect to receive relocation benefits prior to being activated into the pilot’s first crew position in accordance with Section 6.A.8. (Eligibility for Benefits Prior to Activation).

E.Foreign Duty Assignment (FDA)

A pilot going to or returning from an FDA shall be eligible for relocation benefits as follows, subject to the provisions in Paragraph C.1. in the Letter of Agreement concerning Foreign Duty Assignments in the EMEA and HKG (FDA LOA) for pilots based in the HKG or EMEA FDAs.

1.Award/Assignment to an FDA

a.A pilot who has an assignment, as that term is defined in Section 24, to a new FDA crew position or a stand in bid award to a new FDA crew position shall receive a relocation package in accordance with Section 6.A.1., A.2. or A.3., as applicable. However, if the pilot receives a relocation package #1, the pilot shall not be entitled to the provisions of Section 6.C.10. (costs pertaining to purchase of new residence) or C.12. (air travel for housing searches).

b.A pilot awarded an FDA crew position shall be eligible for a relocation package #2 to that location except:

i.the cost of transporting that pilot’s household goods shall be limited to the lesser of:

(a)the actual cost of transporting those goods from the pilot’s current permanent residence; or

(b)the cost of transporting those goods from the pilot’s current domicile (or base in the case of an FDA); and

ii.p.92 Any cost for the transportation of the household goods of the pilot and the pilot’s immediate family that is the responsibility of the pilot pursuant to Section 6.E.1.b.i. shall be paid by the pilot to the commercial carrier at the time those goods are transported, and shall not be billed to the Company.

iii.This paragraph shall not apply to a pilot whose FDA assignment is the pilot’s first crew position, or a pilot described in Section 6.E.1.a.

c.A pilot awarded/assigned to an FDA as the pilot’s first crew position shall be eligible for the relocation package described in Section 6.E.1.b., excluding the relocation allowance described in Section 6.C.2. The pilot, however, shall be eligible for an allowance of $2,000. That allowance shall be payable upon the completion of the pilot’s probationary period, provided the pilot has not voluntarily bid out of the FDA prior to completion of the pilot’s probationary period. The cost of moving the household goods of the pilot and the pilot’s immediate family shall be limited to the lesser of the cost of moving those goods from the pilot’s current residence or from MEM.

d.A pilot may receive relocation benefits prior to being activated into the pilot’s new FDA crew position in accordance with Section 6.A.8. (Eligibility for Benefits Prior to Activation).

e.In addition to the relocation allowance provided in Section 6.C.2., a pilot, other than a pilot awarded/assigned to an FDA as the pilot’s first crew position, may be eligible for an FDA bonus as follows:

i.The amount of the bonus, if any, shall be determined by the Company after consultation with the Association.

ii.In no case shall an FDA bonus exceed $20,000 for each Captain or $15,000 for each First and Second Officer.

iii.The Company may condition a pilot’s eligibility to receive or retain the bonus on the pilot’s activation at the FDA location and/or the pilot’s service at the FDA location for a minimum period of time. In no case, however, shall the service requirement at any FDA exceed 4 years.

iv.If the Company and the Association disagree as to the amount of an FDA bonus, if any, the disagreement may be submitted for resolution to the System Board. The System Board shall lack jurisdiction to establish FDA bonuses in excess of the maximums established in Section 6.E.1.e.ii..

v.A pilot shall not be eligible for an additional FDA bonus as a result of a change of crew status within the same FDA location.

f.p.93 A pilot shall be eligible for a total of two round trip/four one-way economy class tickets, which the pilot may distribute among the pilot’s immediate family in any manner that will facilitate the housing search/relocation to the FDA. The Company shall be responsible for the cost of economy class air travel (with the itinerary and carrier selected by the Company’s designated travel group or department based on input from the pilot) from the pilot’s current residence to the FDA. If upgradeable and/or refundable economy class tickets are available on a routing between the pilot’s origin and destination and the cost of those tickets does not exceed the cost of non-refundable economy class tickets on that same routing by more than 25%, the Company shall purchase upgradeable and/ or refundable tickets. Travel request(s) shall be processed through the Relocation Department.

2.Leaving An FDA

a.Reimbursement Obligations

i.If a pilot receives a relocation package in accordance with Section 6.E.1. (Award/Assignment to an FDA), the pilot shall be subject to the reimbursement provisions of Section 6.B.6. through B.10.

ii.If a pilot receives a relocation package in accordance with Section 6.E.1., and subsequently receives a Stand In Bid Award to a crew position in a different FDA or a non-FDA crew position, the following shall apply:

(a)the pilot shall be subject to the provisions of Section 6.B.6., as if the pilot had received a relocation package for a new domicile.

(b)Section 6.B.6. shall apply notwithstanding the pilot’s entitlement to a relocation package for the pilot’s new crew position.

(c)If the number of pilots who are imminently subject to assignment pursuant to Section 24.C.2. exceeds the number of pilots who have been activated in the FDA position for 18 months or more, then this paragraph may be waived in seniority order for a number of pilots receiving a stand in bid award to a crew position in a different FDA or a non-FDA crew position not to exceed the difference between the number of pilots who are imminently subject to assignment pursuant to Section 24.C.2. and the number of pilots who have been activated in the FDA position for 18 months or more.

p.94 Example:

• 20 pilots in a crew position who are imminently subject to assignment pursuant to Section 24.C.2.c.i.(b)(2).

• 15 pilots in that crew position have been activated at FDA for 18 months or more.

• 8 pilots are awarded a new crew position pursuant to a stand in bid award, 2 of whom have been activated at the FDA for 18 months or more.

The 2 pilots who had been activated for 18 months or more have no obligation. Of the remaining 6 pilots, the reimbursement obligation is waived for the 5 most senior pilots. The least senior of those 6 pilots has an obligation under this paragraph.

b.Paid Relocation When Leaving FDA

i.A pilot who remains at the FDA location in the same crew position for a minimum of 3 years shall be eligible to receive a relocation package #2 when leaving the FDA location, provided the pilot relocates, at the pilot’s option, to:

(a)the pilot’s last domestic pre-FDA residence, or a different location involving no greater cost to the Company; or

(b)the pilot’s new base.

However, if the pilot upgrades to a new crew status at the same FDA location, the pilot’s 3 year commitment shall be increased by the period of time the pilot is unavailable for line flying due to the pilot’s training for the new crew status. If a pilot chooses a location which exceeds the cost to the Company described above, the pilot’s relocation benefit shall apply, provided the pilot pays the difference in cost.

ii.A pilot who is furloughed from an FDA, shall be eligible for relocation package #2, excluding the relocation allowance described in Section 6.C.2. or 6.E.1.c., provided the pilot relocates to the pilot’s last pre-FDA residence or to MEM, at the pilot’s option. If a furloughed pilot is recalled to an FDA base, the pilot shall be eligible for the relocation package provided in Section 6.E.1.c., excluding the FDA bonus, if any, provided in Section 6.E.1.e. However, the pilot shall be eligible for an allowance of $2,000. If the pilot recalled from furlough is still a probationary pilot, the original payment of that allowance shall continue to be deferred until completion of the pilot’s probationary p.95 period and no allowance shall be paid for the relocation back to an FDA location.

iii.Notwithstanding the provisions of Section 6.A.2. and A.3., a pilot who is assigned from an FDA, or who is awarded a new crew position pursuant to a stand in bid award, shall be eligible for a relocation package #2, subject to the provisions of Section 6.E.2.a.ii.

iv.A pilot who retires, resigns incident to retirement, or who is terminated (other than for an act involving drugs, violence, or moral turpitude, that would be felonious under either a U.S. statute or the State of Tennessee) shall be eligible for the movement of the pilot’s household goods, including one automobile, and one, one-way ticket for himself, and (if applicable), the pilot’s immediate family, back to the pilot’s last domestic pre-FDA residence or the pilot’s previous domestic base, at the pilot’s option. If a pilot fails to meet the eligibility standards due to the pilot’s termination, and the Company does not otherwise grant such, the pilot’s immediate family shall be provided the movement of their household goods, including one automobile, and each shall be provided the one-way ticket. The same restrictions that apply to other FDA move backs (e.g., time limitations and documentation requirements) apply to moves under this paragraph with time limits being measured from the date of the pilot’s termination.

3.Reimbursement Obligations

a.A pilot shall reimburse the Company for the relocation expenses incurred for the pilot’s prior relocation package if the pilot:

i.received a relocation package for the pilot’s current crew position (i.e., the pilot’s prior relocation package); and

ii.receives an FDA award for which the pilot begins training, or to which the pilot base transfers, within 18 months following the pilot’s activation into the pilot’s current crew position.

b.A pilot covered by Section 6.E.3. (this paragraph), shall reimburse the Company according to the proration schedule set forth in Section 6.B.9. The pilot shall also be subject to the provisions of Section 6.B.10. (withholding of relocation benefits).

4.Additional Weight Limitations

Notwithstanding the weight limits established in Section 6.C.1.a., transportation of household goods shall be limited as follows, with any excess weight determined in accordance with the provisions in Section 6.C.1.a.:

a.p.96 A pilot shall be eligible for 8,000 maximum allowable pounds for the pilot’s household goods plus one automobile.

b.The pilot shall be entitled to an additional 5,000 pounds for the first dependent that relocates to the FDA with the pilot and 1,500 pounds of household goods for each additional dependent that relocates to the FDA with the pilot.

c.The Company may limit the weight to be shipped by air to 3,000 pounds.

d.A pilot entitled to a paid relocation upon return from FDA as provided in Section 6.E.2.b., shall be entitled to an increase in the weight limit originally shipped of 10% per year of international residence not to exceed a total increase of 40% (subject to the chargeable weight limitation in Section 6.C.1.a.).

e.Notwithstanding the provisions of Section 6.E.4.a. through E.4.d., the weight limitation for a pilot leaving an FDA shall not be less than the amount originally shipped to the FDA plus the increase provided in Section 6.E.4.d.

f.The Company shall reimburse a pilot (if goods were stored by the pilot without the Company’s assistance) or pay the cost for the storage (if the goods were handled by the Company or its vendor) of a reasonable amount of household goods for the duration of the FDA assignment, plus 90 days. The payment of storage costs shall end if the pilot no longer holds a crew position at the FDA or if the pilot relocates outside the acceptable radius for that base (even if the pilot still holds a crew position at the FDA).

g.The Company shall allow up to three additional space-available personal shipments over the course of the FDA assignment from the storage facility to the residence at the FDA; provided, however, that one of the additional shipments (not to exceed 1,000 pounds) may be from a location other than the storage facility. Goods shipped from the storage facility must be goods that have been stored at that facility at the Company’s cost, whether directly, or by reimbursement to the pilot. Additional shipments may not exceed a total weight of 3,000 pounds, cumulative. Eligibility for the additional shipments commences on the first anniversary of the completion of the relocation to the FDA at 1,000 pounds with each additional 1,000 pounds accruing on the second and third anniversaries, respectively. In addition, the Company shall also allow a personal shipment of up to 100 pounds per month over the course of the FDA assignment, with the ability of the pilot to rollover any unused monthly shipment(s) in previous months to subsequent months up to a total of 2,000 pounds; provided, however, that the shipping limit shall be reset to zero on January 1 of each year. A p.97 pilot shall have until January 31 to use the accrued, but unused, balance from the previous year.

h.A pilot shall be responsible for all customs charges associated with the pilot’s move to and from the FDA.

i.The Company shall reimburse a pilot up to a cumulative total of $1,000 for the transportation of pets.

F.Relocation Days Off

1.Any pilot eligible for and exercising a Company paid relocation pursuant to Section 6 shall be entitled to a certain number of days off in order to assist in that relocation. The number of days off is based on the following formula:

a.For domestic moves (including Anchorage, Hawaii, and Puerto Rico):

i.time off is equal to the lesser of the distance between the old and new domicile or actual residence and new domicile, divided by 400 if driving, or 800 if flying; and

ii.the result is rounded to the next highest whole number, if applicable.

b.For FDA moves pursuant to Section 6.E., either to or from the FDA, the pilot shall receive 7 days off.

2.The total number of days off provided by the formula may be split into 2 periods.

3.The pilot shall be compensated an R-day value for each trip day or R-day that is dropped (without pay) as a relocation day under Section 6.F. Relocation days that occur on days off shall not be compensated.

4.Credit Hours lost from a pilot’s BLG/RLG as a result of Section 6.F. shall be eligible for make-up.

5.A pilot eligible for a relocation package shall coordinate in advance with the pilot’s Fleet Captain(s) the days off for relocation.

6.Days off for relocation also apply to pilots taking either of the crash pad move options as provided in Section 6.D.2. or D.3.

7.A pilot changing to a geographically different base, who is not entitled to a relocation package, shall request and coordinate with the pilot’s Fleet Captain(s) any schedule that involves dropping activities without pay to facilitate such change of base.

G.General

1.A relocation request form shall be submitted to Human Resources, AOD, to initiate benefit eligibility.

2.A pilot shall advise Human Resources, AOD, in writing of the completion of the pilot’s relocation. The pilot’s relocation is complete when the pilot has established a new permanent residence for himself and, if applicable, p.98 the pilot’s spouse, and/or the pilot’s dependent children, within the acceptable radius of the pilot’s base within 18 months following the pilot’s activation date or the Company’s first expenditures on the pilot’s relocation, whichever is earlier. The Company shall verify completion of a pilot’s relocation based on objective factors.

3.Based on a review of all the circumstances, Human Resources, AOD, may determine that a pilot has completed the pilot’s relocation even though some of the factors ordinarily establishing a completed relocation are absent. If the pilot subsequently fails to complete the pilot’s relocation, as provided in Section 6.G.2., the pilot shall be deemed never to have relocated and shall be obligated to reimburse the Company in accordance with Section 6.B.8.

4.The Company may request documentation to establish that a pilot has completed the pilot’s relocation, as provided in Section 6.G.2. The documentation may include, but is not limited to, settlement statements relating to the purchase and/or sale of residences; verification of the movement of household goods and automobile(s) to the new location; verification of the permanent relocation of the pilot; verification of the permanent relocation of the pilot’s spouse; verification of the permanent relocation of the pilot’s dependent children under the age of 18 years; establishment of a pilot’s residence at the new location for purposes of applicable property or state income taxes, driver’s license, automobile registration and voter’s registration. A pilot shall submit documentation requested by the Company in accordance with this paragraph.

5.If a pilot becomes obligated to reimburse the Company for expenditures related to relocation, the pilot may request of Human Resources, AOD, a repayment schedule based on a mutually agreeable per pay check amount. If the parties are unable to agree on an amount to be deducted per pay check, the Company is authorized to initiate a payroll deduction as provided in Section 3.E.1.a.vi. Unless mutually waived by both the pilot and Human Resources, AOD, the maximum period allowed for repayment under this provision shall not exceed nine (9) months.

6.Notwithstanding the provisions of Section 6.G.5., if a pilot’s obligation to reimburse the Company for expenditures related to relocation becomes the subject of a grievance filed pursuant to Section 20, the period contained in Section 6.G.5., shall not commence until final resolution of that grievance pursuant to Sections 20 and 21.

7.A pilot’s eligibility for staging jumpseat travel status as a pilot commuting to and from work at the pilot’s new base expires 30 days following the pilot’s receipt of the full relocation allowance provided in Section 6.C.2.

8.p.99 The Company may extend any of the time limits contained in Section 6 on a non-precedential basis. A pilot’s request for such extension shall be submitted in writing to Human Resources, AOD, and shall contain a complete description of the reasons for which the extension is requested. The request shall be made prior to the expiration of the applicable time limit and shall not be unreasonably denied.

9.Notwithstanding other provisions in this Section, if a pilot is forced to leave the pilot’s current geographic domicile (or base in the case of an FDA), due to legal restrictions, furlough, or assignment (as defined by Section 24) such pilot shall not incur any reimbursement obligations pursuant to this Section. Additionally, a pilot (including those pilots subject to the FDA LOA, ANC LOA, etc.) who exercises an Assignment Right of Return (ARR), as provided in Section 24.C.2.e., shall not incur any reimbursement obligations pursuant to this Section.

A.p.101 General

1.A pilot shall receive 6 CH for each day of accrued vacation.

2.A vacation day shall be a 24 hour period corresponding to the local base day. A vacation period is a series of consecutive days posted and awarded as provided in Section 7.C., and rescheduled, if applicable, as provided in Section 7.A.9. or E.

3.A pilot may not be assigned a trip in conflict with the pilot’s vacation period.

4.A pilot shall not be permitted to trip trade into, out of, or within the pilot’s vacation period.

5.A pilot must have a vacation credit hour bank balance greater than zero to take a vacation period.

6.On the effective date of this Agreement, vacation days previously scheduled or accrued shall be retained.

7.When a pilot’s employment with the Company terminates (including retirement), the pilot shall be compensated for all vacation time accrued and not taken. The amount of this vacation compensation shall be based on the pilot’s last rate of pay and computed at the rate of 6 CH per day. If a pilot has a negative vacation bank balance, the pilot’s final compensation settlement shall be reduced by the pilot’s negative vacation bank credit hour balance at the pilot’s current pay rate.

8.In the event of a pilot’s death, any earned and unused vacation credit shall be paid to the pilot’s beneficiary or to the pilot’s estate. If a pilot has a negative vacation bank balance, the pilot’s estate’s final compensation settlement shall be adjusted accordingly.

9.In extenuating circumstances, a pilot may request that the pilot’s flight manager approve an immediate, unscheduled vacation.

10.For purposes of this Section, a “year” shall be a calendar year.

11.As provided in Section 4.I.10., Section 14.A.7., Section 25.L.13.d. (Emergency Drop), and Section 25.Z.3. (Bereavement Absence), a pilot may use available hours in the pilot’s vacation bank to cover annual military training, to preclude or delay going on disability, for personal emergencies, and to add additional days for bereavement absence.

B.Vacation Accrual

1.A pilot shall accrue vacation to be taken in the following calendar year based on the pilot’s longevity as a pilot as of December 31 of the current calendar year.

a.p.102 A pilot with less than 1 year longevity shall accrue 1.5 days per month for the first 10 months in an active pay status during the year.

b.A pilot with longevity of at least 1 year, but less than 4 years shall be eligible for 15 days vacation.

c.A pilot with longevity of at least 4 years, but less than 5 years, shall be eligible for 15 days vacation plus a pro rata share based on the pilot’s longevity and the pro rata formula in Section 7.B.5.

d.A pilot with longevity of at least 5 years, but less than 9 years, shall be eligible for 22 days vacation.

e.A pilot with longevity of at least 9 years, but less than 10 years, shall be eligible for 22 days vacation plus a pro rata share based on the pilot’s longevity and the pro rata formula in Section 7.B.5.

f.A pilot with longevity of at least 10 years, but less than 19 years, shall be eligible for 29 days vacation.

g.A pilot with longevity of at least 19 years but less than 20 years shall be eligible for 29 days vacation plus a pro rata share based on the pilot’s longevity and the pro rata formula in Section 7.B.5.

h.A pilot with longevity of 20 years or more shall be eligible for 36 days vacation.

2.If a pilot does not complete 10 months in an active pay status during a calendar year due to retirement, furlough, disability, or unpaid leave(s) of absence (Section 13), other than leave due to on-the-job injury, the pilot shall not be entitled to the full accrual as per Section 7.B.1. That pilot’s vacation accrual shall be 1/10th of the full accrual for each calendar month the pilot is in an active pay status. For purposes of this paragraph, a month shall be counted if the pilot is not retired, or on furlough, disability or unpaid leave of absence for more than 15 days during that month.

Example-1: A pilot incurs a disabling event on December 31, 1998. The pilot is on sick leave from January 1, 1999 until March 1, at which time the pilot’s sick bank is exhausted. The pilot is then on disability and returns to active service on June 15. The pilot is in active pay status for 9 months (Jan., Feb., and June through December). The pilot’s vacation accrual (i.e., to be used in the year 2000), is reduced by 1/10th.

Example-2: A pilot actively flew the line until the pilot’s retirement on July 29, 1999. Since the pilot completed 7 months in an active pay status in 1999, the pilot’s vacation accrual for the year 2000 is 70% of the pilot’s normal full accrual. The pilot will be paid for this vacation after retirement, as part of the pilot’s 1999 wages.

3.p.103 The month in which a pilot is hired shall count for vacation accrual purposes only if the pilot’s hire date is on or before the 15th day of that month.

4.Fractions of an accrued vacation day shall be rounded to the nearest whole day.

5.Vacation days earned on a pro rata basis (as described in Section 7.B.1.c., B.1.e., and B.1.g.) shall be computed at a rate of 0.7 days per month for each month of service, up to 10 months per calendar year, subject to the provisions of Section 7.B.4.

Example:

Hire Date: June 18, 1994

Vacation calendar year 1999 = 15 regular days plus 4 extra days

(6 mos. X 0.7 = 4.2 days rounded to 4 days)

C.Vacation Bidding Procedures

1.Vacation shall not be cumulative and must be taken within the calendar year following the year in which it is earned except for an awarded vacation period which carries from one calendar year into the next, and except as otherwise provided in this Section. Vacation bids shall be awarded on the basis of seniority within each crew position.

2.A pilot’s crew position for a vacation bid shall be the crew position the pilot holds at the close of such bid. However, a pilot who has been awarded, but has not yet been activated in, a new crew position as a result of a base closure shall bid vacation in the pilot’s new crew position.

3.Vacation shall be bid and awarded as follows:

a.Available 7 day vacation slots for the next year shall be distributed concurrent with the bid period package published closest to August 1. The first vacation bid shall open on the date indicated on each vacation bid pack and close at noon, 14 days later. The first vacation bid awards shall be published 7 days after the first vacation bids have closed.

b.The second vacation bid shall be distributed concurrent with the first bid period package published after the first vacation bid closes. The second vacation bid shall open on the date indicated on each vacation bid pack and close at noon, 14 days later. The second vacation bid awards shall be published 7 days after the second vacation bids have closed.

c.The third vacation bid shall be distributed in the first bid period package published after the second vacation bid closes. The third vacation bid shall open on the date indicated on each vacation bid pack and close at noon, 14 days later. The third vacation bid p.104 awards shall be published 7 days after the third vacation bids have closed.

d.The fourth vacation bid shall be distributed in the first bid period package published after the third vacation bid closes. The fourth vacation bid shall open on the date indicated on each vacation bid pack and close at noon, 14 days later. Fourth vacation bid awards shall be published 7 days after the fourth vacation bids have closed.

4.If a pilot fails to submit a bid, or submits an insufficient number of bids, the pilot shall be assigned a vacation period(s) when the fourth vacation bid awards are published.

5.For vacation award purposes, a vacation period that extends into a subsequent vacation slot by 4 or more days shall occupy both slots.

6.A sufficient number of vacation slots shall be available for bid to cover all anticipated vacations in each crew position. Available vacation slots for a month for a crew position shall not be less than 3% of the total annual vacation time to be awarded for that crew position; provided, however, that there must be at least 1 slot available for bid in each crew position each month.

D.Splitting Vacations

A pilot may split the pilot’s vacation into as many as 4 separate periods provided each period contains a minimum of 7 days vacation; provided further, however, that a pilot who has accrued fewer than 7 vacation days in the previous calendar year shall take all accrued vacation days as a single period. Once awarded, a period of vacation may not be split.

E.Change, Slide and Expansion of Vacation

1.Vacation Change

a.A pilot may exchange the pilot’s vacation slot(s) for an open slot(s) in the pilot’s crew position or trade the pilot’s slot with another pilot in the same crew position; any other change in a pilot’s vacation slot requires the approval of flight management. A pilot who wishes to exchange or trade a vacation slot must accomplish the exchange/trade no later than 30 days prior to the beginning of the affected bid period.

b.Change of Crew Position

i.A pilot changing crew positions shall retain the pilot’s previously awarded or assigned vacation period(s).

ii.If a pilot is unable to take the pilot’s scheduled vacation due to a conflict with initial, transition or upgrade (ITU) training, and the pilot is then activated with more than 120 days remaining until the end of the last bid period in the calendar year, then within 30 days following activation into the pilot’s new crew p.105 position, the pilot shall select a different vacation period(s). The pilot’s selection shall be made from among the following slots in the current year:

(a)open slots; or

(b)slots currently held by any junior pilot in the new crew position; or

(c)slots retained by any junior pilot who is scheduled to activate in that same new crew position within 120 days following the pilot’s activation into the pilot’s new crew position.

iii.Notwithstanding Section 7.E.1.b.ii., if fewer than 3 slots are available for selection when the pilot activates, Section 7.E.1.b.iv. shall apply.

iv.If a pilot is unable to take the pilot’s scheduled vacation due to a conflict with ITU training, and the pilot is activated with 120 days or less remaining until the end of the last bid period in the calendar year, the pilot may select a different vacation period as provided in Section 7.E.1.b.ii. above. If no selection is made within 30 days following the pilot’s activation, Section 7.E.1.b.v. below, shall apply.

v.If a pilot’s vacation is not rescheduled as provided in Section 7.E.1.b.ii., or E.1.b.iv., the pilot’s vacation slot shall be bought back subject to the provisions of Section 7.G.6., or, as an exception to the applicable maximum buy back, the pilot may request to have the credit hours of vacation affected by the training in Section 7.E.1.b.ii. paid. Any vacation not bought back shall be a positive adjustment to the pilot’s vacation bank for the following year. A vacation change or buy back required in connection with a crew position change shall not be considered a vacation cancellation.

vi.Selection of a junior pilot’s vacation slot shall not impact the junior pilot’s vacation award.

c.A pilot with vacation scheduled in a bid period in which the pilot is in pay only bidding status as a result of sick leave may elect to take the pilot’s vacation as scheduled or reschedule that vacation (as provided in Section 7.E.1.b.). For purposes of this paragraph, a pilot’s vacation credit hour bank shall be reduced by 6 CH for each day of vacation in the pilot’s pay only bid period, and the remainder of the pilot’s BLG/RLG shall be charged to the pilot’s sick bank. An election to reschedule that vacation shall be made no later than the close of bidding for the bid period in which the vacation is scheduled.

2.p.106 Vacation Period Slide

a.A pilot may enter a vacation slide submission during the Conflict Input Window immediately before the bid period in which a trip(s) affected by the slide (or the vacation period itself, if no trip is affected) is scheduled to begin, as provided in Section 25.E.2. (Conflict Input Window). A pilot may adjust the pilot’s vacation period by sliding it up to a maximum of 5 days in either direction. However, the slide shall not reschedule any portion of that vacation into the preceding bid periods of November or December. A vacation period of more than 7 days, that begins in one bid period and ends in the following bid period, may be slid up to a maximum of 5 days in either direction.

Example: A vacation in the first week of January may not be slid back into December, but a vacation in the first week of February may be slid back into January. The slide must be accomplished during the Conflict Input Window for the January bid period (which is in late December).

b.A pilot may slide a vacation to conflict with a carryover trip as provided in Section 7.E.2.a., only if the pilot submits for the slide during the Conflict Input Window associated with the award of bid period in which the carryover trip began (e.g., the Conflict Input Window in the end of November (i.e., the Conflict Input Window for the December bid period award) is used to slide a January vacation to conflict with a December into January carryover trip).

c.If a pilot slides the pilot’s vacation period to within 48 hours of the scheduled end of a trip in which the last activity is an international duty period, that trip shall be deemed in conflict with the vacation period, except for a trip described in Section 12.D.1.c.i.

d.There is no maximum limit on the number of credit hours that may be touched by a vacation slide.

3.Vacation Expansion (Regular Line Holders)

a.In addition to or in lieu of a vacation slide, a pilot awarded a regular line may expand the pilot’s vacation period in either or both directions to conflict with a greater number of credit hours. However, a pilot may not expand the pilot’s vacation from December into November, or from January into December. A pilot may submit for a vacation expansion during the Conflict Input Window immediately before the bid period in which a trip(s) affected by the expansion is scheduled to begin, as provided in Section 25.E.2.

b.A vacation expansion shall not cause a vacation conflict that exceeds the credit hour value of the original vacation period by more than 6 CH. All days in the expanded vacation period shall be consecutive.

c.p.107 A pilot may not expand the pilot’s vacation period to conflict with a trip(s) that begins outside the bid period of the pilot’s vacation as awarded or slid. However, a pilot awarded vacation that extends into the next bid period may expand within either bid period.

Example: A pilot awarded a 7 day vacation period in week 1 of August may slide the pilot’s vacation back so that it overlaps both the August and July bid periods. The pilot may then expand the pilot’s vacation period to hit trips in either July or August in accordance with normal expansion rules.

d.A vacation period may not be expanded to cause a vacation conflict with a trip(s) that is scheduled to operate in whole or in part on the following days (i.e., base days): Thanksgiving Day, Christmas Eve, Christmas Day, New Years Eve or New Year’s Day.

F.Vacation Bank

Each pilot shall have a vacation credit hour bank established at the beginning of the bid period commencing closest to January 1, each year, based upon the vacation hours the pilot has accrued (as provided in Section 7.B.). A pilot’s vacation credit hour bank shall be calculated by multiplying the number of vacation days by 6 CH. A pilot’s bank shall be adjusted for positive balances (as provided in Section 7.I.3.d., 7.E.1.b.v., or 7.G.5.c.), or negative credit hour balances from the previous year’s vacation bank.

G.Vacation Bank Administration

1.Regular Line Holder

A regular line holder shall be removed from a trip(s) in conflict with the pilot’s vacation period (as awarded or slid) or vacation expansion. Conflict with an international duty free buffer, as described in Section 12.D.1.d., shall constitute a conflict with the trip protected by that buffer. That buffer may not be waived, with the exception of the buffer provided in Section 12.D.1.d.i., which may be waived for an international trip whose showtime is 24 hours or less after the end of a vacation period (as awarded or slid) or vacation expansion as follows:

a.A pilot may waive the buffer within the Conflict Input Window to avoid a conflict; and

b.A pilot is deemed to have waived any conflict resulting from a bid line adjustment, reassignment trip, or a volunteer or draft assignment.

The SCH value of the removed trip(s) shall be deducted from the pilot’s vacation credit hour bank.

Intent: A vacation period slides as a whole.

2.p.108 Secondary/Custom Line Holder

Except as otherwise specifically provided in Section 25.E.4.b. and E.5., for secondary line holders, the following shall apply to secondary and custom line holders:

a.A pilot shall receive a 48 hour duty free vacation buffer at each end of the pilot’s vacation period provided that the buffer occurs in a bid period in which the pilot is awarded a secondary line. A vacation buffer shall not extend outside the bid period(s) in which the vacation occurred. A vacation buffer shall not create a conflict with a trip that began in the previous bid period.

b.A secondary line holder’s vacation credit hour bank shall be reduced by 6 CH for each day of vacation in the bid period not in conflict with a carryover trip or R-day, excluding the vacation buffer provided in Section 7.G.2.a. above.

c.If a secondary line holder’s vacation period conflicts with a scheduled trip(s) or R-day(s), (e.g., carryover trip from the prior bid period, vacations spanning two bid periods) the pilot shall be removed from that trip(s) or R-day(s) and the following shall apply:

i.A conflict with an international duty free buffer (as provided in Section 12.D.1.d.) shall constitute a conflict with the trip protected by that buffer.

ii.A pilot’s vacation credit hour bank shall be reduced by the SCH of any trip(s) removed and/or the R-day credit hour value for any R-day(s) removed.

iii.A pilot may waive the vacation buffer within the Conflict Input Window to avoid a conflict.

iv.A vacation buffer that touches a trip(s) or R-day is a conflict. A vacation buffer that touches an international buffer is not a conflict.

d.The following apply when a secondary line is awarded to a pilot with a scheduled vacation in the bid period.

i.A secondary line shall not be constructed with a trip(s) or R-day(s) in conflict with the vacation period or a vacation buffer.

ii.Days constituting a vacation buffer shall be constructed as scheduled days off on that secondary line.

iii.For purposes of Section 25.D.2. (secondary line construction), hours deducted from the pilot’s vacation credit hour bank for the bid period, other than carryover credit hours from the previous bid period, shall be considered as trip credit hours.

iv.For purposes of Section 7.E.1. (Vacation Change), hours deducted from the pilot’s vacation credit hour bank for the bid period, other than carryover credit hours from the previous p.109 bid period, shall be considered as trip credit hours constituting a trip guarantee.

v.For purposes of minimum days off protection, vacation days shall not be considered days scheduled free from duty; vacation buffer days shall be considered days scheduled free from duty. Section 12.D.1.d. (international trip buffer), shall not apply when constructing a secondary line for a pilot with vacation in the bid period.

e.A secondary line holder may adjust the pilot’s vacation period by sliding it up to a maximum of 5 days in either direction, except that the slide shall not reschedule any portion of that vacation into the preceding bid period. However, a vacation period that is scheduled for more than 7 days, that begins in one bid period and ends in the following bid period, may also be slid up to a maximum of 5 days in either direction. A vacation slide submission shall be entered during the Conflict Input Window for that vacation period.

f.The provisions of Section 7.G.2. shall apply to a pilot assigned a custom line (as provided in Section 25.I.1.a. and 25.I.1.e.).

3.Reserve Line Holder

a.A pilot shall receive a 48 hour duty free vacation buffer at each end of the pilot’s vacation period provided that the buffer occurs in a bid period in which the pilot is awarded a reserve line. A vacation buffer shall not extend outside the bid period(s) in which the vacation occurred. A vacation buffer shall not create a conflict with a trip that began in the previous bid period.

b.A reserve line holder’s vacation credit hour bank shall be reduced by the R-day value for each day of vacation in the bid period.

c.If a reserve line holder’s vacation period conflicts with a scheduled trip(s) or R-day(s), (e.g., carryover trip from the prior bid period, vacations spanning two bid periods) the pilot shall be removed from that trip(s) or R-day(s) and the following shall apply:

i.A conflict with an international duty free buffer (as provided in Section 12.D.1.d.) shall constitute a conflict with the trip protected by that buffer, and may not be waived.

ii.A pilot’s vacation credit hour bank shall be reduced by the SCH of any trip(s) removed and/or the R-day credit hour value for any R-day(s) removed.

iii.A pilot may waive the vacation buffer during the Conflict Input Window to avoid a conflict with that buffer.

iv.A vacation buffer that touches a trip(s) or R-day is a conflict. A vacation buffer that touches an international buffer is not a conflict.

d.p.110 A reserve line awarded to a pilot with a scheduled vacation in the bid period shall be reconstructed as follows:

i.A pilot’s reconstructed line shall contain the originally scheduled blocks of R-days that did not conflict with vacation (or the vacation buffer), unless the number of R-days in those block(s) plus the number of vacation days exceeds the number of R-days in the bid period, (i.e., the pilot’s vacation conflicts with fewer R-days than the number of vacation days). In that case, the line shall be reconstructed preserving the greatest number of originally scheduled R-day blocks as possible.

ii.A pilot may enter preferences for reconstruction of the pilot’s reserve line during the Conflict Input Window (as provided in Section 25.E.2.g.).

iii.A reserve line shall not be constructed with R-days in conflict with the vacation period or a vacation buffer.

iv.Days constituting a vacation buffer shall be scheduled days off on the reconstructed reserve line.

v.For purposes of Section 25.D.3. (Reserve Line construction), vacation days are considered R-days. Section 25.D.3.c. (mini-block R-days), shall not apply when reconstructing a reserve line for a pilot with vacation in the bid period.

vi.For purposes of determining RLG (as described in Section 4.C.), vacation days are considered R-days. Credit hours deducted from the pilot’s vacation credit hour bank (as described in Section 7.G.3.b.) shall be credited toward the pilot’s RLG.

vii.A reserve pilot’s leveling position shall include an R-day value for each day of vacation in the bid period, as provided in Section 4.H.2.

viii.For purposes of minimum days off protection, vacation buffer days shall be considered days scheduled free from duty.

e.Reserve Vacation Extension

A pilot with vacation during a month in which the pilot holds a reserve line may extend the vacation that occurs in that month. Vacation buffers shall then be added to the extended vacation as provided in Section 7.G.3.a., unless waived by the pilot.

i.The maximum extension shall be determined by the following formula:

Maximum Extension = ({[(Number of vacation days (as awarded or slid) in the bid period multiplied by 6) + 6] ÷ R-day value} p.111 rounded down) minus the number of originally scheduled vacation days in the bid period.

Example: A pilot has a 7 day vacation period in a bid period in which the R-day value is 4:36. The maximum extension is

{[(7 x 6) +6] ÷ 4.600}- 7

= [(42 + 6) ÷ 4.600]- 7

= (10.434 rounded down)- 7

= 10- 7 = 3.

Consequently, the pilot could add up to three days to the pilot’s vacation period. This would give the pilot a total of 14 days (presuming buffers could fit on both ends of the pilot’s vacation period as extended). The pilot’s vacation bank would be charged 46 CH (10 x 4.600), but only 7 vacation days would be removed from the pilot’s vacation accrual.

ii.A pilot may enter a vacation extension submission during the Conflict Input Window immediately before the bid period in which the vacation is scheduled to occur.

iii.A pilot may not extend the pilot’s vacation (as awarded or slid) outside of the bid period.

iv.In case of a vacation period scheduled to span 2 bid periods, if the pilot holds a reserve line in both bid periods, then for purposes of vacation extension, the vacation in each month shall be treated as if it were a separate vacation period.

Example: A pilot’s 10 day vacation period has 7 days in one bid period and 3 days in the next. The pilot holds a reserve line in both bid periods. R-day value in the first bid period is 4:36; in the second it is 4:47. The pilot may extend the pilot’s vacation a maximum of 3 days in the first bid period (which must expand backward, since the pilot can’t expand outside of the bid period). The vacation in the second month is treated as if it were a stand alone 3 day vacation period, for purposes of expansion. The pilot’s maximum expansion would be 3 x 6 = 18 + 6 = 24 ÷ 4.783 = 5.017 rounded down = 5 minus 3 = 2 days of available extension.

v.A pilot may not extend the pilot’s vacation period to conflict with a trip(s) that begins outside the bid period of the pilot’s vacation as awarded or slid.

vi.A vacation period shall not be extended to cause conflict with R-days scheduled on Thanksgiving Day, Christmas Eve, Christmas Day, New Years Eve or New Year’s Day.

4.p.112 If the SCH value of a pilot’s last vacation period in a year exceeds the balance in the pilot’s vacation credit hour bank, the pilot may elect to reduce the number of vacation days in the pilot’s vacation period in order to avoid or reduce a deficit in the pilot’s vacation bank. A pilot shall communicate this election to CRS during the Conflict Input Window.

5.Vacation Deficit and Make-Up

If a pilot’s vacation credit hour bank balance falls below the credit hour value of the pilot’s remaining vacation in a calendar year, the following shall apply:

a.The pilot may bid for a make-up vacation trip(s) during the View/ Add window for the bid period in which the pilot has a vacation period that, if taken as scheduled, would result in a vacation bank deficit. The credit hour of the make-up vacation trip(s) shall not exceed the projected deficit by more than 7 hours.

b.The pilot may submit for a make-up vacation trip(s) (as provided in Section 25.L.6.) at any time during the calendar year.

c.Make-up vacation credit hours earned in the last bid period of a calendar year (i.e., December), shall be credited to the pilot’s vacation credit hour bank for the following calendar year.

6.Clearing the Bank

a.A pilot who has a positive balance in the pilot’s vacation bank after the pilot’s last vacation period of the year shall be paid for those credit hours, prior to the end of the year, at the pilot’s pay rate at the beginning of the bid period in which the buy back is paid. Except as provided in Section 7.G.6.b. below, the maximum balance subject to buy back is 40% of the vacation bank balance as of the beginning of the calendar year, including positive or negative adjustments from the previous year, plus positive adjustments in the current year, if any. Flight management may approve vacation buy back in excess of the 40% limit contained in Section 7.G.6.a. above, due to an individual pilot’s extenuating circumstances.

b.Prior to the publication of each year’s December bid period package, the maximum balance subject to buy back for the following calendar year may be increased from 40% as follows:

i.The Company may select a Section 7.G.6.a. value between 40% and 60%, inclusive; or

ii.The parties may agree to a value greater than 60%.

H.Disruption of Vacations

1.If a pilot’s trip operationally extends more than 2 hours but less than 26 hours into the pilot’s vacation period, 6 CH shall be added to the pilot’s vacation bank and 1 day shall be added to the pilot’s next vacation period.

2.p.113 If a pilot’s trip operationally extends at least 26 hours but less than 48 hours into the pilot’s vacation period, 18 CH shall be added to the pilot’s vacation bank and 3 days shall be added to the pilot’s next vacation period.

3.If a pilot’s trip operationally extends 48 hours or more into the pilot’s vacation period, the following shall apply:

a.The pilot may elect to cancel the pilot’s vacation period and have an additional 24 hours credited to the pilot’s vacation bank. The credit hours for the canceled vacation shall be restored to the pilot’s vacation bank, and the pilot shall be eligible for substitution for the trip(s) from which the pilot was removed for the vacation that was canceled; or,

b.The pilot may elect to take the remainder of the pilot’s vacation period, as scheduled, and have an additional 24 CH credited to the pilot’s vacation bank.

I.Cancellation of Vacation

1.A pilot’s vacation period may be canceled due to operational requirements. The Company will not use vacation cancelations (Section 7.I.2. and 3.) in a crew position (including BPO pilots) which has been bought up to the Section 4.A.1. Minimum Bid Period Guarantee.

2.Voluntary cancelation

a.Voluntary cancelations shall be done in seniority order for a crew position.

b.If a pilot voluntarily cancels the pilot’s vacation at Company request, the pilot shall be paid, not later than the following bid period, the CH value of the canceled vacation, not to exceed the balance in the pilot’s vacation credit hour bank. The credit hour value of the canceled vacation shall be deducted from the pilot’s vacation bank. In addition to all other compensation, the pilot shall be paid 24 CH if the pilot’s earned CH for that bid period (in which the canceled vacation period began) meet or exceed MBPG.

[Note: “Earned CH” in the context of 7.I.2.b. refers to all credit hours included in the unit(s) of work performed (including pay only), or from which removed with pay, excluding only:

1.LMS (4.I.4.d.)

2.GPE (4.EE.3.)

3.CBA Disruptions and “disruption-like” (i.e., 4.W.1., X., Y., Z., AA.3, CC., GG., HH.)

4.Jury Duty (25.Y.) and Bereavement Absence (25.Z.)

5.Showpay (4.P.2.b., Q.2., R.2.)

6.RP Change (25.M.3.d.)

7.p.114 Soft R-day (25.M.6.h.)

8.Vacation cancellation penalty (7.I.)]

[Note: “Earned CH” includes CH dropped per Section 25.X. “short term military” conflicts]

3.If the Company does not receive a sufficient number of voluntary cancelations for a crew position following at least two requests, the Company may cancel a pilot’s vacation involuntarily and the following shall apply.

a.The involuntary cancelation shall be in reverse seniority order.

b.The pilot shall be notified of the cancellation in writing at least 30 days prior to the first day of the bid period within which the vacation being canceled would begin.

c.The pilot’s vacation bank shall be increased by 36 CH.

d.The pilot may reschedule the canceled vacation period to a currently open vacation slot(s) or to a slot(s) held by any pilot junior to the pilot in the pilot’s crew position. The junior pilot’s vacation award shall not be impacted.

e.If the pilot is unable to reschedule the canceled vacation period as provided in Section 7.I.3.d., the vacation hours shall be carried over into the following year.

f.Notwithstanding Section 7.I.3.d. and e., the pilot may elect to be paid the credit hour value of the pilot’s canceled vacation period, plus the additional 36 CH, which shall be paid no later than the following bid period.

4.A BPO Pilot’s vacation period in a pay only bid period may be canceled due to operational requirements and only Section 7.I.2.b. shall be applicable for a voluntary cancelation, and only Section 7.I.3.b. through f. for an involuntary cancelation.

A.p.115 Deadheading By Air

The provisions of this paragraph apply to pilots scheduled to deadhead by air transportation.

1.Deadheading To Revenue Operations

A pilot scheduled to deadhead to or from revenue operations shall receive pay and credit as provided in Section 4.F. (Trip Guarantee).

2.Deadheading To Training

A pilot scheduled to deadhead to or from training shall receive deviation bank credit for that deadhead.

3.Selection of Deadhead Carriers

Requirements regarding carrier selection shall apply when the trip is constructed or revised.

a.Domestic Deadheads

The Company shall not schedule front-end domestic deadheads, other than non-stop, that operate during the hours of 0200-0459 LBT. Deadheads scheduled in accordance with Section 8.A.3.c. do not violate this paragraph.

b.All Deadheads (Domestic and International)

i.Commercial deadhead tickets shall be purchased exclusively on air carriers on the Company’s approved commercial carriers list on June 29, 2026 (Approved Air Carriers List (AACL) with the “notes”), or as modified by Section 8.A.3.b.ii.

ii.For air carriers not on the AACL as of June 29, 2026:

(a)An air carrier may be added with the mutual agreement of the Association SIG and Company SIG;

(b)The Company or Association may propose an addition of an air carrier to the AACL. Disagreement related to the addition of an air carrier to the AACL shall be resolved using the scheduling dispute final resolution process set forth in Section 25.BB.F. (SIG Neutral Track) or G. (VP/ MEC Chairman Track).

(1)If the Section 25.BB.F. track is initiated, the BB.F.2. SIG neutral recommendation shall be considered final and binding.

(2)The proposed air carrier shall not be utilized prior to the Section 25.BB.F. issuance of the SIG neutral recommendation or the BB.G. Vice President, Flight Operations letter.

(c)p.116 [Reserved];

(d)The Company’s addition of air carriers to the AACL for Operational Use Only shall require Association SIG consent.

iii.[Reserved]

iv.If the Company’s experience with an air carrier on the AACL creates a substantial concern for the safety and reliability of the carrier’s operations, any disputes regarding the use or non-use of such air carrier shall be resolved using the scheduling dispute final resolution process set forth in Section 25.BB.F. or G.

v.In code share situations in which 2 or more airlines share the same flight segment, the airline operating the flight shall determine compliance with this Section.

vi.International deadheads shall be scheduled on:

(a)Jet aircraft;

(b)The De Havilland Canada DHC-8-400 Dash 8, for deadhead flight segments entirely within the “European Theater” (as defined in Section 12.D.1.c.ii.); or

(c)Another aircraft/deadhead routing, as agreed upon by the Association SIG. The Association SIG shall not unreasonably deny the use of other aircraft meeting similar (to jets and DHC-8-400) safety, reliability, and comfort standards.

vii.A deadhead shall not be scheduled for more than 22 consecutive hours on duty.

c.Business Necessity Deadheads

In individual cases of business necessity, in addition to carriers authorized by Section 8.A.3.b., and with the approval of the System Chief Pilot, a Fleet Captain (or designee), or the Duty Officer, a pilot may be scheduled to deadhead on a Company aircraft, chartered jet carrier, Company corporate business jet aircraft, scheduled U.S. certificated air carrier operating under FAR part 121 or 135, or on any other carrier to which the pilot agrees. The Company shall provide a written report detailing the reason(s) requiring the use of this provision to the SIG within 5 days of the construction or revision.

d.Scheduling of Deadheads on Company Aircraft

Notwithstanding Section 8.A.3.c., the Company may schedule deadheads on Company aircraft operating to/from Almaty, Kazakhstan (ALA) consistent with the terms of the Grievance 09-16 Settlement Agreement.

e.p.117 Deadhead by Company Aircraft to Base

i.Except as provided in Section 8.A.3.e.ii., if the Company constructs a trip outside of the bid period package and/or revises any trip, and the Company determines a necessity exists under Section 8.A.3.c. as to a deadhead(s) located at the end of the trip that does not include any further flight deck or other non-deadhead duty, the use of Company aircraft for deadheads shall be accomplished as provided in the following Fly Window Procedures.

(a)The fly window shall begin 12 hours after the end of the pilot’s previous duty period. The fly window shall terminate 36 hours from its beginning point.

(b)If there is a commercial flight with available seats within the fly window, the Company shall obtain such for the pilot (provided it complies with other provisions of the contract (e.g., minimum rest requirements)). The unavailability of the class of service otherwise required by Section 8 shall not be a reason justifying a failure to purchase a commercial ticket under this paragraph.

(c)If there is a commercial flight(s) within the fly window but it has fewer available seats than the number of pilots requiring deadheads, the Company shall offer to purchase commercial ticket(s) in the following order: Captain, then First Officer. If there were multiple pilots holding the same crew position on the trip, the most senior pilot within that crew position will be given higher priority.

(d)In the event that there are insufficient seats available on commercial flight(s) within the fly window, the Company may schedule a pilot for a Company jumpseat that departs at any time after the beginning of the fly window.

ii.The fly window procedures shall not apply if:

(a)The pilot would be placed at risk of substantial bodily harm, or loss of property or life due to the pilot’s continued presence in a location during the fly window; or

(b)There is any legal or regulatory reason why the pilot cannot deadhead on a commercial carrier (e.g., does not possess required visa); or

(c)Application of the fly window procedures would result in the pilot being illegal for the pilot’s next Company scheduled activity (e.g., flight duty, standby, reserve, training). In that case, if specifically authorized by the Duty Officer based on staffing needs (in case the pilot otherwise would miss non-training duty) or disruptions to training p.118 schedules (in cases where the pilot would miss training), the Company may schedule the pilot for any legal jumpseat that would protect the pilot’s legality for further scheduled duty.

iii.A pilot who is positioned by means of this provision (Deadhead by Company Aircraft to Base) shall be entitled to deviation bank credit in the amount of the Baseline Fare for a ticket in the highest class of service for which the pilot is eligible, on the first flight that would have been legal for the return deadhead, but for the unavailability of seats.

4.Administration of Deadhead Fares

a.The Company shall publish the Baseline Fare for all scheduled commercial deadheads.

i.For trips in the bid period package, the Baseline Fare is a fare quote obtained no earlier than 7 days before and no later than 2 days after the publication of the bid period package.

ii.For trip revisions, and for trips constructed after the publication of the bid period package, which include a commercial deadhead(s) for which a Baseline Fare has not yet been published, the Baseline Fare is a fare quote obtained at the time the Company constructs or revises the trip.

iii.A Baseline Fare is applicable to all crew positions on the trip containing the commercial deadhead.

b.The Company shall determine and publish the Established Fare for all scheduled commercial deadheads after the publishing of First Officer monthly bid awards as provided in Section 25.C.11., and no later than 14 days prior to the scheduled departure of the commercial deadhead (except where less than 14 days remain).

i.The Established Fare is a fare quote obtained pursuant to Section 8.A.4.b.

ii.For trip revision(s) involving revision(s) to a deadhead(s), and for trips constructed after the publication of the bid period package, the Established Fare will be determined:

(a)When a pilot is assigned to the trip, if 14 or more days remain prior to the scheduled departure of the deadhead;

(b)14 days prior to the scheduled departure of the deadhead, if no pilot has been assigned as of that time; or

(c)At the time the Company constructs or revises the trip, if less than 14 days remain prior to the scheduled departure of the deadhead.

iii.An Established Fare is applicable to all crew positions on the trip containing the commercial deadhead.

c.p.119 The Baseline and Established Fare(s) for any trip containing a commercial deadhead shall also be included with the information associated with the trip in VIPS (e.g., displayed on the Trip Pairing screen).

5.Class of Service for Commercial Deadhead Travel

Requirements regarding class of service shall apply when the trip is constructed with a deadhead. The Company shall not be in violation of this Section due to changes or conditions imposed by passenger carriers after the trip is constructed (e.g., increased or reduced block time, aircraft change, etc.). Regardless of whether such changes occur, a pilot’s deviation allowance is based on the class of service authorized in the original schedule.

a.Deadhead travel shall be booked in economy class unless a higher class of service is authorized. When available on a commercial flight, the Company shall book economy class tickets which include an opportunity for seat selection.

b.A class of service higher than economy shall be authorized if:

i.a deadhead exceeds 5 scheduled block hours;

ii.a deadhead is included in a single duty period exceeding 11:30;

iii.the scheduled block hours of a revenue flight plus the scheduled block hours of a deadhead in a single duty period exceed 8 hours. However, if a domestic duty period does not exceed 11:30 and a deadhead within that duty period does not exceed 1:30 (OAG) block, the deadhead may be scheduled in economy;

iv.the deadhead is an international deadhead that exceeds 2:30 scheduled block hours, and whose origin and destination are both outside the contiguous 48 United States; or

v.as authorized by the SIG.

c.Higher Class of Service

i.Regardless of a passenger carrier’s nomenclature or hierarchy for classes of service, a Flat Bed Seat satisfies the higher class of service requirements set forth in this Section.

ii.If a higher class of service is authorized on a deadhead with less than 10 scheduled block hours, such service shall be booked in Business or First Class at the Company’s option, subject to availability on the scheduled flight. If a seat with the required class of service is not available when the Company books a seat for the pilot, the Company shall book a seat in the next highest class of service available, provided it places p.120 a request to upgrade to the required higher class(es) of service.

iii.If a deadhead has 10 or more scheduled block hours, the travel shall be booked in the following order based upon availability on the scheduled flight:

(a)First Class (discounted);

(b)Business Class (full fare or discounted);

(c)First Class (full fare).

iv.If the deadhead is scheduled for more than 16 hours duty, the following shall apply:

(a)The flight must be a non-stop flight; and

(b)A special booking priority shall apply to deadheads scheduled over 16 hours. That priority shall be:

(1)Discounted first class;

(2)Full fare first class;

(3)Business class.

(c)The Company shall ensure that Corporate Travel (or any subsequent Company designated travel administrator) attempts to secure first class seating at the earliest practical point in the planning process. If Corporate Travel is unable to book first class at the time the initial booking is made, Corporate Travel shall notify the pilot who is awarded that trip, via e-mail, of the unavailability of first class.

v.If neither Business nor First Class is available on the scheduled flight, an economy class ticket (with a reservation to upgrade to the appropriate higher class) may be purchased only in the following two circumstances:

(a)The scheduled deadhead flight is for the purposes of Operational Recovery; or

(b)The scheduled deadhead duty period is 16 hours or less.

vi.Regardless of the class of service actually ticketed, a pilot’s deviation bank shall be credited with the Baseline Fare for the highest class of service which is authorized on the scheduled deadhead flight, and which exists on that flight.

d.Company Purchase of Higher Class of Service Tickets in Bid Period Package

When purchasing deadhead tickets prior to the beginning of a bid period, deadhead tickets for flights entitled to a higher class of service shall be purchased prior to tickets requiring a lower class of service.

i.p.121 The Company shall begin to purchase the following deadhead tickets at least 30 days prior to the showtime of the scheduled deadhead and in the following order:

(a)international deadheads authorized a higher class of service;

(b)domestic deadheads authorized a higher class of service; and

(c)international non-higher class of service.

ii.The Company shall begin to purchase domestic non-higher class of service deadhead tickets at least 15 days prior to the showtime of the scheduled deadhead.

iii.The Company shall also maintain the same booking priorities as above (Section 8.A.5.d.i. and ii.) for any ticket that requires manual booking.

[Application Note: When purchasing deadhead tickets prior to the beginning of a bid period, on a given day that tickets need to be purchased, all deadheads 30 days out (for international higher class of service, domestic higher class of service and international non-higher class of service tickets) will be submitted into the automation. Additionally, domestic non-higher class of service tickets 15 days out will be submitted into the automation. If a ticket request falls out of the automated process and onto the manual work queue the requests will stay in departure date/time order with;

(a)international higher class of service;

(b)domestic higher class of service;

(c)international non-higher class of service; and

(d)domestic non-higher class of service.

All required deadhead tickets for day 1 of the next bid period will need to be booked before moving onto day two (the initial submission will have days 1-15 of the next month, those will need to be worked before day 16, etc.)].

6.Deadhead Tickets

This paragraph shall apply equally to deviation deadhead tickets and Company scheduled deadhead tickets.

a.A Company designated group or department shall be utilized for purchasing all deadhead tickets, except when:

i.the Company cannot purchase a ticket for a lower fare than the pilot can purchase himself; or

ii.the pilot must purchase the ticket himself to prevent delay to FedEx flight operations.

b.p.122 If a pilot does not purchase the pilot’s deadhead ticket using the Company’s travel vendor, the pilot shall use the Company issued Travel Card to purchase such ticket. In extenuating circumstances, a pilot may contact the Company to arrange a pre-paid ticket, or the pilot may buy a deadhead ticket by other means, if necessary to prevent delay to FedEx flight operations (e.g., carrier won’t take the credit card, Travel Card unavailable).

c.A pilot must either use the pilot’s Company purchased deadhead ticket in conjunction with the trip for which it was scheduled or account for that ticket with the expense report reconciling the pilot’s deviation expenses for the month. Upon written request, a pilot shall provide the Company proof of the pilot’s use of a deadhead ticket.

B.Deadhead by Surface Transportation

1.A pilot who is scheduled for surface transportation between two airports shall receive credit for pay toward the duty period calculation, for such deadhead, based on historical FedEx data as follows:

a.:30 CH for each 1 hour, or portion thereof, up to a maximum of 2:30 CH.

b.Surface transportation greater than 2 hours must be approved by the SIG.

2.The surface transportation shall be provided on a non-public commercial operator; provided, however, that between international locations specifically approved by the SIG (e.g., HKG-CAN and CGN-FRA), a pilot may be scheduled for ground transportation on a public commercial operator (e.g., train, hydrofoil).

3.Surface transportation between an airport and a layover facility is not deadhead by surface transportation, provided that the flights immediately preceding and following the layover operate from the same airport.

C.Deviation From Scheduled Deadhead

The intent of the deviation policy is to allow a pilot business travel flexibility in accordance with the options and conditions specified herein. Except as provided in Section 8.C.1.f.ii., a pilot who deviates is responsible for the pilot’s scheduled, revised, rerouted, or canceled trip. A deviating pilot must ensure the pilot’s compliance with FAR crew rest requirements prior to operating a Company flight. A pilot who deviates from a scheduled deadhead shall earn trip guarantee as if the pilot were deadheading as scheduled.

1.Deviating Operating Procedures

a.Notification

i.A pilot shall notify the Company through VIPS of the pilot’s intention to deviate from a scheduled deadhead at the beginning p.123 of a trip. This notification shall occur no later than 60 hours prior to the showtime of the scheduled deadhead.

ii.Except as provided in Section 8.C.1.a.i., if a pilot is notified of a trip assignment less than 60 hours prior to showtime, upon notification, the pilot shall advise the Company through VIPS of the pilot’s deviation from a scheduled deadhead at the beginning of the trip.

iii.If a pilot has provided notification of a deviation, and the deadhead at the beginning of a pilot’s trip is subsequently revised, upon notification the pilot shall advise the Company through VIPS of the pilot’s deviation on the revised deadhead.

iv.Failure to notify the Company of a deviation as required may result in the deviation bank credit for the appropriate deadhead being deducted from the pilot’s deviation bank only if the cancellation of the scheduled deadhead results in a charge to the Company. Any such deduction shall not exceed the lesser of the value of the charge to the Company, or the deviation bank credit for that deadhead.

v.A pilot may maintain 2 active reservations for each scheduled lane segment.

Example: A pilot may book the pilot’s deviation travel itinerary before canceling the pilot’s scheduled travel itinerary, except where a passenger carrier’s reservation systems will not allow the pilot to do so.

b.Trip Trade Restrictions After Deviation Notification

After a pilot provides notification of the pilot’s deviation from a scheduled deadhead that originates or terminates in a location outside the contiguous 48 United States, Canada, or Mexico, the pilot may not trade, drop, or authorize a personal bump on the trip containing the deadhead if there are less than 14 days remaining until scheduled showtime of that trip, unless authorized by CRS or the Fleet Captain (or designee).

c.Initial Deviation Check-In

A deviating pilot shall check in with VIPS, or CRS if VIPS is not accessible, no earlier than 60 hours and no later than 4 hours prior to showtime of the originally scheduled deadhead at the beginning of a trip. This check-in will satisfy the requirements of the final deviation check in if the pilot is already in position for the first revenue leg when the pilot makes the pilot’s Initial Deviation Check-In.

d.Final Deviation Check-In

i.A deviating pilot shall check in with VIPS, or CRS if VIPS is not accessible, and indicate that the pilot is positioned within p.124 100 nautical miles, or at a distance as approved by the pilot’s Fleet Captain (or designee), of the airport from which the first revenue flight will depart or at which the pilot’s standby period begins. This check in must occur:

(a)no later than 8 hours prior to showtime of a revenue flight that operates entirely within North America (i.e., Alaska, Canada, Mexico, the contiguous 48 United States, Caribbean and Puerto Rico);

(b)no later than 12 hours prior to showtime of a revenue flight that either takes off from, or lands in, a city outside North America or a standby period that did not require an intercontinental deadhead from the pilot’s base; or

(c)for a revenue flight or standby period that required an intercontinental deadhead from the pilot’s base, no later than:

(1)18 hours prior to showtime of a revenue flight or commencement of the standby period; or

(2)The scheduled arrival time of the Company scheduled deadhead at the location of the revenue flight or standby period (if less than 18 hours prior to the scheduled departure of the revenue flight or commencement of the standby period).

Example: A pilot deviates from the pilot’s scheduled deadhead to CDG. The scheduled deadhead was scheduled to arrive in CDG 36 hours prior to showtime. The pilot’s final deviation check-in must occur no later than 18 hours prior to showtime.

Example: A pilot deviates from the pilot’s scheduled deadhead to HKG. The scheduled deadhead was scheduled to arrive in HKG 17 hours prior to showtime. The pilot’s final deviation check-in must occur no later than 17 hours prior to showtime.

ii.For purposes of Section 8.C.1.d. (this paragraph) the showtime of a revenue flight shall be one hour prior to the scheduled departure of that flight.

iii.The final deviation check-in may occur at the same time as the initial deviation check-in if the pilot is already in position for the first revenue leg when the pilot makes the initial deviation check-in.

iv.Final deviation check-in may be accomplished if the deviating pilot joins the Company scheduled deadhead(s) and, as a result, the pilot will arrive at the point of origin of the pilot’s first revenue flight or standby period as if the pilot had not p.125 deviated. Upon arrival at the departure gate of the scheduled deadhead flight, the pilot shall check-in with VIPS, or CRS if VIPS is not accessible, and indicate that the pilot is in position for the scheduled deadhead flight. Once this check-in has been accomplished, the pilot shall no longer be considered as deviating, for the purposes of subsequent delays, revisions, and all trip services.

Example: The scheduled deadhead travel is MEM-ATL-CDG. The pilot deviates and obtains a ticket to join the scheduled ATL-CDG flight. Final deviation check-in may be accomplished upon arrival at the departure gate for the CDG flight in the ATL airport.

v.If a final deviation check-in has not occurred as required, then prior to replacing the deviating pilot, CRS shall first place a call to the scheduled layover hotel, then a minimum of 2 calls based on the following hierarchy, unless the pilot has fewer than two phone numbers listed in VIPS:

(a)VIPS primary contact number.

(b)Cell phone number.

(c)Alternate contact number #1.

(d)Alternate contact number #2.

e.Deviation Delay/Failure

If a pilot encounters difficulty in the pilot’s deviation travel to the revenue departure location to such an extent that a live flight is jeopardized, the pilot shall contact CRS at the earliest opportunity. If the notification to CRS is provided in sufficient time to allow the trip to be covered by a reserve, and the flight is not delayed due to the deviation failure, then the pilot will be dropped from the trip without pay, receive no deviation bank credit for the trip, and shall not be disciplined.

f.Trip Revisions

i.If a pilot’s trip is revised at or prior to the pilot’s initial deviation check-in and, as a result, the pilot is unable to report on time, the trip shall be dropped and the pilot shall be eligible for Priority Non-Premium (PNP) make-up.

ii.If a pilot’s trip is revised after the pilot’s initial deviation check-in and, as a result, the pilot is unable to report on time, the Company shall make best efforts to reposition the pilot for the trip. If the Company is unable to do so, the pilot shall be eligible for substitution and is authorized return deadhead transportation to base. The cost of the original deadhead tickets shall be deducted from the pilot’s deviation bank, however, the cost p.126 of the deviation ticket used, and the cost of the pilot’s return ticket, shall be allowable as a claim, up to the applicable fare (as determined in accordance with Section 8.C.2.a.) for the original deadhead tickets, regardless of the pilot’s deviation bank balance. Such claim shall be specifically documented on a deviation expense report.

iii.A VLT/DRF/CMU pilot covered by Section 8.C.1.f.ii. shall not be eligible for substitution and shall earn the greater of 3:00 CH or duty rig computed from the pilot’s scheduled showtime until the VIPS notification of the revision.

iv.A deviating pilot is considered on a trip after the scheduled showtime of the pairing. Therefore, if a trip changes after showtime, the pairing will be rebuilt to reflect the changes.

g.Mid-Trip Deviations

A pilot may deviate from a scheduled deadhead between any two revenue segments of a trip only with the prior approval of the pilot’s Fleet Captain (or designee).

h.End-of-Trip Deviations

A pilot shall notify the Company through VIPS of the pilot’s deviation from a deadhead scheduled at the end of a trip:

i.at least 60 hours prior to the showtime for an international deadhead; or

ii.at least 8 hours prior to the showtime for a domestic deadhead, unless the airline requires an earlier notification to avoid cancellation penalties, in which case the deviation notification must occur 12 hours prior to the carrier’s penalty deadline. The Company shall include the carrier’s cancellation policy in the E-Ticket issued to the pilot by the Company’s travel department or vendor.

i.Business Status While Deviating

i.A pilot who deviates is considered to be on business travel (and shall be afforded all rights and benefits as such) while traveling under the provisions of this Section.

ii.A pilot may book a Company jumpseat as all or part of the pilot’s deviation travel. A pilot using a jumpseat for the purpose of a deviation shall have business jumpseat status (or equivalent booking status).

2.Deadhead Deviation Banks

a.Application By Bid Period

The Company shall establish a deviation bank for each pilot for each bid period.

i.p.127 The value of a given bid period’s deviation bank shall be equal to the value of:

(a)the applicable fare(s) for the scheduled commercial deadhead ticket(s) for all trips flown during that bid period; and

(b)the value of the applicable fare(s) for the scheduled commercial deadhead ticket(s) for recurrent training scheduled during that bid period (if any).

ii.To the extent that the pilot’s allowable/reimbursable deviation expense claims for a given bid period are less than the pilot’s deviation bank credit for that bid period, that balance shall remain intact for three additional bid periods. This deviation bank allowance (DBA) shall be available to offset past or future deviation bank overspends, as follows:

(a)If the pilot had allowable/reimbursable deviation expense claims for the immediately preceding bid period which exceeded the pilot’s deviation bank for that bid period, the DBA shall be applied to offset the prior overspend; and

(b)Any DBA balance remaining after application of Section 8.C.2.a.ii.(a) above shall be added to the pilot’s deviation bank in the immediately subsequent bid period.

[Application note: the automation has and will continue to apply all previous bid periods’ remaining balances (oldest to newest) to that overspend.]

iii.Following the three additional bid periods, any remaining balance shall then be reduced by 50% and credited to the pilot’s Hotel Airfare Cancelation Bank (Section 8.C.2.h.).

b.Deviation Bank Credit

i.Bid Period Package Deadhead

(a)If the pilot notifies the Company of the pilot’s deviation from a commercial deadhead prior to the first day of the bid period in which the applicable trip begins, the pilot’s deviation bank shall be credited with the higher of the Baseline Fare or the Established Fare.

(b)If the pilot notifies the Company of the pilot’s deviation from a commercial deadhead on or after the first day of the bid period in which the applicable trip begins, the pilot’s deviation bank shall be credited with the Established Fare.

ii.p.128 Non-Bid Period Package Deadhead

For trip revision(s) involving revision(s) to a deadhead(s), and for trips constructed after the publication of the bid period package, the pilot’s deviation bank shall be credited with the higher of the Baseline Fare or the Established Fare.

c.A deadhead associated with a carryover trip shall be credited to the deviation bank for the bid period containing the showtime for the deadhead.

d.All deadhead travel shall be classified into two categories, Front/ Back-End, and Mid-Trip. For the purpose of deviation bank credit, each category shall be treated separately. However, if a deadhead trip is changed or canceled by the Company, the associated deadhead bank monies remain intact. Within each category, a pilot’s bank credit shall be determined as set forth in Section 8.C.2.a.

e.With respect to a pilot who deviates on the front-end of a trip, but who does not actually operate any portion of the trip due to a sick call, the pilot shall be compensated and the pilot’s sick leave account shall be reduced by the scheduled credit hours for that entire trip, unless the pilot has made a demonstrable effort to commence the pilot’s deviation travel.

Example 1: A pilot deviates from the pilot’s scheduled deadhead travel from MEM to CDG via ATL, and instead plans to travel from JAX to CDG via EWR. The pilot arrives at the JAX airport and calls in sick, after the scheduled showtime of the original trip. The pilot receives partial pay and credit for the trip up to the time of the pilot’s sick call, with the balance of the trip guarantee charged to the pilot’s sick bank, in accordance with Section 14.

Example 2: A pilot deviates from the pilot’s scheduled deadhead travel from MEM to CDG via ATL, and instead plans to travel from DEN to CDG via ORD. The scheduled showtime for the MEM to ATL scheduled deadhead is 1540z on September 3. The pilot’s deviation deadhead from DEN to ORD has a showtime of 1100z on September 4. The pilot calls in sick from the pilot’s home in DEN at 0900z on September 4. If the pilot holds trip guarantee, the pilot shall be compensated, and the pilot’s sick leave account shall be reduced by the scheduled credit hours for the entire trip, in accordance with Section 14.

f.A pilot in initial, transition or upgrade training (ITU) shall have a separate deviation bank established for the duration of such training. The training deviation bank shall be determined as set forth in Section 8.C.2.a.

g.p.129 Deviation expenses associated with ITU training shall be reconciled against the pilot’s training deviation bank by submission of an expense report at the end of the pilot’s training period.

h.Hotel Airfare Cancelation (HAC) Bank

i.The Company shall establish a Hotel Airfare Cancelation (HAC) bank for each pilot.

ii.For all hotel rooms canceled by a pilot through CRS or other designated means at least 26 hours prior to the scheduled hotel check-in (i.e., in accordance with Section 5.B.6.), the Company shall credit $50 (domestic hotel reservations), or $70 (international hotel reservations) to that pilot’s HAC bank, provided, however, that the pilot actually operated the trip containing the canceled hotel room(s).

iii.HAC bank credits up to $7,500 shall be available to offset allowable/reimbursable deviation bank expenses incurred during any bid period.

iv.The Company shall make available for the pilot’s reference, via VIPS, a pilot’s current HAC bank balance.

v.A pilot’s HAC bank balance shall be capped at $15,000.

vi.On-property sleep rooms are not guaranteed to pilots who cancel Company-scheduled hotel rooms (e.g., IND day rooms).

3.Deviation Options and Qualifying Expenses

Subject to the limitations and reporting provisions in Section 8.C.4. and C.5., a pilot’s air travel, train travel, surface transportation, hotel use, parking and non-taxable per diem are allowable/reimbursable expenses as provided in this paragraph.

a.Air Travel

i.In the following circumstances, air travel expenses are allowable/reimbursable:

(a)to or from a pilot’s base to position to/from a scheduled assignment.

(b)deviation from scheduled deadhead travel.

(c)deviation from scheduled deadhead travel between a pilot’s base and training conducted away from the pilot’s base.

ii.Air travel expenses shall be limited to the applicable fare (as determined in accordance with Section 8.C.2.a.) for the class of service for which the deviation travel would otherwise qualify under Section 8.A.5.

iii.p.130 Fees associated with seat selection, provided the pilot charges the fee(s) to the pilot’s Company issued travel card (receipts required regardless of amount). Such fees shall be limited to $100 per positioning sequence (i.e., front-end, mid-trip, or back-end).

[Note: Fees associated with seat changes within the economy class of service are eligible expenses under this paragraph (e.g., Delta’s current “Comfort Plus” offering)]

iv.Airport departure fees.

v.If a pilot scheduled for a nonstop deadhead over 16 hours on duty, who is not booked in first class, deviates from the scheduled deadhead in order to obtain first class on another carrier, the following shall apply:

(a)the pilot shall include with the pilot’s deviation expense report an e-mail from corporate travel indicating that first class was not available on the originally scheduled deadhead at the time the booking was made; and

(b)the provision of the e-mail in Section 8.C.3.a.v.(a) shall entitle the pilot to be reimbursed for the pilot’s deviation ticket up to the full fare first class cost of a direct, nonstop deviation deadhead whose origin and destination match the scheduled deadhead, regardless of the pilot’s deviation bank value. A deviation deadhead covered by this paragraph must be among the standard routings scheduled by the carrier.

vi.If a pilot scheduled for a deadhead less than 16 hours on duty but more than 10 hours scheduled block hours, who is booked in economy class, deviates from the scheduled deadhead in order to obtain a higher class of service on another carrier, the following shall apply:

(a)the pilot’s Deviation Bank shall be credited with 130% of the Established Fare on the scheduled deadhead routing; and

(b)the pilot’s deviation travel is not required to match the scheduled deadhead routing.

b.Surface Transportation

i.Surface (including water borne) transportation expenses between a field airport/FedEx operations area and the layover hotel are allowable/reimbursable.

(a)The vendor for surface transportation shall be selected in the following order:

(1)p.131 Company provided transportation (crew bus), or hotel transportation; or, if unavailable,

(2)The contract vendor in that city; or, if unavailable,

(3)Another vendor, in which case reimbursement for surface transportation is limited to $150 per occurrence, unless a higher charge is authorized by the pilot’s Fleet Captain, or designee.

(b)Surface transportation used at other than the scheduled pickup time shall not be direct billed.

ii.Surface (including water borne and rental cars) transportation of reasonable expense between commercial locations, or between a residence and the field airport/FedEx field operations area, greater than $100 per occurrence requires prior approval by a pilot’s Fleet Captain. Approval requests shall be available via the Company’s online expense reporting system.

iii.A pilot who is assigned to initial, transition or upgrade training away from the pilot’s base may elect to drive the pilot’s vehicle to the training location. In this event, the AAA calculated mileage, round trip from the pilot’s permanent residence to the training facility at the current IRS mileage rate shall be allowable/reimbursable (e.g., training in DFW and a pilot drives the pilot’s car to and from).

c.Trains

Travel by train or subway is an allowable/reimbursable expense to the same extent air travel or surface transportation expenses would have been allowable/reimbursable.

d.Hotel

i.Non-Intercontinental Deadheads

A pilot who is scheduled for consecutive non-intercontinental deadheads from and back to the same city, may expense up to 3 nights of hotel use in the contract hotel in lieu of the scheduled deadhead tickets. The hotel use shall be between the scheduled deadheads. Use of a non-contract hotel, and any hotel use for greater than 3 nights, requires prior approval of the pilot’s Fleet Captain, or designee.

ii.Intercontinental Deadheads

(a)A pilot who deviates from intercontinental deadhead travel may expense up to 3 nights of hotel use in lieu of the scheduled deadhead ticket. The hotel use shall be on consecutive days in conjunction with the revenue portion at the beginning or end of a trip. Hotel use for greater p.132 than 3 nights requires prior approval of the pilot’s Fleet Captain, or designee.

(b)A pilot who deviates from intercontinental deadhead travel may expense hotel(s) as part of the pilot’s deviation travel as follows:

(1)the pilot may expense 1 hotel room as a deviation expense; or

(2)the pilot may expense up to the same number of hotel rooms as in the pilot’s scheduled deadhead.

iii.A pilot who deviates from deadhead travel at the beginning of a trip may check in at the contract hotel a maximum of 2 days early. This hotel use is a deviation expense charged to the pilot’s bid period deviation bank.

iv.A pilot who has a SUB window may use a hotel room at the pilot’s base. This hotel use is an allowable/reimbursable expense charged to the pilot’s bid period deviation bank.

[Note: This option is in addition to Section 25.H.5.c. and e.]

v.When hotel use is an allowable/reimbursable deviation expense:

(a)the pilot is responsible for the pilot’s hotel reservation;

(b)reimbursement shall be limited to the contract hotel rate for the city associated with the revenue portion of the trip; and

(c)authorized expenses shall not be direct billed.

e.Non-Taxable Per Diem

A pilot claiming hotel use as a deviation expense under Section 8.C.3.d.i. or ii. may also claim non-taxable per diem for the period covered by the pilot’s hotel reimbursement claim (i.e., one night hotel use equals 24 hours per diem) and not otherwise covered by per diem for a scheduled trip. This per diem shall be paid at the rate for the city associated with the revenue portion of the trip.

f.Parking

A pilot may claim up to $375 per quarter for parking passes or fees at an airport outside the pilot’s base.

4.Limitations on Deviation Expenses

The following limitations apply to deviation expenses:

a.All deviation expenses shall be paid for using the Company issued Travel Card, unless:

i.the vendor will not accept the card; or

ii.p.133 the vendor has rendered both authorized and unauthorized deviation expenses, and refuses to allow the pilot to pay for authorized expenses with the Company Card and for unauthorized expenses in another manner. In this case, the pilot shall pay the vendor’s bill by personal means, and shall submit an expense report requesting reimbursement for the authorized expenses.

b.Expenses which are otherwise allowable/reimbursable, but which exceed the value of a pilot’s deviation bank are the pilot’s responsibility, and shall be handled in accordance with Section 8.C.5.d.

c.The Company shall pay all fees associated with scheduled deadhead tickets. Fees associated with an unused deviation ticket shall not be allowable unless a Company schedule change was the reason why the ticket could not be used, or had to be changed. These costs/fees shall be handled in accordance with Section 8.C.5.d., and shall be limited to the actual cost but shall not exceed $25 per transaction.

Note: When a deviating pilot arranges for the booking of the pilot’s deviation travel, either via an electronic system(s) or by phone contact with the Company’s travel department or vendor, the Company is responsible for any of the above-listed fees that may be incurred due to the cancellation of the scheduled travel, and/or the booking of the pilot’s deviation travel itinerary. However, in the event the pilot makes any subsequent changes to the pilot’s deviation travel itinerary, and if those changes result in any of the above-listed fees, the pilot shall be responsible for those fees.

d.All deviation travel must be on a commercial carrier, except as specifically authorized otherwise in this Section.

e.Travel claimed as a deviation expense must begin or end within 3 days of the scheduled assignment to/from which the pilot is deviating (e.g., scheduled deadhead, trip or R-day) and must proceed to the intended destination of the deviation with no greater than a 24 hour delay enroute, domestically, and a 48 hour delay enroute internationally.

f.When a pilot claims hotel use in lieu of a scheduled deadhead ticket(s) as provided in Section 8.C.3.d.i. or ii.:

i.the scheduled deadhead ticket(s) establishes a “mini-bank” (i.e., claims based on that ticket(s) are allowable/reimbursable only up to the cost of that scheduled deadhead ticket(s)); and

ii.the value of the deadhead ticket(s) may not be used for any deviation expense other than hotel use (as provided in Section 8.C.3.d.i. or ii.) and non-taxable per diem.

g.p.134 Expenses, other than those identified in this section as authorized, are not allowable/reimbursable (e.g., expenses associated with the use of a personal vehicle (other than allowable parking expenses), telephone, food, newspapers, recreation, etc., are not allowable/reimbursable).

5.Reporting Procedures

a.An expense report shall be submitted if:

i.A deviation ticket is purchased through a Company designated group or department (e.g., Global Travel);

ii.An allowable/reimbursable expense is charged to a Company-issued Travel Card; or

iii.An allowable/reimbursable expense is paid out of pocket.

b.Original receipts (or electronic reproduction thereof) shall be required with the expense report submission. Boarding passes are required for tickets purchased out of pocket. Receipts are not required for allowable/reimbursable expenses under $75 or the applicable IRS maximum, whichever is less.

c.An expense report shall be submitted no later than the end of the subsequent bid period. A pilot shall have access to a DBA balance based on previous bid periods, provided that all previous bid period expense reports have been submitted (including auto submissions).

[Note: this DBA balance is subject to the outcome of each expense report audit by the Company]

d.If a pilot’s allowable deviation expenses for a bid period exceed the value of the pilot’s deviation bank (as adjusted by operation of Section 8.C.2.a.ii., if applicable) for such bid period or if a pilot has incurred unallowable expenses, the Company shall utilize payroll deduction to satisfy the pilot’s balance, subject to the 25% limit expressed in Section 3.E.

e.A pilot shall designate on the pilot’s online expense report any claim for deviation travel expenses incurred while commuting to or from the pilot’s base. The amount of such claim that is allowed/ reimbursed shall be included in the pilot’s income as taxable compensation and all applicable taxes will be withheld.

A.p.135 General

1.All revenue flying covered by this Agreement shall be performed by pilots on the Master Seniority List. No pilot may fly a revenue flight in a crew position the pilot cannot hold by the pilot’s seniority.

2.If a management pilot bumps a line pilot from the pilot’s scheduled trip or a portion thereof, in accordance with other provisions of this Agreement, the line pilot shall receive the scheduled credit hours and deviation credit, if any, for the trip, or portion thereof, notwithstanding Section 8.C.2.a. (trips flown).

3.If a management pilot flies a trip, or portion thereof, covered by this Agreement and it is not possible to identify the line pilot who would have been bumped and otherwise would be entitled to compensation as described in Section 9.A.2. above, the scheduled credit hours for such trip, or portion thereof, either shall be paid to the Association or offset against monies owed by the Association to the Company pursuant to Section 18.C. The value of any monies owed or offset pursuant to this paragraph shall be determined by multiplying the number of credit hours flown by the average hourly pay rate system wide for the crew status in which the management pilot flew.

4.Disputes arising from the application of Section 9.A.2. and 3., shall be resolved as provided in Sections 20 and 21. In no event shall the Company be required to pay a trip guarantee pursuant to Section 9.A.2. and 3., more than once.

5.Section 9.A.2. or 3., shall not apply to the following non-revenue flights, except to the extent that a line pilot previously assigned is bumped from that flight:

a.publicity flights;

b.scenic flights;

c.ferry flights;

d.experimental flights;

e.engine, instrument, radio or acceptance test flights;

f.humanitarian flights;

g.maintenance flights.

6.The provisions of Section 9.A.2. and 3., shall not apply to:

a.a trip(s) assigned to a management pilot pursuant to Section 12.A.10.g.ii.; and

b.p.136 a trip(s) assigned to a management pilot pursuant to Section 25.P., provided such assignment is made within 9 hours of showtime for a domestic trip, or within 13 hours of showtime for an international trip. Trips shall not be held out of open time to permit assignment under this paragraph.

7.The Company will provide a means, via VIPS or successor automation, for each pilot to indicate the pilot’s willingness to operate humanitarian or publicity flights (PDH assignments) for per diem only, and without any other compensation of any kind. To the extent that PDH assignments are made, those assignments will be made subject to the following, and in lieu of the normal assignments orders prescribed by Section 25.G.:

a.PDH submissions shall be handled on the same bases as for VLT submissions, as provided in Section 25.N.1.;

b.PDH assignments shall be made on the same bases as for VLT assignments, as provided in Section 25.N.2.;

c.The VLT assignment limitations contained in Section 25.N.3.a. through f. shall also apply to PDH assignments.

B.Bid Period Report

1.The Company shall provide to the Association a bid period report of all revenue trips, or portions thereof, covered by this Agreement, performed by pilots other than line pilots. Such report shall include:

a.The pairing number, base, equipment and date;

b.Name and employee number of the pilot who flew the trip;

c.Name and employee number of the pilot who received compensation under Section 9.A.2., if applicable; and

d.Amounts paid or credited to the Association pursuant to Section 9.A.3., if applicable, and the rate of pay and credit hours used to calculate such payment.

2.If applicable, the Company shall submit a negative bid period report.

3.The report referred to in Section 9.B.1., shall be submitted no later than 30 days following the close of the bid period to which it pertains.

C.Except for pilots assigned to the flight test group, line pilots shall not be required to conduct engine-out ferry, test or experimental flights.

D.Except for line pilots assigned to the flight test group who may be required to hold and maintain multiple ratings and qualifications, no line pilot covered by this Agreement shall be required by the Company to maintain currency in more than 1 type rating. This paragraph shall not be construed to prohibit the Company from requiring pilots to maintain qualifications in aircraft with a common type rating.

E.p.137 Flight Project Specialist (FPS) and Technical Advisor/Aircraft (TAA)

1.The duties and conditions of a FPS/TAA shall be at the discretion of the pilot’s manager. Such conditions may include but shall not be limited to dual aircraft and/or seat qualifications, and any attendant special training and certification required. However, those duties and conditions may not contradict provisions of this Agreement.

2.FPS/TAA shall bid for and be awarded a bid line for flying purposes or pay only, as determined by the pilot’s manager, in the pilot’s primary crew position. For purposes of Section 9.E. an FPS’s “primary crew position” means the crew position in which the pilot is currently performing the pilot’s line flying activities (i.e., seniority bid position). Unless released to the line for an entire bid period by the pilot’s manager, a FPS/TAA shall bid pay only, and shall be awarded a BLG/RLG and compensated as follows:

a.In addition to all other compensation to which the pilot is entitled, an FPS/TAA shall receive a bid period override commencing with the first month in the program. An FPS/TAA on extended sick leave, incapable of performing duties as assigned, shall have the pilot’s FPS/TAA override suspended effective 90 days from the first day of the bid period following the pilot’s sick election in VIPS. The pilot’s Bid Period Override will be resumed when the pilot is off sick status.

The bid period override shall be as follows:

Year 1 = $1,500

Year 2 = $1,600

Year 3 = $1,700

Year 4 and above = $1,900

b.An FPS shall receive an additional $300 per bid period if the pilot is required to maintain qualification in more than one aircraft.

c.An FPS/TAA who performs FPS/TAA duties on a day(s) off in excess of the duty requirements contained in Section 9.E.5.b., shall be compensated as follows:

i.For work involving flight deck duties, a pairing shall be constructed and the pilot shall earn trip guarantee at 150% of the pilot’s normal pay rate, when the pilot blocks out on such pairing; and

ii.For each additional work day not involving flight deck duties the pilot shall earn R-day value.

iii.Failure to block out will result in showpay.

3.An FPS/TAA who elects to resign the pilot’s position must notify the pilot’s manager at least 3 bid periods in advance.

a.p.138 The notification period may be reduced at the discretion of the pilot’s manager.

b.The FPS/TAA may be retained in the program for up to 3 months beyond the pilot’s desired resignation date at the discretion of the pilot’s manager, or 6 months by mutual consent.

c.The FPS/TAA is eligible to participate, without restriction, in any System Bid which closes subsequent to the effective date of the pilot’s resignation.

d.The crew position of an FPS/TAA who resigns, or is released from the pilot’s FPS/TAA status absent an open System Bid or FTPA crew position, shall be determined by comparing the pilot’s system-wide seniority against the results of the most recent System Bid. If the pilot is awarded or assigned a different crew position than the pilot’s current crew position, the pilot’s training, or base transfer activation, shall be determined in the same manner as provided in Section 13.A.6.e.

4.An FPS/TAA pilot holds the pilot’s FPS/TAA position at the discretion of the pilot’s manager.

5.During each bid period, the Company shall construct a work day schedule for each FPS/TAA, as follows:

a.An FPS/TAA may designate days free from duty as follows:

i.Up to 5 days off, which may not be in more than 2 blocks, in a 4 week bid period;

ii.Up to 7 days off, which may not be in more than 2 blocks, in a 5 week bid period; or

iii.Up to 8 days off, which may not be in more than 2 blocks, in a 6 week bid period.

The pilot may provide primary and secondary requests regarding which specific days shall be the pilot’s inviolate days off, and the Company shall accommodate those requests in seniority order. The Company shall make all reasonable efforts to award a pilot’s requested days off by seniority.

b.The maximum number of duty days on an FPS/TAA’s bid period schedule shall not exceed the maximum number of R-days in the bid period. In addition, an FPS/TAA may have up to 5 days of carryover, if bid. Carryover days will be paid only if work is available, as determined by the manager.

c.If an FPS/TAA is working consecutive months in pay only status, the pilot may work the carry over portion in either month, provided enough work is available, as determined by the pilot’s manager.

d.p.139 An FPS/TAA, bidding in a pay only status, shall be notified of the pilot’s bid period schedule by 1700 LBT on the Friday prior to the beginning of the bid period.

e.Additional work days may not be scheduled without an FPS/TAA’s consent. If the FPS/TAA performs assigned duties on a day previously scheduled free from duty, the pilot shall be entitled to compensation as per Section 9.E.2.c., as applicable.

f.An FPS/TAA may operate open time assignments (e.g., M/U, VLT or DRF), in the pilot’s primary crew position provided such assignments do not conflict with the pilot’s scheduled work days. An FPS/TAA operating as a line pilot shall only operate revenue trips in the pilot’s primary crew position.

g.When an FPS/TAA is positioning to or from a location other than the pilot’s assigned base, the class of service for the pilot’s deadhead will be as provided in Section 8.

h.Bid periods in which an FPS/TAA is scheduled for an awarded vacation shall be line flying bid periods to the extent practical. An FPS/TAA, however, who performs FPS/TAA duties during a month in which the pilot has vacation shall have the pilot’s bid period schedule reduced, day for day, by the number of days in the pilot’s vacation period. The pilot’s vacation bank shall be reduced by an R-day value for each day of vacation. An FPS/TAA:

i.May adjust the pilot’s vacation period by sliding it up to a maximum of 5 days in either direction, in accordance with Section 7.

ii.Shall receive, if requested, a 48 hour duty free vacation buffer at each end of the pilot’s vacation period. A vacation buffer shall not extend outside the bid period(s) in which the vacation occurred. A vacation buffer shall not create a conflict with a trip that began in the previous bid period.

i.An FPS/TAA on sick leave shall have the pilot’s sick bank reduced by R-day value for each work day missed due to sick.

6.An FPS/TAA pilot is eligible to participate in System Bids that close during the pilot’s tenure as an FPS/TAA pilot, but will not receive an actual award without a release from the pilot’s manager. Flight Project Specialist and Technical Advisor/Aircraft Pay Adjustment (FTPA) shall be administered in accordance with Section 11.Q. (Check Airman/Instructor Pilot Pay Adjustment (CIPPA)), as if the FPS/TAA were a Check Airman or Instructor Pilot.

7.Non-FPS/TAA Pilot Performing FPS Duties

With the pilot’s concurrence, a qualified pilot who is not an FPS may be assigned FPS duties.

a.p.140 If the pilot’s FPS duties conflict with a trip(s), the pilot shall be removed from that trip(s) and shall earn trip guarantee. If the number of trip days removed exceeds the number of days on which the pilot performed FPS duties, the pilot may be scheduled for additional FPS duties to make up the excess days.

b.If a pilot performs FPS duties on a day off, the pilot shall be compensated as follows:

i.For work involving flight deck duties, a pairing shall be constructed and the pilot shall earn trip guarantee at 150% of the pilot’s normal pay rate, when the pilot blocks out on such pairing; and

ii.For each additional work day not involving flight deck duties the pilot shall earn R-day value.

iii.Failure to block out will result in showpay.

c.A pilot shall receive an additional $300 per bid period for each bid period in which the pilot performs FPS flight deck duties.

F.Quality Assurance (QA) Program

To the extent that the Company continues to operate a Quality Assurance (QA) Program, the following shall apply to any pilots designated as QA Observers:

1.QA Observers

a.QA Observers shall not be Management pilots, Check Airmen, or Instructor Pilots.

b.QA Observers shall be designated as TAAs.

c.A QA Observer shall be designated as an Additional Crew Member (ACM) (for priority purposes only) on the FP/R for any flight on which the pilot is assigned by the Company to perform duties associated with the QA Program. This designation shall not be construed as eroding the authority of a Pilot-in-Command (PIC) under relevant FAA regulations and interpretive guidance and/ or under relevant provisions of the Company’s Flight Operations Manual concerning access to the cockpit.

2.QA Observations

a.Line checks, operating experience, or other training flights shall not be used to conduct a QA Observation.

b.Observation of cockpit activities shall be conducted on a voluntary basis.

i.Before conducting a QA Observation, the QA Observer will first ask the PIC for permission to conduct a QA Observation.

ii.p.141 If the PIC decides not to participate in the QA Observation, the QA Observer will not conduct an observation during the flight.

iii.The QA Observer may occupy a cockpit jumpseat, subject to the PIC’s authority concerning access to the cockpit.

iv.If a cabin (i.e., non-cockpit) jumpseat is available, the QA Observer may occupy that cabin jumpseat on the flight.

c.Identified information related to a QA Observation, including any data, a pilot’s statements, performance, and actions observed (including a PIC’s decision to not participate in the QA Observation) shall not be used in any Section 19 or related Section 21 proceeding.

d.Identified information related to a QA Observation including any data, a pilot’s statements, performance, and actions observed (including a PIC’s decision to not participate in the QA Observation) shall not constitute grounds for placement in any Section 11 process, any Enhanced Oversight Program, or any other similar program and/or training.

3.The QA Program shall ensure the confidentiality and anonymity of individual crewmembers. Under no circumstances should it be possible to connect or otherwise identify individuals or a crew that operated a flight on which a QA Observation was conducted.

4.QA Program Informational Meetings

a.Unless otherwise agreed by the parties, the Company and the Association (two representatives designated by the MEC Chairman, or their designees) shall meet on at least a quarterly basis for an in-depth briefing on the QA Program (QA Program Informational Meeting). The briefing will include current issues being studied along with any operational or procedural changes made because of the QA Program, since the last QA Program Informational Meeting.

b.The Association’s representatives shall be provided with de-identified data collected pursuant to the QA Program and the results or analyses of those data pertaining to items being discussed during the QA Program Informational Meetings.

c.The Association’s representatives must sign an agreed-upon nondisclosure agreement prohibiting the use or disclosure of QA Program data to anyone other than the Company or ALPA without the written consent of the Vice President of Flight Operations.

d.The Association’s representatives must also complete training, to be provided by the Company, on the Company’s QA Program, including how to collect and analyze QA Program data.

A.p.143 A pilot who transfers to or occupies a management position within the Company, or who assumes duties for Air Operations other than flying covered by this Agreement, shall retain and continue to accrue seniority, longevity, insurance and retirement benefits consistent with this Agreement.

B.A pilot covered by Section 10.A. may not bid and be awarded a published line of flying covered by this Agreement.

C.A pilot returning from duty or assignment covered by Section 10.A. shall have the pilot’s crew position determined as provided in Section 10.D., provided that:

1.the pilot has not forfeited the pilot’s seniority as provided in Section 22.B.1.e. (failure to return after leave of absence); and

2.the pilot has not been discharged by the Company; and

3.the pilot meets the requirements outlined in Section 24.A.3. (medical and professional certifications) for the appropriate crew seat.

D.When a pilot returns from duty or assignment covered by Section 10.A., to flying covered by this Agreement, the Company shall designate the pilot as eligible to bid for a bid period flying schedule by listing the pilot’s name in seniority order in the appropriate bid period package. Such pilot’s crew position and training shall be determined in the same manner as a pilot returning from a leave of absence pursuant to Section 13.A.6.

A.p.145 The Company and Association shall hold meetings semi-annually, or more frequently if requested by the Company or MEC Chairman, to share data, statistics, and information related to training standards.

1.Establishment of training requirements and performance standards shall be specified in the appropriate Flight Operations Manual (FOM) and AQP source documents or in the Training and Procedures section of the applicable Company Flight Manual (CFM).

2.The Company shall meet with the ALPA Training Committee regarding training requirements included in AQP source documents at times and locations agreed upon by both parties.

3.When AQP source documents are revised, the Company shall provide copies of the revised documents or a list of changes for the documents to the MEC Training Committee and Representation Department at least 2 weeks prior to submission to the FAA and at least 30 days prior to the effective date of the document revisions, when feasible.

a.The Association’s Training Committee Chairman and the Managing Director of Air Operations Training shall agree upon any changes.

b.In the event that the parties fail to reach an agreement, the issue will be submitted to the Vice President of Air Operations Training for resolution. Provided the required notice has been given, if this process is not completed before the projected date of implementation, the Company may implement the changes.

B.Classification and Special Instruction Materials

1.The following comprise the classifications of pilot training:

a.Initial new hire training;

b.Initial training;

c.Transition training;

d.Upgrade training;

e.Downbid training;

f.Continuing qualification training;

g.Requalification training;

h.Other training:

i.Differences training;

ii.Human factors training;

iii.Training for proficiency;

iv.Train ing to proficiency;

v.Training required by FAA regulations or Company policy.

2.p.146 Special instruction materials are designed to allow pilots to review recent developments, address FAA suspense items, or complete required corporate training (e.g., workplace violence, information security, EEO, etc.).

a.The aggregate total of special instruction materials shall not exceed 3 hours in length measured over a calendar year. The Company and the Association’s Training Committee shall jointly determine the methodology for determining compliance with this provision.

b.The Company shall provide notice of the issuance of special instruction materials via Flight Crew Information File (FCIF) or other communications methods to be designated by the Company, and pilots shall be given a deadline, but not less than 30 days, to review/accomplish the materials.

c.Failure to complete that material shall result in unpaid removal from any activities until completion of the material, except in cases of exceptional circumstances as determined in the sole discretion of the System Chief Pilot, or designee. The Company shall provide a VIPS notification to all pilots who have not completed such training at least 5 days prior to the deadline.

C.Pilot Qualifications For Training

1.A pilot entering training for a Captain or First Officer crew seat shall possess and maintain currency of the following certificates:

a.An Airline Transport Pilot Certificate (ATP); and

b.An FAA First Class medical certificate, as provided in Section 15.A. (Medical Standards).

2.The provisions of Section 11.C.1. may be revised by the Company to the extent necessary to comply with governing law and regulation.

D.Notice of Training

1.ITU Training

A pilot shall receive notification of the pilot’s initial, transition, or upgrade (ITU) training start date consistent with Section 24.D.4. Notice shall be given through FCIF or other communications methods to be designated by the Company.

2.Continuing Qualification Training

Each bid period package shall contain a list of pilots who require continuing qualification training or differences training not in conjunction with any other training. The type of training required and, if applicable, available class dates and times (sessions) shall be communicated in VIPS or through other communication methods to be designated by the Company.

a.p.147 Dates and times (sessions) available for that training shall be published in the bid period package.

b.A pilot shall bid for specific training sessions through VIPS. The Company shall process those bids in seniority order as provided for in Section 25.C.12.

3.The Company shall provide pilots with 5 days’ notice in all classifications of training other than those referred to in Section 11.D.1. and 2.

E.Scheduling of Training Events for Trainees

1.Ground Training Events

a.A pilot shall bid for specific continuing qualification or differences training sessions. Those bids shall be processed as provided in Section 25.C.12.

b.With the pilot’s consent, a pilot may be scheduled for training, other than ITU training, on a day previously scheduled free of duty provided that the pilot still receives the minimum number of days free of duty for the bid period. This paragraph shall not apply to training scheduled by the pilot (e.g., distance learning).

c.A pilot shall not be assigned to any training event excluding operating experience (OE) or required to travel to or from training on the day before Thanksgiving Day, Thanksgiving, Christmas Eve, Christmas Day, New Year’s Eve, or New Year’s Day except:

i.Pilots may be assigned to travel from training to base on the day before Thanksgiving Day, Christmas Eve and New Year’s Eve, provided they are scheduled to arrive by 1600 LBT; and

ii.Pilots may be scheduled for training at their base on the day before Thanksgiving Day, Christmas Eve, and New Years’ Eve provided the training is scheduled to terminate prior to 1400 LBT on that day.

iii.These restrictions may be waived at the pilot’s option.

d.A pilot shall not be required to train or travel to or from training, other than ITU training, during the pilot’s awarded vacation period(s). A pilot removed from a trip(s) for vacation shall not have any recurrent training scheduled during the scheduled days of the trip(s) or the scheduled days off between those trips in the pilot’s pre-month or due-month unless the pilot initiates a request for recurrent training date(s). This paragraph shall not apply to the scheduling of additional training for a pilot who has incurred a training failure.

e.A pilot shall have at least the following number of days off during initial new hire and ITU training, excluding OE:

i.A minimum of 2 consecutive days off within each 7 consecutive days of training in the Systems and Procedures phases.

ii.p.148 In the Maneuvers and Operations phases, the Company shall plan to give the pilot 1 day off following 4 consecutive days of simulator or aircraft training; in every case, a pilot shall receive at least 2 days off following 5 consecutive days of such training.

iii.For initial and transition training programs that are scheduled for longer than 20 training event days (not to encompass OE), a pilot, other than a pilot in initial new hire training, shall receive one block of 6 consecutive days free from duty to be assigned near the midpoint of the pilot’s training program.

iv.A new hire pilot shall receive 7 consecutive days free from duty following completion of OE.

f.A day of classroom training shall not be scheduled to exceed 8 hours excluding a 1 hour lunch break. A 5 minute break shall be provided during each hour of instruction. A 1 hour lunch break shall be afforded following approximately 4 hours of instruction. A day of CBT shall not exceed 8 hours for recurrent/continuing qualification and 6 hours for ITU.

g.When a pilot is assigned to train at a location other than the pilot’s base, every day beginning with the first day of travel and ending on the day of return shall be considered a duty day for scheduling and compensation purposes. A pilot traveling to/from training shall be scheduled for deadheads in accordance with Sections 8 and 12 as if the pilot were deadheading to/from normal revenue line operations, and:

i.Upon arrival at the training location, the pilot shall be given a 12 hour duty free period prior to commencing any brief or training; and

ii.At the completion of any brief or training, the pilot shall be given a 12 hour duty free period before being scheduled for return travel to the pilot’s base.

h.The following shall apply to a pilot receiving training in a simulator or flight training device (or aircraft in lieu thereof):

i.The pilot shall not be scheduled for more than 5 consecutive hours of training, excluding brief and debrief.

ii.After approximately 2:30 hours, a physiological comfort break shall be provided. During training periods longer than 3 hours, the pilot shall receive a break at approximately the mid-point of training, unless conducted in an aircraft.

iii.If in an aircraft:

(a)Catering will be provided in accordance with Section 5, as if the training flight is a scheduled bid line trip.

(b)p.149 Show time and release time shall be 1 hour prior to block-out and 30 minutes following block-in, respectively.

iv.A pilot shall receive a duty free period of at least 12 hours between each period of training.

v.In ITU training, the pilot shall maintain the pilot’s originally scheduled simulator period over consecutive days. The Company may revise the period to either the immediate earlier period or immediate subsequent period, once during the consecutive days. Any further revision during the consecutive days is limited to a return to the originally scheduled simulator period. This paragraph shall not apply to extra training (ET) administered following a training failure, or to training administered following an “incomplete” event.

vi.The provisions of this paragraph do not apply to OE.

i.Prior to and upon completion of ground school or simulator training, a pilot shall receive a minimum of 12 hours off. This buffer may be reduced operationally, by mutual agreement of the pilot and the Duty Officer.

j.The Company shall not require a pilot to conduct or complete distance learning or other special instruction materials within an individually customized time period other than a general deadline for the applicable group of pilots.

k.Time limits and protection of days off and holidays contained in Section 11.E.1., except for Section 11.E.1.h.v., may be waived by mutual agreement of the pilot and the Company.

2.Flight Training Events/Operating Experience (OE)

a.An OE trip, including brief and debrief, shall comply with the duty limitations provided in Section 12 (Hours of Service), for the base from which the first operating (i.e., not deadheading) leg of the trip was scheduled. Duty limitations may be waived by the pilot up to optional assignment limitations.

b.A pilot shall receive a duty free period of at least 18 hours prior to the start of OE. Once a pilot’s OE has commenced the pilot’s scheduling shall be governed by the provisions of Section 12.

c.Notwithstanding Section 12.B.1.a., the duty period containing the first operational leg (i.e., not deadheading) of OE shall have a showtime of 1:30 prior to scheduled block-out for all pilots assigned to the duty period. For the purposes of Sections 4 and 12, these additional 30 minutes of showtime shall not be considered a standby period but will count as duty.

3.p.150 Scheduling of Currency or Qualification Maintenance

A pilot who requires a training or validation/evaluation event in order to maintain currency or qualification may be scheduled for that event on a day(s) previously free from duty with the pilot’s consent, provided the pilot is not scheduled to exceed the minimum days off requirement as described in Section 25.D.1.b. The minimum day off requirement may be waived by mutual consent of the pilot and the Company.

F.Pay for Training

Pay for training shall be as provided in Sections 3 and 4 of this Agreement.

G.Performance Standards

1.A pilot shall not have completed CBT/LMS until the pilot scores 100%.

2.The required minimum score on any written or electronic exam is 70%, unless a higher score is required by the FARs or AQP source documents.

3.Validation/evaluation events will be recorded as overall satisfactory (S), unsatisfactory (U), or marked as incomplete (I).

4.If a first validation/evaluation event in any phase is unsuccessful, an instructor’s recommendation is required for the second validation/evaluation event in that phase.

H.The Training Review Board (TRB)

1.General Decision-Making

The TRB is established to resolve situations involving individual pilots in training.

The TRB shall be governed by a train to proficiency philosophy for pilots in training. Individual pilots will be dealt with on a case by case basis, without regard to past precedent. If reasonable progress is being made and there is reason to believe the pilot will ultimately be successful, training is usually extended. The overall goal of the TRB is the continuing improvement and quality assurance of the Company’s training program. The TRB shall make its decisions and recommendations based on consensus (i.e., Consensus of the Training Review Board).

2.The TRB shall be notified following the failure of any validation/evaluation event or failure to achieve any required recommendations. The appropriate training manager administers remedial training in accordance with TRB prescriptions.

3.The TRB shall meet to consider any of the following situations (for which there are no remedial training prescriptions):

a.The election of a pilot to withdraw from training on or after the first day of training;

b.A failure of TRB assigned additional training;

c.A failure to be recommended for a validation/evaluation event;

d.p.151 A second failure of an evaluation event;

e.A failure to complete recurrent downbid training (Section 11.J.6.);

f.At the discretion of the TRB, a failure of an evaluation event while enrolled in the Enhanced Oversight Program (EOP);

g.If a pilot is initially covered under the ASAP program, but is ultimately excluded from the program as provided in the ASAP MOU, the pilot’s case shall be referred to the TRB for any necessary requalification training (as provided in Section 26.Y.4.); or

h.Training irregularities (e.g., ITU, recurrent) that occur during a pilot’s probationary period, provided however, that the TRB’s involvement does not limit the Company’s rights to apply Section 22.B.1.f.

4.Except in extenuating circumstances, the TRB shall confer within 2 business days following the occurrence of an event that requires a TRB meeting.

a.The TRB shall conduct activities in strict confidence. TRB meetings shall be restricted to TRB members unless all TRB members agree otherwise, on a case by case basis. If a non-TRB member(s) is permitted at a TRB meeting, such attendee(s) shall be bound by the same confidentiality requirements that are applicable to the TRB members.

b.The Company shall provide the TRB members and the pilot with copies of the pilot’s training records and any other documents pertaining to the matter no later than 2 business days prior to the TRB meeting.

c.The pilot shall have the right to make a presentation and to offer input to the TRB. The pilot may be required to appear before the TRB. Any time a pilot appears before the TRB, at the pilot’s request, an Association representative may observe the proceedings during the time of the pilot’s presence.

d.When necessary, Association TRB members shall be removed from activities to attend TRB meetings as provided in Section 18.A.2.a.

5.The TRB shall have broad discretion in the action to be taken by individual pilots and the Company. TRB meetings shall occur in the manner agreed upon by TRB members (e.g., in person, telephonically, electronically, etc.). Action may include, but is not limited to:

a.Additional training;

b.Change of instructor;

c.Change of support pilot;

d.Change of training times;

e.p.152 Change of training location;

f.Removal of pilot from ITU/recurrent training;

g.Crew position freezes;

h.Crew position reassignment consistent with the pilot’s seniority, based upon the same or a subsequent System Bid;

i.Individual plans for requalification training, which may include crew position assignment, duration of freeze, and/or training plan;

j.Referral to MEC Pilot Assistance Committee;

k.Referral to System Chief Pilot, who shall address the pilot’s case as circumstances warrant;

l.Pilot counseling;

m.Enrollment in the EOP;

n.Other.

6.In the absence of a consensus concerning TRB recommended actions, the SCP shall use best efforts to broker a consensus among the members of the TRB. In the event consensus cannot then be reached, the SCP shall determine the resolution. In the event the SCP is not on the Master Seniority List, the Company shall designate a member who is on the Master Seniority List to perform these functions.

7.If a pilot disagrees with the TRB’s decision, the pilot may appeal such to the SCP.

8.If the TRB authorizes additional training and if, after additional training, the pilot is still unable to progress further in the training program or unable to pass the required tests or validations/evaluations, the pilot’s matter will be referred back to the TRB for disposition. When a case has been referred back to the TRB after an earlier decision has not produced the desired results, the TRB may direct additional actions, (including referral to the SCP).

9.The deliberations and decisions of the TRB shall be non-precedential and shall not be discoverable, referenced or introduced as evidence in any grievance proceeding or arbitration involving any pilot other than the pilot to whom the TRB deliberations and decisions pertain.

10.Pilots frozen in their crew position or in any way restricted from freely exercising their seniority rights shall not be eligible for System Bid awards for the duration of such freeze. Upon written request from the pilot, the SCP shall review crew position freezes approximately at the midpoint of the freeze for reconsideration.

I.Enhanced Oversight Program (EOP)

1.The EOP exists to ensure that pilots who have demonstrated, notable deficiencies during training or evaluation events maintain the required Company standards after remediation has been completed.

2.p.153 Pilots will normally be enrolled into the EOP following a validation/evaluation grade of unsatisfactory. The Training Review Board (TRB) may also enroll a pilot in the EOP.

3.The period of the EOP enrollment will normally extend 12 months from the date successful remediation is complete. However, should a subsequent evaluation/validation failure occur during the pilot’s enrollment period, the pilot’s enrollment may be extended to a date beyond the initial 12 months as determined by the TRB.

4.Pilots entering the EOP will be advised via VIPS notification of their enrollment. Assuming no deficiencies are noted during a pilot’s EOP enrollment, the pilot will be released from the EOP and advised via VIPS notification.

5.The 4 principal members of the TRB will comprise the Enhanced Oversight Group (EOG), and will have direct access to, and will jointly manage the EOP list. The EOG will confer on a quarterly basis to review the EOP list and to ensure its accuracy.

J.Withdrawals, Removals, Freezes and Reassignments

1.A pilot may elect to withdraw from training at any time.

2.If the pilot elects to withdraw from training prior to the pilot’s award or assignment to a monthly training slot, the election will be reviewed by the System Chief Pilot (SCP).

a.If extenuating circumstances exist, the pilot will return to the pilot’s current crew position and shall incur no crew position freeze.

b.If extenuating circumstances do not exist, the pilot will return to the pilot’s current crew position, and may incur a crew position freeze of no longer than 3 years from the date of the election of the withdrawal.

3.If the pilot elects to withdraw from training after the pilot’s award or assignment to a monthly training slot, the election will be referred to the TRB, who will meet and review it. Provided that the TRB agrees with the election, the TRB shall make decisions regarding requalification but shall also refer the case to the SCP for possible imposition of a crew position freeze (of no longer than 3 years from the date of the withdrawal election).

4.If, due to a withdrawal or removal from training, a pilot would otherwise return to the pilot’s current crew position but is unable to do so because the position is unavailable for one of the following reasons, the pilot’s situation shall be addressed as provided in Section 11.J.5. below. A pilot’s current crew position is unavailable if:

a.between the closing date of the bid on which the pilot was awarded the position for which the pilot is training and the date on which the pilot would otherwise return to the pilot’s current crew position, p.154 a more senior pilot has been assigned from the current crew position of the pilot in training; or

b.the pilot’s current crew position no longer exists (e.g., the pilot’s base has closed); or

c.the pilot is ineligible to hold that position due to a legal restriction (e.g. regulated age, medical restriction).

5.If a pilot is unable to return to the pilot’s current crew position because that position is unavailable as provided in Section 11.J.4., the following shall apply:

a.the pilot shall be awarded a crew position in the same crew status as the pilot’s most recent crew position, provided the pilot has sufficient seniority to hold that position; or

b.if the pilot is unable to designate a crew position in accordance with Section 11.J.5.a., the pilot shall be awarded a crew position the pilot chooses, consistent with the pilot’s seniority; or

c.if the pilot’s seniority does not enable the pilot to hold a crew position under Section 11.J.5.a. or b., the pilot’s employment status shall be determined by the Vice President, Flight Operations, consistent with the seniority and qualifications of the affected pilot.

6.After the second consecutive failure of a recurrent validation/evaluation event(s), a Captain may elect to downbid to the F/O crew seat in the aircraft and base in which the pilot was qualified as Captain. If the pilot completes that training the pilot shall be frozen for 2 years in that crew position, and shall not be eligible for System Bid awards for the duration of such freeze. If the pilot does not complete that training, the pilot’s case shall be addressed by the TRB.

K.Continuing Qualification Training

1.Ground Training

A pilot shall be required to satisfactorily complete the following recurrent training activities as required by airplane specific AQP source documents and the FARs:

a.A pilot qualified in an aircraft type may require classroom ground school training.

b.A distance learning program may be used in lieu of classroom training. Completion of any Company required home study entitles the pilot to pay in accordance with Section 4.I.4.d. The pilot shall complete recurrent distance learning by the 23rd day of the pilot’s grace month or 48 hours prior to the start of any activities scheduled to terminate after the expiration of such month, whichever is earlier. Failure to complete that training shall result in unpaid removal from any activities until completion of the distance learning.

2.p.155 Line Check Requirements. Line checks shall be administered by an appropriately qualified Check Airman or an FAA Air Carrier Inspector.

L.Requalification Training

1.If a pilot fails to meet the recency of experience requirements (becoming noncurrent) the pilot shall be re-qualified in accordance with AQP source documents. However, a pilot whose landing currency has lapsed, while away from base on a trip, may continue by performing the duties and responsibilities of a Relief Flight Officer (RFO/RF2) only. This provision shall only be applicable in the event of extenuating circumstances (e.g., trip revision). Upon completion of that trip the pilot must complete requalification training before being assigned to any further activities.

2.If a pilot fails to complete recurrent training within the pilot’s eligibility period (becoming overdue) the pilot shall be requalified in accordance with AQP source documents.

3.[Reserved]

4.Failure to complete requalification training shall be addressed by the TRB.

5.If a pilot is in an unqualified status due to recurrent training failure, and has an interruption in training (e.g., sick leave, leave of absence, disability), the pilot must complete the requalification training previously underway before the pilot is eligible for an award of any other crew position.

M.Check Airmen (PCA/LCA/SCA/APD)

1.A Check Airman who evaluates and instructs Captains and/or First Officers shall:

a.Be cur rently qualified in the Captain crew status; and

b.Hold the Captain crew status, if an LCA, SCA, or APD; and

c.Except as provided in Section 11.O.; have a minimum of:

i.300 hours as PIC in the aircraft in which the pilot performs LCA duties if it is the pilot’s first Company employment as an LCA; or

ii.150 hours as PIC in the aircraft in which the pilot performs LCA duties, if the pilot has been an LCA within the last 5 years.

2.A Check Airman who evaluates Captains may also conduct line evaluations on other crew seats in that aircraft type. When a Captain or First Officer is being evaluated, all other crew seats are also being evaluated. This provision shall not be construed to permit an F/O PCA to conduct Line Checks.

3.p.156 The duties and the conditions of a Check Airman’s employment shall be at the discretion of the appropriate Standards or Training Manager, however, those duties and conditions may not contradict provisions of this Agreement. Check Airmen hold their positions at the discretion of the appropriate Standards or Training Manager.

4.Check Airmen may be qualified as a PCA, LCA, SCA, and/or APD.

5.A Check Airman who is bidding for flying purposes shall bid on and be awarded a bid period schedule in accordance with the provisions of this Agreement.

6.The number of pay only months for an LCA shall not exceed 2 per calendar year unless waived by the LCA. The following shall apply for an LCA when the pilot is bidding in a pay only status in order to perform LCA duties:

a.When assigned flight duties in an aircraft (other than fly days), the maximum number of duty days on an LCA’s schedule shall be determined by dividing the pilot’s pay only BLG/RLG by 6:24 CH rounded to the nearest whole number, provided the maximum number of duty days shall not exceed the maximum number of R-days in the bid period. The minimum number of duty days shall be 12 in a 4-week bid period, 15 in a 5-week bid period and 19 in a 6-week bid period.

b.The pilot may designate up to 5 days off in a 4-week bid period, 7 days off in a 5-week bid period and 8 days off in a 6-week bid period (which may not be in more than 2 blocks) on the pilot’s awarded schedule to be days free of duty on the pilot’s revised schedule. The pilot may provide primary and secondary requests for the specific days off, and the Company shall accommodate 1 of those requests. If 2 or more LCAs request the same days off, those requests shall be considered in seniority order.

c.The pilot shall be notified of the pilot’s pay only schedule as soon as practicable, but at least 72 hours prior to commencement of the bid period.

d.The Company may reschedule an LCA on a trip by trip basis to perform LCA duties with prior approval from the appropriate Flight Training Manager, or designee. The pilot shall be given at least 8 hours’ notice prior to a domestic trip or 12 hours’ notice prior to an international trip. An LCA shall not be required to work on a previously scheduled day(s) off without the pilot’s consent.

e.The notice required in Section 11.M.6.c. and 11.M.6.d. may be waived at the LCA’s option.

f.Any reserve days on an LCA’s schedule shall be scheduled in accordance with Section 11.N.14. and 15., however assignments shall be limited to training events only.

7.p.157 The Company shall not place a Check Airman in pay only status for more than 2 consecutive bid periods without the pilot’s concurrence. However, if it is necessary to place a Check Airman (except for those qualified only as LCAs) in pay only status for more than 2 consecutive bid periods, the Company may fill those requirements in inverse seniority order.

8.In order to provide an opportunity for pay only Check Airmen to maintain line proficiency in their respective aircraft, the following shall apply to all Check Airmen, except those qualified only as LCAs:

a.During a Check Airman’s third consecutive pay only bid period, the pilot shall be scheduled for 2 PDO fly days in lieu of scheduled training events, subject to the limitations contained in Section 11.M.9. (PDO Bid Period). Due to the lengths of trips in certain domiciles, PDO fly days may be pooled to accommodate a trip longer than 2 days.

b.During a Check Airman’s fourth consecutive pay only bid period, the pilot shall have eligibility equal to the CH value of 2 R-days (or a minimum of 4:30 CHs/day) available to the pilot in the Secondary Working Window (SWW, see Section 25.E.6.) (SWW Bid Period). The Check Airman’s schedule shall include 2 fewer instructional days in an SWW Bid Period, unless deferred in accordance with Section 11.M.10.b.

c.For each additional consecutive pay only bid period, the Check Airman’s proficiency flying eligibility shall alternate between PDO and SWW Bid Periods. When a Check Airman flexes back to line flying (i.e., is awarded a line for flying purposes) and the pilot subsequently flexes back to the pilot’s instructional duties (i.e., is awarded a line for pay only purposes), the pilot will again be eligible for proficiency flying after the pilot’s 3rd consecutive pay only bid period. However, the pilot will resume the alternating proficiency flying pattern established when the pilot was last eligible for proficiency flying.

Example: A Check Airman is scheduled for 4 consecutive pay only instructional bid periods (January, February, March, and April). March shall be a PDO Bid Period and April shall be a SWW Bid Period.

Example: A Check Airman is scheduled for 3 consecutive pay only instructional bid periods (January, February, and March). March shall be a PDO Bid Period. In April, the Check Airman is flexed back to line flying. The Check Airman is flexed back to instructional activities in May and is scheduled for 4 consecutive pay only bid periods (May, June, July, and August). July shall be a SWW Bid Period and August shall be a PDO Bid Period.

d.p.158 In order to maintain currency, proficiency with line operating policies and procedures, and enhance the pilot’s professional capabilities, each Check Airman shall seek to attain 100 block hours (reducible by 2 hours per landing) per calendar year in the crew status in which the pilot conducts training.

e.When a Check Airman’s schedule includes a combination of instruction/evaluation flying events, and simulator and/or ground training events (i.e., “combo line”), that schedule shall not be considered as a “pay only bid period” for the purposes of Section 11.M.8.

9.The following shall apply to all Check Airmen, except for those qualified only as LCAs, during a PDO Bid Period:

a.A Check Airman may bump another pilot from the pilot’s assigned trip(s) in order to maintain the pilot’s proficiency in the crew status in which the pilot conducts training.

b.No pilot may be bumped without the pilot’s consent.

c.Check Airmen may PDO bump a pilot in any base.

d.A Check Airman may bump a seat in which the pilot is qualified but cannot hold based on the pilot’s system seniority, but only if an LCA, SCA, or PCA (who is a Captain by seniority) occupies the other seat.

10.The following shall apply to all Check Airmen, except for those qualified only as LCAs, during a SWW Bid Period:

a.A Check Airman’s schedule shall include 2 fewer days, unless deferred as provided in Section 11.M.10.b. below;

b.A Check Airman may defer the schedule reduction that otherwise would occur, in accordance with Section 11.M.10.a., in order to be entitled – in a subsequent, pay only bid period – to an aggregate schedule reduction of no more than 8 days.

Example: A Check Airman is placed in pay only status for a third consecutive bid period (which, based on the pattern established in Section 11.M.8., is an SWW Bid Period), and as such is entitled to a 2-day schedule reduction. The pilot elects to defer that reduction, so the pilot’s instructional schedule is not reduced. During the pilot’s next SWW Bid Period, the pilot elects not to defer, and also elects to use the previously deferred 2-day reduction. The pilot’s training schedule for that bid period will be reduced by a total of 4 days.

c.A Check Airman will have corresponding proficiency (PRO) flying eligibility during the SWW (see Section 25.E.6.) as follows:

i.For each day by which a pay only Check Airman’s schedule is reduced, as provided in Section 11.M.10.a., as applicable, p.159 the CH value of an R-day (or a minimum of 4:30 CH) shall be available for participation in the Secondary Working Window (SWW) (See Section 25.E.6.), and a corresponding, temporary BLG reduction shall also occur (subject to the proficiency flying/secondary line process immediately below);

ii.The eligibility will also include the CHs previously deferred as provided in Section 11.M.10.b. above, but in no case shall the eligibility exceed 36 CH (at which time the pilot must exercise the pilot’s PRO flying eligibility);

iii.During the SWW, this eligibility may be used to preference trips from open time, which will be assigned using the PRO assignment code. The pilot may not voluntarily use, toward the pilot’s secondary line construction, standby trips, R-day blocks, or Relief Flight Officer (RFO/RF2) trips. The PRO assignment code will have the same pay characteristics as TRP;

iv.PRO eligibility shall be exercised at the pilot’s relative seniority;

v.PRO eligibility may be exceeded by as much as 9 CH for each bid period in which such eligibility is exercised; and

vi.When a Check Airman is assigned to an R-day(s), through this process, the pilot shall either:

(a)notify the pilot’s Training or Standards Manager, no later than the last Friday prior to the start of the bid period in which such R-day(s) occur, to have such R-day(s) be dropped without pay and eligible for make-up; or

(b)have zero leveling on the first such R-day, and shall be in First Fly status for each such R-day.

d.In no event shall a pilot begin a pay only SWW bid period below the applicable Minimum Bid Period Guarantee, subject to the provisions of Section 4.A.

11.A Check Airman shall be notified of the pilot’s pay only status at least 48 hours prior to the opening of the monthly bid, unless waived. The following shall apply for a Check Airman when the pilot is bidding in a pay only status in order to perform Check Airman duties.

a.The maximum number of scheduled duty days shall not exceed the maximum number of R-days in the bid period.

b.Pay only carryover CHs shall be deposited into the Check Airman’s General Make-up Bank (GMB).

c.A Check Airman bidding in pay only status may designate days free from duty as follows:

i.p.160 Up to 5 days off, which may not be in more than 2 blocks, in a 4-week bid period; or

ii.Up to 7 days off, which may not be in more than 2 blocks, in a 5-week bid period; or

iii.Up to 8 days off, which may not be in more than 2 blocks, in a 6-week bid period.

The pilot may provide primary and secondary requests for the specific days off, and the Company shall accommodate 1 of those requests. If 2 or more Check Airmen request the same days off, those requests shall be considered in seniority order.

d.A Check Airman bidding in pay only status shall be notified of the pilot’s pay only schedule as soon as practicable, but no later than 72 hours prior to the beginning of the bid period.

e.If the pilot so desires, a Check Airman may pick up an instruction/ evaluation activity by using credits in the pilot’s General Make-Up Bank (GMB). Such activity does not constitute an excess of Section 11.M.6.a. (maximum number of scheduled duty days). The applicable credit hour deduction(s) from the pilot’s GMB, for such activity shall be calculated using the same values as set forth in Section 11.M.17.c.

f.A Check Airman awarded a pay only line, for a bid period in which the pilot is not initially scheduled to perform any instructional or evaluation duties in an aircraft, may be scheduled in accordance with Section 11.N.13.

12.When assigned a combination of flight duties in an aircraft and other duties in a training base in a single pay only bid period, a combination of Section 11.M.6.a. and Section 11.M.16. shall be used to determine the maximum number of events on a Check Airman’s schedule.

13.The Company may reschedule or cancel a Check Airman on an eventby-event basis (trip or training activity) to perform Check Airman duties with prior approval from the appropriate Standards or Training Manager, or designee. Assignments that occur as a result of this provision shall be limited to the event type canceled (e.g., If the Company cancels a SIM event, the Check Airman shall be available for only SIM assignments). The pilot shall be given at least 8 hours notice prior to a domestic trip/training activity or 12 hours notice prior to an international trip. A Check Airman shall not be required to work on a previously scheduled day(s) off without the pilot’s consent, subject to the provisions of Section 12.A.8.

14.Except for trips included on the pilot’s awarded schedule during a non-instructional bid period, in the event that a Check Airman’s instruction/ evaluation event (trip or training activity) is canceled, the Check Airman p.161 will be assigned instructional reserve days as provided in Section 11.N.14. and 15.

15.The notice required in Section 11.M.13. above may be waived at the Check Airman’s option.

16.The Company may assign a maximum of 15 instructional days in a 4 week bid period, 19 instructional days in a 5-week bid period, and 23 instructional days in a 6 week bid period.

17.A Check Airman shall be compensated as follows:

a.A Check Airman bidding in a flying status shall be compensated the BLG/RLG of the pilot’s awarded bid period schedule plus additional compensation, if any, to which the pilot is entitled, as provided in Sections 3 and 4.

b.A Check Airman bidding in a pay only status shall receive the BLG/RLG of the pilot’s awarded pay only bid period schedule as published in the pilot’s monthly bid period package, plus additional compensation, if any, to which the pilot is entitled as provided in Sections 3 and 4.

c.A Check Airman bidding in a pay only status shall accrue, toward the pilot’s BLG/RLG, the credit hour value for the following training activities:

i.the actual credit hour (ACH) value for a line trip(s) assigned by Flight Training Scheduling; and

ii.R-day value for all other events.

d.A Check Airman bidding in a pay only status shall be compensated as follows for all credit hours earned in a bid period for training activities occurring on days off (except for training activities assigned in Make-Up status), as defined by the pilot’s originally published schedule:

i.At 150% of the (ACH) for a line trip(s) assigned by Flight Training Scheduling;

ii.R-day value at 150% for direct student contact and non-instructional seat support; and

iii.R-day value at the pilot’s normal rate of pay for all other events.

e.If a Check Airman is revised pursuant to Section 11.M.13. above, the pilot shall be compensated a minimum of the pilot’s awarded BLG.

f.If a Check Airman’s trip(s) is rescheduled pursuant to Section 11.M.13., the pilot shall be compensated for, or accrue, the greater of the following:

i.p.162 The scheduled value of the pilot’s original trip(s)/activity(ies); or

ii.The greater of scheduled or actual value of the rescheduled trip(s)/activity(ies).

g.In the case of an initial or higher-level qualification, a Check Airman candidate shall be paid the bid period override for that qualification upon commencement of the pilot’s required training. Once qualified, a Check Airman’s Bid Period Override shall be administered in accordance with Section 11.M.17.i.

h.In addition to all other compensation to which the pilot is entitled, a Check Airman shall receive a bid period override commencing with the pilot’s first month in the program. If a Check Airman is sick for an extended time (60 calendar days or greater) and is incapable of performing duties as assigned, the pilot’s bid period override will be stopped effective on the first day of the first full bid period following 90 calendar days of the date the pilot called sick in VIPS. The pilot’s bid period override will be resumed on the first day of the first full bid period after the pilot is released to return to work.

i.The bid period override for Check Airmen shall be:

Year 1 = $1,500

Year 2 = $1,600

Year 3 = $1,700

Year 4 and above = $1,900

18.A Check Airman is eligible to participate in System Bids that close during the pilot’s tenure as a Check Airman, but will not receive an actual award without a release from the pilot’s Standards or Training Manager, as provided in Section 11.Q.1.

19.A Check Airman who elects to resign the pilot’s position must notify the Standards or Training Manager at least 3 bid periods in advance.

a.The notification period may be reduced at the discretion of the Standards or Training Manager.

b.The Check Airman may be retained in the pilot’s position for up to 3 months beyond the pilot’s desired resignation date at the discretion of the Standards or Training Manager or 6 months by mutual consent.

c.The Check Airman is eligible to participate, without restriction, in any System Bid which closes subsequent to the effective date of the pilot’s resignation.

d.The crew position of a Check Airman who resigns, or is released from the pilot’s Check Airman status absent an open System Bid or CIPPA crew position, shall be determined by comparing the p.163 pilot’s system-wide seniority against the results of the most recent System Bid. If the pilot is awarded or assigned a different crew position than the pilot’s current crew position, the pilot’s training, or base transfer activation, shall be determined in the same manner as provided in Section 13.A.6.e.

20.Bid periods in which a Check Airman is scheduled for an awarded vacation shall be non-pay only bid periods to the greatest extent practical. A Check Airman, however, who is bidding for pay only during a month in which the pilot has vacation, shall have the pilot’s bid period schedule reduced, day for day, by the number of days in the pilot’s vacation period. The pilot’s vacation bank shall be reduced by R-day value for each day of vacation.

21.A Check Airman on sick leave shall have the pilot’s sick bank reduced by the value of the scheduled trip/training activity for each event missed due to sick.

22.A Check Airman may trade training assignments by coordinating the trade with the applicable training scheduler, and with the approval of the appropriate Standards or Training Manager.

23.When a Check Airman is assigned to instruct at a location other than the pilot’s assigned training base, every day beginning with the first day of travel and ending on the day of return shall be considered a duty day for scheduling and compensation purposes. A Check Airman traveling to/from training at a location other than the pilot’s assigned training base shall be scheduled for deadheads in accordance with Sections 8 and 12, as if the pilot were deadheading to/from normal revenue operations, and:

a.Upon arrival at the training location, the pilot shall be given a 12 hour duty free period prior to commencing any brief or training; and

b.At the completion of any brief, training, or reserve period, the pilot shall be given a 12 hour duty free period before being scheduled for return travel.

24.By mutual consent of the Check Airman and the appropriate Standards or Training Manager, a Check Airman may be assigned a training base different from the pilot’s flying base (e.g., LAX based pilot assigned to the MEM training base, or MEM based pilot assigned to ANC training base, etc.). In such case, the following shall apply:

a.A Check Airman’s assigned training base will not change during the pilot’s tenure of service, unless mutually agreed upon by the Check Airman and the appropriate manager.

b.All training activities including travel to offsite training locations shall originate and end in the Check Airman’s assigned training base.

c.p.164 Travel between the Check Airman’s assigned training base and the pilot’s flying base shall not be considered a duty day for scheduling purposes.

d.Deviation shall be permitted to and from the assigned training base or offsite training location using training travel bank which includes:

i.travel between the assigned training base and offsite training in accordance with Section 11.M.23.; and

ii.1 round trip ticket per pay only month between the pilot’s assigned training base and flying base.

e.The provisions of Sections 5.A. and B. shall not apply while an Check Airman is performing duties in the pilot’s assigned training base.

25.Unless waived by mutual consent (Check Airman and appropriate Standards or Training Manager), a Check Airman shall maintain the pilot’s originally scheduled simulator period over consecutive days. The Company may revise the period to either the immediate earlier period or immediate subsequent period, once during the consecutive days. Any further revision during the consecutive days is limited to a return to the originally scheduled simulator period. This paragraph shall not apply to extra training (ET) administered following a training failure, or to training administered following an “incomplete” event.

26.If a Check Airman who is in TDNIF status is not current, the pilot shall be permitted to provide simulator/ground instruction.

27.Bid periods in which a Check Airman is scheduled for an awarded vacation shall be non-instructional bid periods to the greatest extent practical. A Check Airman, however, who is utilized for training during a month in which the pilot has vacation shall have the pilot’s bid period schedule reduced, day for day, by the number of days in the pilot’s vacation period. The pilot’s vacation bank shall be reduced by an R-day value for each day of vacation. A Check Airman:

a.May adjust the pilot’s vacation period by sliding it up to a maximum of 5 days in either direction, in accordance with Section 7; and

b.Shall receive, if requested, a 48 hour duty free vacation buffer at each end of the pilot’s vacation period. A vacation buffer shall not extend outside the bid period(s) in which the vacation occurred. A vacation buffer shall not create a conflict with a trip that began in the previous bid period.

28.The Company may deadhead a Check Airman to an off site location per Section 11.N.19.

29.p.165 A Standards Check Airman (SCA) or a Check Airman qualified as an Aircrew Program Designee (APD) shall receive an additional $600 per bid period.

N.Instructor Pilots

1.An Instructor Pilot shall be current and qualified in the aircraft on which the pilot instructs, and shall have a minimum of:

a.300 hours in the aircraft in which the pilot performs Instructor Pilot duties if it is the pilot’s first Company employment as an Instructor Pilot; or

b.150 hours in the aircraft in which the pilot performs Instructor Pilot duties if the pilot has been an Instructor Pilot within the last 5 years.

2.An Instructor Pilot who is in TDNIF status may not be current, in which case the pilot shall be permitted to instruct.

3.An Instructor Pilot’s duty day (for non-flying events) may be scheduled for up to 8 hours, exclusive of 1 hour lunch break, with device training not to exceed 5 hours exclusive of brief/debrief.

4.The duties and the conditions of an Instructor Pilot’s employment shall be at the discretion of the appropriate Standards or Training Manager, however, those duties and conditions may not contradict provisions of this Agreement.

5.An Instructor Pilot shall bid on and be awarded a bid period schedule in accordance with the terms of this Agreement.

a.The appropriate Training Manager, or designee, shall determine the monthly requirement for Instructor Pilots in a pay only status and coordinate the rotation of those Instructor Pilots on a monthly basis, and consistent with the provisions and limitations of this Agreement.

b.If an Instructor Pilot is assigned to perform instructor duties for an entire bid period (instructional bid period), the pilot shall bid for a pay only line.

c.An Instructor Pilot shall be notified of the pilot’s pay only status at least 48 hours prior to the opening of the monthly bid, except by mutual consent.

6.In the event that an Instructor Pilot’s activity is canceled, the pilot will be assigned instructional reserve days as provided in Section 11.N.14.

7.An Instructor Pilot shall not be scheduled to perform instructor duties during non-instructional bid periods without the pilot’s consent. If the pilot consents to perform those duties the pilot shall be removed from the pilot’s conflicting scheduled trip(s) and/or R-day(s) as necessary to perform such duties, and shall be paid in accordance with Section 11.N.25.a.iv. or v., as applicable.

8.p.166 The Company shall not place an Instructor Pilot in pay only status for more than 2 consecutive bid periods without the pilot’s concurrence. However, if it is necessary to place an Instructor Pilot in pay only status for more than 2 consecutive bid periods, the Company may fill those requirements in inverse seniority order.

9.In order to provide an opportunity for pay only Instructor Pilots to maintain line proficiency in their respective aircraft, the following shall apply:

a.During an Instructor Pilot’s third consecutive pay only bid period, the pilots hall be scheduled for 2 PDO fly days in lieu of scheduled training events, subject to the limitations contained in Section 11.N.10. (PDO Bid Period). Due to the lengths of trips in certain domiciles, PDO fly days may be pooled to accommodate a trip longer than 2 days.

b.During an Instructor Pilot’s fourth consecutive pay only bid period, the pilot shall have eligibility equal to the CH value of 2 R-days (or a minimum of 4:30 CHs/day) available to the pilot in the Secondary Working Window (SWW) (See Section 25.E.6.) (SWW Bid Period). The Instructor Pilot’s schedule shall include 2 fewer instructional days in an SWW Bid Period, unless deferred in accordance with Section 11.N.11.b.

c.For each additional consecutive pay only bid period, the Instructor Pilot’s proficiency flying eligibility shall alternate between PDO and SWW Bid Periods. When an Instructor Pilot flexes back to line flying (i.e., is awarded a line for flying purposes) and the pilot subsequently flexes back to the pilot’s instructional duties (i.e., is awarded a line for pay only purposes), the pilot will again be eligible for proficiency flying after the pilot’s 3rd consecutive pay only bid period. However, the pilot will resume the alternating proficiency flying pattern established when the pilot was last eligible for proficiency flying.

Example: An Instructor Pilot is scheduled for 4 consecutive pay only instructional bid periods (January, February, March, and April). March shall be a PDO Bid Period and April shall be a SWW Bid Period.

Example: An Instructor Pilot is scheduled for 3 consecutive pay only instructional bid periods (January, February, and March). March shall be a PDO Bid Period. In April, the Instructor Pilot is flexed back to line flying. The Instructor Pilot is flexed back to instructional activities in May and is scheduled for 4 consecutive pay only instructional bid periods (May, June, July, and August). July shall be a SWW Bid Period and August shall be a PDO Bid Period.

d.p.167 In order to maintain currency, proficiency with line operating policies and procedures, and enhance the pilot’s professional capabilities, each Instructor Pilot shall seek to attain 100 block hours (reducible by 2 hours per landing) per calendar year in the crew status in which the pilot conducts training.

10.The following shall apply to all Instructor Pilots during a PDO Bid Period:

a.An Instructor Pilot may bump another pilot from the pilot’s assigned trip(s) in order to maintain the pilot’s proficiency in the crew status in which the pilot conducts training.

b.No pilot may be bumped without the pilot’s consent.

c.An Instructor Pilot may PDO bump a pilot in any base.

d.An Instructor Pilot may bump a seat in which the pilot is qualified but cannot hold based on the pilot’s system seniority, but only if an LCA, SCA, or PCA (who is a Captain by seniority) occupies the other seat.

11.The following shall apply to all Instructor Pilots during a SWW Bid Period:

a.An Instructor Pilot’s schedule shall include 2 fewer days, unless deferred as provided in Section 11.N.11.b.;

b.An Instructor Pilot may defer the schedule reduction that otherwise would occur, in accordance with Section 11.N.11.a., in order to be entitled – in a subsequent, pay only bid period – to an aggregate schedule reduction of no more than 8 days.

Example: An Instructor Pilot is placed in pay only status for a third consecutive bid period (which, based on the pattern established in Section 11.N.9., is an SWW Bid Period), and as such is entitled to a 2-day schedule reduction. The pilot elects to defer that reduction, so the pilot’s instructional schedule is not reduced. During the pilot’s next SWW Bid Period, the pilot elects not to defer, and also elects to use the previously deferred 2-day reduction. The pilot’s training schedule for that bid period will be reduced by a total of 4 days.

c.An Instructor Pilot will have corresponding proficiency (PRO) flying eligibility during the SWW (see Section 25.E.6.) as follows:

i.For each day by which a pay only Instructor Pilot’s schedule is reduced, as provided in Section 11.N.11.a., as applicable, the CH value of an R-day (or a minimum of 4:30 CH) shall be available for participation in the Secondary Working Window (SWW), and a corresponding, temporary BLG reduction shall also occur (subject to the proficiency flying/secondary line process immediately below);

ii.p.168 The eligibility will also include the CHs previously deferred as provided in Section 11.N.11.b., but in no case shall the eligibility exceed 36 CH (at which time the pilot must exercise the pilot’s PRO flying eligibility);

iii.During the SWW, this eligibility may be used to preference trips from open time, which will be assigned using the PRO assignment code. The pilot may not voluntarily use, toward the pilot’s secondary line construction, standby trips, R-day blocks, or Relief Flight Officer (RFO/RF2) trips. The PRO assignment code will have the same pay characteristics as TRP;

iv.PRO eligibility shall be exercised at the pilot’s relative seniority;

v.PRO eligibility may be exceeded by as much as 9 CH for each bid period in which such eligibility is exercised; and

vi.When an Instructor Pilot is assigned to an R-day(s), through this process, the pilot shall either:

(a)notify the pilot’s Training manager, no later than the last Friday prior to the start of the bid period in which such R-day(s) occur, to have such R-day(s) be dropped without pay and eligible for make-up; or

(b)have zero leveling on the first such R-day, and shall be in First Fly status for each such R-day.

d.In no event shall a pilot begin a pay only SWW bid period below the applicable Minimum Bid Period Guarantee, subject to the provisions of Section 4.A.

12.Pay only carryover CHs shall be deposited into the Instructor Pilot’s General Make-up Bank (GMB).

13.In anticipation of an instructional bid period, for Instructor Pilots (and certain Check Airman, as provided in Section 11.M.11.f.) who are not initially scheduled for instructional duties or evaluations in an aircraft:

a.Training schedules shall be published at least 120 hours prior to the start of the bid period.

b.During an instructional bid period, the Company shall construct a schedule of instructional duty days for each Instructor Pilot, and the following shall apply:

i.An Instructor Pilot bidding in pay only status may designate days free from duty as follows:

(a)Up to 5 days off, which may not be in more than 2 blocks, in a 4-week bid period; or

(b)p.169 Up to 7 days off, which may not be in more than 2 blocks, in a 5-week bid period; or

(c)Up to 8 days off, which may not be in more than 2 blocks, in a 6-week bid period.

The pilot may provide primary and secondary requests for the specific days off, and the Company shall accommodate 1 of those requests. If 2 or more Instructor Pilots request the same days off, those requests shall be considered in seniority order.

ii.The Company may assign a maximum of 15 instructional days in a 4-week bid period, 19 instructional days in a 5-week bid period, and 22 instructional days in a 6-week bid period, except where otherwise further limited by Section 11.N.11.

iii.If the pilot so desires, an Instructor Pilot may pick up an instructional activity by using credits in the pilot’s General Make-Up Bank (GMB). Such activity does not constitute an excess of Section 11.N.13.b.ii. (maximum number of scheduled duty days). The applicable credit hour deduction from the pilot’s GMB shall be R-day value for each such activity.

14.Instructional reserve periods assigned to an Instructor Pilot or Check Airman shall be limited to instruction/evaluation duties, shall be the same period when scheduled on consecutive days, and may be designated as either:

a.Instructional reserve periods are:

i.IR-A: 0200-1359 LBT; and

ii.IR-B: 1400-0159 LBT.

b.Notification windows are:

i.IR-A: 2200-0959 LBT; and

ii.IR-B: 1000-2159 LBT.

c.Pilots on instructional reserve must be given at least 4 hours’ notice prior to an event. This notice can be waived by the pilot for seat support events.

15.Flight Training Scheduling (FTS) may change a pilot’s instructional reserve period (to/from IR-A, IR-B), consistent with the provisions of Section 25.M.3.d.i. through vi.

16.Unless waived by mutual consent (Instructor Pilot and Training Manager), an Instructor Pilot shall be scheduled to conduct training in the same simulator period over a block of consecutive instructional days. The Company may revise the period to either the immediate earlier period, or the immediate subsequent period once during the block of consecutive days. Any further revision during the block of consecutive days shall be limited to a return to the originally scheduled simulator p.170 period. This paragraph shall not apply to extra training (ET) administered following a training failure, or to training administered following an “incomplete” event.

17.When an Instructor Pilot is assigned to instruct at a location other than th e pilot’s assigned training base, every day beginning with the first day of travel and ending on the day of return shall be considered a duty day for scheduling and compensation purposes. An Instructor Pilot traveling to/from training at a location other than the pilot’s assigned training base shall be scheduled for deadheads in accordance with Sections 8 and 12, as if the pilot were deadheading to/from normal revenue operations, and:

a.Upon arrival at the training location, the pilot shall be given a 12 hour duty free period prior to commencing any brief or training; and

b.At the completion of any brief, training, or reserve period, the pilot shall be given a 12 hour duty free period before being scheduled for return travel.

18.By mutual consent of the Instructor Pilot and the appropriate Training Manager, an Instructor Pilot may be assigned a training base different than the pilot’s flying base (e.g., LAX based pilot assigned to the MEM training base, or MEM based pilot assigned to ANC training base, etc.). In such case, the following shall apply:

a.An Instructor Pilot’s assigned training base will not change during the pilot’s tenure of service within the Flight Training Department, unless mutually agreed upon by the Instructor Pilot and the Training Manager.

b.All training activities including travel to offsite training locations shall originate and end in the Instructor Pilot’s assigned training base.

c.Travel between the pilot’s assigned training base and the pilot’s flying base shall not be considered a duty day for scheduling purposes.

d.Deviation shall be permitted to and from the assigned training base or offsite training location using training travel bank which includes:

i.travel between the assigned training base and offsite training in accordance with Section 11.N.17.; and

ii.one round trip ticket per pay only month between the pilot’s assigned training base and flying base.

e.p.171 The provisions of Section 5.A. and B. shall not apply while an Instructor Pilot is performing duties in the pilot’s assigned training base.

19.Emergency Draft Off Site

Recognizing that emergencies may occur that could effectively stop an entire training/validation/evaluation evolution, an Instructor Pilot or Check Airman may be deadheaded to an off site location as soon as practicable to replace an individual and the following shall apply:

a.Deadhead travel shall be scheduled in accordance with Sections 8 and 12, except as provided below.

b.Combined deadhead duty time and training/validation/evaluation shall not exceed 12 hours.

c.The training/validation/evaluation evolution, if performed on the day of arrival, cannot exceed 6 hours, inclusive of brief and debrief.

d.One hour showtime for deadhead travel to off site location and 30 minutes after block-in from deadhead return shall be used when determining the time away from base for compensation purposes.

e.The Instructor Pilot or Check Airman will be afforded layover accommodations following the pilot’s training/validation/evaluation evolution for a minimum of 10 hours crew rest.

f.The Instructor Pilot or Check Airman will be compensated at 150% for the duration of the assignment.

g.An Instructor Pilot or Check Airman shall not be required to accept an emergency draft off site.

20.To the greatest extent possible, the Company shall provide an Instructor Pilot at least 12 hours notice when the pilot’s scheduled duty period changes by more than 6 hours. If the Instructor Pilot chooses not to accept the change, the pilot has 90 days to coordinate with the pilot’s scheduler and make-up the event.

21.[Reserved]

22.An Instructor Pilot may trade instructor assignments by coordinating the trade with the applicable training scheduler and with the approval of the pilot’s Standards or Training Manager.

23.An Instructor Pilot may agree to reschedule the pilot’s assigned duty days. An Instructor Pilot shall not be entitled to additional compensation as provided in Section 11.N.25.a.iii. or b.ii., as a result of the application of this paragraph, provided the pilot receives the pilot’s original number of scheduled days off.

24.Bid periods in which an Instructor Pilot is scheduled for an awarded vacation shall be non-instructional bid periods to the greatest extent p.172 practical. An Instructor Pilot, however, who is utilized for training during a month in which the pilot has vacation shall have the pilot’s bid period schedule reduced, day for day, by the number of days in the pilot’s vacation period. The pilot’s vacation bank shall be reduced by an R-day value for each day of vacation. An Instructor Pilot:

a.May adjust the pilot’s vacation period by sliding it up to a maximum of 5 days in either direction, in accordance with Section 7; and

b.Shall receive, if requested, a 48 hour duty free vacation buffer at each end of the pilot’s vacation period. A vacation buffer shall not extend outside the bid period(s) in which the vacation occurred. A vacation buffer shall not create a conflict with a trip that began in the previous bid period.

25.An Instructor Pilot shall be compensated as follows:

a.During a bid period when an Instructor Pilot is scheduled to be on the line and bidding for flying purposes (i.e., a non-instructional bid period), an Instructor Pilot shall be compensated:

i.As provided in Sections 3 and 4 of this Agreement, when the pilot is not performing Instructor Pilot duties;

ii.If the pilot so desires, the pilot may pick up a training activity by using credits in the pilot’s General Make-Up Bank. The credit hour deduction from the pilot’s GMB shall be R-day value for each such training activity.

iii.If the pilot agrees to perform Instructor Pilot duties on a day(s) off, the pilot shall be compensated:

(a)R-day value at 150% of the pilot’s normal rate of pay, for direct student contact and non-instructional seat support; and

(b)R-day value at the pilot’s normal rate of pay for all other events.

iv.If the pilot agrees to perform Instructor Pilot duties in lieu of a scheduled trip, the pilot shall be compensated the value of the trip missed and may be used over the entire footprint of the scheduled trip.

v.If the pilot agrees to perform Instructor Pilot duties on the pilot’s scheduled R-day(s), an R-day value shall be credited toward the pilot’s leveling and RLG (or mini RLG as appropriate) for each such R-day.

b.During an instructional bid period, an Instructor Pilot shall be compensated as follows:

i.An Instructor Pilot shall bid for a pay only line, and shall receive the BLG/RLG for the pilot’s awarded (pay only) line, as published in the pilot’s monthly bid period package, plus additional p.173 compensation, if any, to which the pilot is entitled, as provided in Sections 3 and 4. Pay only carryover CHs on an Instructor Pilot’s awarded pay only line shall be deposited into the pilot’s general make-up bank.

ii.If the pilot agrees to perform Instructor Pilot duties on a day(s) off, in excess of the pilot’s required number of work days, the pilot shall be compensated:

(a)R-day value for direct student contact activities and non-instructional seat support at 150% of the pilot’s normal rate of pay for each day; and

(b)R-day value at the pilot’s normal rate of pay for all other events.

c.In the case of an initial or higher level qualification, an Instructor Pilot candidate shall be paid the bid period override for that qualification upon commencement of the pilot’s required training. Once qualified, an Instructor’s Bid Period Override shall be administered in accordance with Section 11.N.25.e.

d.In addition to all other compensation to which the pilot is entitled, an Instructor Pilot shall receive a bid period override commencing with the first month in the program. If an Instructor Pilot is sick for an extended time (60 days or greater) and is incapable of performing duties as assigned, the pilot’s bid period override will be stopped effective on the first day of the first full bid period following 90 calendar days from the date the pilot called sick in VIPS. The pilot’s bid period override will be resumed on the first day of the first full bid period after the pilot is released to return to work.

e.The bid period override shall be:

Year 1 = $1,000

Year 2 = $1,100

Year 3 = $1,200

Year 4 and above = $1,300

26.An Instructor Pilot may participate in System Bids that close during the pilot’s tenure as an Instructor Pilot, but will not receive an actual award without a release from the pilot’s Training Manager, as provided in Section 11.Q.1.

27.An Instructor Pilot that elects to resign the pilot’s position must notify the pilot’s Training Manager at least 3 bid periods in advance.

a.The notification period may be reduced at the discretion of the pilot’s manager.

b.p.174 The Instructor Pilot may be retained in the pilot’s position for up to 3 months beyond the pilot’s desired resignation date at the discretion of the pilot’s manager or 6 months by mutual consent.

c.The instructor is eligible to participate, without restriction, in any System Bid which closes subsequent to the effective date of the pilot’s resignation.

d.The crew position of an Instructor Pilot who resigns, or is released from the pilot’s Instructor Pilot status absent an open System Bid or CIPPA crew position, shall be determined by comparing the pilot’s system-wide seniority against the results of the most recent System Bid. If the pilot is awarded or assigned a different crew position than the pilot’s current crew position, the pilot’s training, or base transfer activation, shall be determined in the same manner as provided in Section 13.A.6.e.

28.Instructor Pilots hold their positions at the discretion of the Training Manager.

29.An Instructor Pilot on sick leave shall have the pilot’s sick bank reduced by the value of the scheduled activity for each event missed due to sick.

30.Bumping a Captain or First Officer seat which the Instructor Pilot is qualified for but cannot hold based upon the pilot’s system seniority, shall require an LCA, SCA, or PCA (who is a Captain by seniority) to be in the other seat.

O.New Aircraft Entering Service

The provisions of Sections 9.A.1. (second sentence only), 11.M.1.b., and M.1.c., shall be waived in case of an aircraft type new to the Company fleet.

1.The Company selection of such pilot candidates to undergo type rating and Check Airman training must occur prior to the introduction of a new aircraft into revenue service. A pilot who did not bid the new aircraft in the initial System Bid and could have held such position, shall not be eligible to be an initial cadre Check Airman.

2.Initial cadre Check Airmen candidates who hold the crew status on the initial System Bid.

a.After the closing of the initial System Bid, the Company shall notify the MEC Chairman in writing of those initial cadre Check Airmen candidates that have been awarded crew positions in the new aircraft in accordance with the provisions of Section 24 of the CBA within 60 days of the award.

b.Initial cadre Check Airmen candidates who receive an award on the initial new aircraft System Bid (i.e., the candidate is awarded the necessary crew status to perform the pilot’s duties as described in Section 11) shall be considered “Check Airmen.”

c.p.175 Check Airmen will use normal bidding processes for BLG and schedule determination in accordance with the provisions of Section 11.M.5., as applicable. A Check Airman shall bid in a pay only status in the pilot’s previous crew position until the Company publishes a bid period package for the new aircraft type, at which point the Check Airman shall bid in the new aircraft crew position.

d.A Check Airman’s hourly rate of pay shall be as provided in Section 3 except that a Check Airman will receive the higher of:

i.the pilot’s pay rate at the time of selection as a Check Airman (regardless of whether it is derived from passover pay, CIPPA, or the crew position in which the pilot is currently activated); or

ii.the new aircraft pay rate, upon activation as a Captain in the new aircraft crew position.

Note: If the Check Airman is awarded/assigned from the crew position for which the pilot was being compensated prior to entering the initial cadre, the pay rate comparison shall be between the crew position the pilot was awarded/assigned as a result of the System Bid and the new aircraft pay rate.

Example: Pilot A, a 757 Captain, holds an award to A300 CAP and is receiving passover pay to A300 CAP. The pilot was part of the initial cadre of Check Airmen for the 757. Under Section 11.O.2.d.ii., the Check Airman is initially compensated at the A300 CAP rate while working as a 757 Check Airman. Then, however, Pilot A is assigned from the A300 CAP seat to the MD-11 F/O seat. Pilot A is compensated as a 757 CAP under Section 11.O.2.d.ii. in the same manner as that by which the “Nth” CIPPA positions are determined, as provided in Section 11.Q.3.a. (using MD-11 F/O as the “applicable crew position”).

e.If the pilot resigns or is removed from the new aircraft training program, the pilot may elect to remain in the crew position the pilot was activated as a Check Airman and shall be compensated accordingly. If the pilot does not so elect, the pilot’s crew position shall be determined as follows:

i.If the pilot holds no other award/assignment, the pilot shall be placed in the crew position award/assignment the pilot held immediately prior to the Check Airman crew status award and compensated accordingly; or

ii.If the pilot holds an award/assignment other than the crew position in which the pilot was activated immediately prior to the Check Airman crew status award, the pilot shall be placed in such award and compensated accordingly.

iii.p.176 The scheduling of training, or base transfer activation, required by application of Section 11.O.2.e.i. or ii. shall be determined in the same manner as Section 13.A.6.e.

f.A Check Airman shall not incur a passover or CIPPA repayment or a down/lateral bid restriction relating to the pilot’s participation as a Check Airman under Section 11.O.

3.Initial cadre Check Airmen candidates who cannot hold the crew status on the initial System Bid.

a.Initial cadre pilot candidates who are not able to hold an award in the initial new aircraft System Bid will be considered “Provisional Check Airmen” (or Provo). The Company may award Provos Captain crew positions as if they had been awarded such crew position from the initial new aircraft System Bid. Provos will be considered to hold a quasi-award to the new aircraft crew position for purposes of Sections 11.M. These positions will be in addition to the initial System Bid awards. The Company may use Provisional Check Airmen for a maximum of 24 bid periods beginning with the introduction of the new aircraft into revenue service. The Company shall notify the MEC Chairman in writing of those pilots that have been awarded crew positions in accordance with this paragraph within 60 days of the award.

b.A Provo shall bid in a pay only status in the pilot’s previous crew position until the Company publishes a bid period package for the new aircraft type, at which point the Provo shall bid for vacation in the new aircraft crew position, but shall receive average BLG (for pay only) for the new aircraft crew position. The Provo’s schedule shall be governed by the applicable provisions of Section 11 as if the Provo was bidding in pay only status. Any revenue flying assignments must be accomplished in accordance with the provisions of Section 25.U. (Bumping for Training).

c.During the 24 bid periods, a Provo shall have the ability to participate in all other System Bids as if the pilot was not a Provo.

d.If the Provo receives a crew position award/assignment to the aircraft in which the pilot serves as a Provisional Check Airman, the crew status will no longer be considered “Provisional.”

e.A Provisional Check Airman’s hourly rate of pay shall be as provided in Section 3, except that a Provo will receive the higher of:

i.The pilot’s pay rate at the time of selection as a Provo (regardless of whether it is derived from passover pay, CIPPA, or the crew position in which the pilot is currently activated); or

ii.The new aircraft pay rate, upon “activation” as a Captain in the new aircraft crew position.

p.177 Note: If the Provo is awarded/assigned from the crew position for which the pilot was being compensated prior to entering the initial cadre, the pay rate comparison shall be between the crew position the pilot was awarded/assigned as a result of the System Bid and the new aircraft pay rate.

f.A Provo shall cease to perform all Check Airman duties or be compensated as such upon the earlier of the pilot’s resignation or removal from the program, or the expiration of 24 months after the introduction of the new aircraft into revenue service. The pilot’s crew position shall be determined as follows:

i.If the pilot holds no other award/assignment, the pilot shall be placed in the crew position award/assignment the pilot held immediately prior to the Provisional Check Airman crew status award and compensated accordingly; or

ii.If the pilot holds an award/assignment other than the crew position in which the pilot was activated immediately prior to the Provisional Check Airman crew status award, the pilot shall be placed in such award and compensated accordingly.

iii.The scheduling of training, or base transfer activation, required by application of Section 11.O.3.f.i. or ii. shall be determined in the same manner as Section 13.A.6.e.

g.A Provo shall not incur a passover or CIPPA repayment obligation or a down/lateral bid restriction relating to the pilot’s participation as a Provo under Section 11.O.

4.If a System Bid includes a crew position(s) for which the Current Staffing Level is greater than the published Maximum Staffing Level:

a.An initial cadre Provisional Check Airman shall be considered to be in the pool for which the Provo holds a crew position award/ assignment (not the quasi-award);

b.An initial cadre Check Airman shall be considered to be in the pool of pilots in the crew position for which the pilot is receiving the pay rate (e.g., a MD-11 MEM Captain, selected as an initial cadre pilot candidate, holds an award on the initial System Bid for the 757 MEM Captain, and receives, through the operation of Section 11.O., the pay rate for an MD-11 Captain; if a System Bid publishes a Current Staffing Level greater than Maximum Staffing Level, in the MD-11 MEM Captain crew position, the pilot will be considered as participating in that pool, and not as a 757 MEM Captain). If the pilot’s participation in that System Bid was in the crew position for which the pilot is performing duties as a Check Airman, the Company may continue to use the pilot as a Check Airman if the pilot is re-designated a Provo. In such case, the Company may continue to use the (newly designated) Provo until the expiration of 24 p.178 months following the introduction of the new aircraft into revenue service or 6 months after the close of that System Bid, whichever is later.

5.Line Pilots

All pilots who hold an award from the initial System Bid, and who will not be Check Airmen, will be classified as Line Pilots.

a.In addition to other provisions of the Agreement, for each Provisional Check Airman who has been “activated” in the crew position as allowed under Section 11.O.3., and for each Check Airman who activated earlier than the pilot’s seniority would have dictated, one Line Pilot who holds an award for the new aircraft crew position will be entitled to the new aircraft pay rate if it is higher than their present rate.

i.The rate assignment for the Line Pilots shall be determined by seniority order.

ii.For each additional Provo “activated” and Check Airman who activated into the new aircraft crew position earlier than the pilot’s seniority would have dictated, the next most senior Line Pilot will begin receiving the new aircraft pay rate.

iii.When a Line Pilot receiving the new aircraft pay rate under this paragraph is no longer eligible for the rate due to activation, retirement, withdrawal from training, or an award/assignment to a different crew position, then the next most senior Line Pilot, if any, who was not previously receiving the new aircraft pay rate, shall begin receiving it.

iv.Notwithstanding Section 11.O.5.a.iii., if a Provo ceases to be “provisional” (e.g., activates into the new aircraft crew position pursuant to an award/assignment commensurate with the pilot’s seniority or activates in another aircraft after leaving the new aircraft training program), that Provo shall not generate a new aircraft pay rate for any new additional Line Pilots.

v.Notwithstanding Section 11.O.5.a.iii., once an out-of-seniority Check Airman reaches the point at which the pilot would have been activated in seniority order or activates in another aircraft after leaving the new aircraft training program, that Check Airman shall not generate a new aircraft pay rate for any new additional Line Pilots.

b.For Line Pilots receiving the new aircraft pay rate in accordance with Section 11.O.5.a., such pay shall end upon the earlier of:

i.the Line Pilot’s activation into the new crew position for which the Line Pilot is receiving the new aircraft pay rate;

ii.p.179 the Line Pilot’s withdrawal or removal from training; or

iii.the Line Pilot’s projected activation date from the original System Bid (i.e., into the crew position that generated the new aircraft pay rate), if the Line Pilot receives a different intervening award.

P.General

1.For purposes of Section 11, “current crew position” is not intended to indicate that the pilot presently maintains FAR currency.

2.Training and validations/evaluations administered to non-pilots may not be conducted in Company aircraft during revenue operations.

3.Continuing qualification simulator events for Instructor Pilots and non-pilot instructors shall be administered by a Check Airman.

4.An Instructor Pilot, or other pilot (as provided in Section 25), may provide seat support for a student pilot during the simulator phase of ITU and all recurrent training events. An Instructor may support simulator phase ITU events except the Maneuvers Validation (MV) and all subsequent simulator events. Notwithstanding the above, an Instructor may provide seat support after the MV for any non-Evaluation/Validation maneuvers events.

5.An Instructor Pilot is required for all Continuing Qualification (CQ) simulator training events. During the simulator phase of ITU, an Instructor Pilot shall conduct the Maneuvers Validation (MV), and all subsequent simulator events. Notwithstanding the above, an Instructor may conduct any non-Validation/Evaluation maneuvers events including those subsequent to the MV.

The Company’s ability to assign an Instructor to conduct non-Validation/Evaluation Continuing Qualification (CQ) simulator event(s) resulting from a revision(s) to the CQ curriculum shall be subject to the process described in Section 11.A.3.a. and b.

6.All training and validation/evaluation events conducted in aircraft shall be administered by a line check qualified Check Airman or an FAA Air Carrier Inspector, subject to the following:

a.Such training and validation/evaluation events for Captains and First Officers shall be administered by a pilot who holds and is currently qualified in the Captain crew status on the aircraft, or by an FAA Air Carrier Inspector;

b.Any crew seat not occupied by a pilot in training shall be occupied by a pilot who is current and qualified in that crew seat, except as provided in Section 11.P.6.c. below.

c.During a Captain’s OE validation, the First Officer seat must be occupied by an appropriately qualified Check Airman.

7.p.180 All crew seats shall be occupied during simulator validation/evaluation events.

a.During such simulator validation/evaluation events for a Captain or First Officer crew seat, the Captain and First Officer seats, if not occupied by a pilot being validated/evaluated, shall be occupied by a pilot(s) currently qualified in that crew seat(s) or, in the case of an ITU train to proficiency validation event, by an Instructor who is qualified in that crew seat(s).

b.Reserve pilots, who have voluntarily indicated a preference, may be assigned to provide seat support during simulator validation/ evaluation events.

8.Any simulator training period may be audio or video recorded with the written permission of all the pilots involved; provided, however, that such audio or video recording is erased after being viewed and critiqued by the pilots involved. A validation/evaluation event shall not be audio or video recorded.

9.A pilot assigned to occupy a crew seat in support of another pilot’s training session/validation/evaluation event is not required to participate in the ground validation (e.g., walk-around inspection, emergency equipment) administered by the Instructor during the pre-simulator briefing. The assigned pilot shall satisfy the performance standards required by the pilot’s crew status. Should the pilot flying seat support encounter any significant performance issues that require training (other than debrief), prior to the pilot’s return to line flying, the pilot’s case shall be referred to the TRB. A pilot shall not incur a training failure while occupying a seat in support of another pilot’s training.

10.Casual observers are not permitted in a simulator during a training period or validation/evaluation event without the mutual agreement of all pilots receiving training. FAA Air Carrier Inspectors, Check Airmen, instructors receiving training, pilot managers, Association representative (if requested by trainee), or other Company employees receiving required training are not considered casual observers.

11.Notwithstanding Section 11.P.10., and available seating permitting, a Check Airman or Instructor Pilot may observe, at the request of a pilot, the pilot’s flight simulator training, aircraft training, OE or validation/ evaluation event. In those cases, a Check Airman/Instructor Pilot is not entitled to additional compensation.

12.Upon request, a pilot receiving training or a validation/evaluation event in a simulator or aircraft shall be granted one change of instructor or Check Airman in the simulator, aircraft or OE phases of ITU training.

13.No simulator validation/evaluation events shall be scheduled to be conducted between 0001 LT and 0500 LT, including brief.

14.[Reserved]

15.p.181 A pilot who is subject to a freeze in accordance with Section 11 shall be released from that freeze if the pilot is assigned or furloughed from the pilot’s crew status, or can no longer hold that crew status due to legal restrictions. Notwithstanding other provisions of Section 11, a pilot may be assigned or awarded a crew status that the pilot is otherwise “permanently ineligible” to hold if that crew status is the only crew status the pilot could hold.

16.Except for de-identified training data, which is not covered by this paragraph, the Company shall retain only training records required by law (including FAA and other governmental agency regulation(s)).

17.A pilot may have Association representation at any conference with management involving unsatisfactory training performance. Meetings shall not be delayed unreasonably because of the need for representation.

18.Proficiency Enhancement Partnership Program

As part of its proficiency enhancement partnership program, the Company will offer the following additional training for proficiency (nonjeopardy training) at the pilot’s election and subject to availability. This training is entirely voluntary on the pilot’s part. The pilot shall not be paid for this training, nor shall it count as duty or a day of work for purposes of this Agreement. The Company shall make a good faith effort to accommodate a pilot’s request for scheduling this type of training, however, this training shall not be scheduled to create a conflict with any other scheduled activities, and will be subject to device and instructor availability. The Company shall offer the following two types of training pursuant to this program:

a.ITU Audit

A pilot holding an ITU award may audit ground school before the commencement of the pilot’s training, and may select PRO, MAN, and OE events subject to the discretion of the training manager.

b.Proficiency Enhancement

Up to two times per year, a pilot may request proficiency enhancement training. Pilots shall not request proficiency enhancement training to occur within 30 days of scheduled recurrent training.

Q.Check Airman/Instructor Pilot Pay Adjustment (CIPPA)

1.As provided in Sections 11.M.18. and N.26., Check Airmen and Instructor Pilots may participate in System Bids, but will only receive an actual award if released by the appropriate Standards or Training Senior Manager. An assignment to a crew position pursuant to Section 24 will be considered an actual assignment.

2.p.182 If a Check Airman or Instructor Pilot is not released, the pilot shall receive a notional award. In such case, the pilot shall be eligible for CIP- PA if the notional crew position award has an hourly rate of pay higher than:

a.The pilot’s current crew position, if the pilot is not – at the time of the System Bid’s closing – eligible for passover pay or CIPPA based upon a crew position whose hourly rate of pay is higher than the pilot’s current crew position; or

b.The pilot’s currently awarded crew position, if the pilot is eligible for passover pay.

3.The Company shall administer CIPPA as follows:

a.A Check Airman or Instructor Pilot eligible for CIPPA will have the pilot’s system-wide seniority compared against those who received an actual award to the applicable crew position, along with other Check Airmen and Instructor Pilots who are eligible for CIPPA based upon the same crew position, in order to establish their “Nth” CIPPA position. An eligible pilot will begin to receive CIPPA either:

i.Upon the Nth actual pilot activation into the applicable crew position, following the close of the applicable System Bid; or

ii.90 days following the close of the applicable System Bid, if the eligible pilot was the most senior in the comparison (i.e., “Nth”=1st).

b.CIPPA shall continue until the earlier of:

i.The date as of which there are no longer any junior pilots activated in the crew position;

ii.The date as of which there would no longer be any junior pilot activated in the crew position, but for the junior pilot(s)’ unavailability;

iii.The closing date of a subsequent System Bid, in which the pilot was again not released to receive an actual award (i.e., a new, intervening CIPPA eligibility);

iv.The effective date of the pilot’s release or resignation from the pilot’s Check Airman or Instructor Pilot status; or

v.The first day following the 24th bid period in which the pilot received CIPPA. The pilot shall also be given notification, in that 24th bid period, of the pilot’s release from Check Airman or Instructor Pilot status in accordance with 11.Q.3.d. below.

c.In the event a CIPPA-eligible pilot is not released to receive an actual award in another, subsequent System Bid, as described in Section 11.Q.2., the pilot shall begin to receive the pilot’s intervening CIPPA consistent with Section 11.Q.3.a.

d.p.183 A CIPPA-eligible pilot who exhausts the full 24 bid periods described in Section 11.Q.3.b.v. above shall be released from the pilot’s Check Airman or Instructor Pilot status, and the pilot shall enter the pool of ITU training bidding in the same manner as provided in Section 13.A.6.e., for the notional crew position award upon which the pilot’s CIPPA was most recently based.

Note: The bid periods during which a pilot is not collecting CIPPA, because of an intervening CIPPA trigger, do not count toward the 24 month limit.

e.A pilot’s monthly CIPPA dollar amount shall be determined by comparing the pilot’s currently awarded crew position to the pilot’s currently awarded notional (i.e., CIPPA-eligible) crew position, and using the corresponding value in the SDP chart found in Section 24.E.

f.CIPPA shall be paid on a monthly basis in accordance with Section 3.E.1.a.

g.Repayment of CIPPA by Check Airmen or Instructor Pilots shall be exclusively limited to situations in which:

i.The pilot subsequently is awarded, during the pilot’s receipt of CIPPA, a crew position whose hourly rate of pay is lower than the one upon which the pilot’s CIPPA is based; or

ii.The pilot withdraws from training for the crew status upon which the pilot’s CIPPA was based, unless extenuating circumstances existed for such withdrawal (Section 11.J.2.a. or Section 11.J.3.).

R.Ongoing Implementation Measures

The parties recognize that the matters governed by Section 11 are complicated and that the new provisions of Section 11 require significant changes to existing systems and practices. As a result, the parties foresee that flexibility will be required in order to ensure the smoothest possible transition to the new provisions of Section 11. To that end, measures facilitating the implementation, operation, or administration of the provisions in Section 11 may be implemented if agreed upon in writing by the Vice President, Labor Relations and the Association’s MEC Chairman.

A.p.185 General

1.Flying (Non-Company)

a.This Agreement contemplates that pilots shall devote their entire professional flying service to the Company, except that nothing in this Agreement shall be construed to prevent a pilot from affiliating with the military service of the United States.

b.Pilots shall not fly aircraft other than those operated by the Company for hire or remuneration unless authorized by the Vice President, Flight Operations, or designee.

c.Except for Company flight operations, a pilot shall not perform flying which would count toward the pilot’s FAR regulated block hours or duty time limitations. This does not restrict a pilot who is a member of a military guard or reserve organization in the flying of military aircraft.

2.Except as provided in Section 12.B.3.a.iii. and B.3.c.iii. (Airport Standby), and Section 25.M.1.g. (Reserve), a pilot shall be subject to operational limitations during a duty period within a trip. At all other times, a pilot shall be subject to scheduled limitations.

3.Operational Emergency

If the Company’s operations are disrupted due to extenuating circumstances not within the control of the Company, including, but not limited to, severe weather, natural disasters, abnormal ATC limitations or significant system disruptions, the Vice President, Flight Operations, or designee, may declare an operational emergency. When an operational emergency is declared, all flight, duty time and rest limitations may be extended/reduced to FAR limits, except as provided in Section 12.D.9. An operational emergency may be declared for a specific sort facility, a region of the system, nationwide or worldwide. In addition, the Company shall communicate the reasons for an operational emergency as soon as practicable but no later than 72 hours following the declaration thereof. In case of an operational emergency declared under this paragraph, the processes described in Section 12.C.5.b.ii. (domestic) and 12.D.6.c.ii. (international) shall apply.

4.A legal rest period shall not be considered interrupted when the Company:

a.provides a wake-up (alert) call to the pilot:

i.no earlier than 2 hours prior to showtime for an international duty period; or

ii.p.186 more than 2 hours prior to showtime as required by Section 12.D.1.g. in situations involving ground transit time exceeding 1 hour; or

b.leaves any form of non-verbal communication for a pilot staying at a hotel, e.g., note under the door, phone light; or

c.attempts to leave a message by telephone for a pilot at a location other than a hotel; or

d.attempts to notify a pilot of a personal emergency.

5.Maximum Landings

a.A pilot shall not be scheduled to exceed 3 landings, as part of an operating crew, in a duty period that begins in the critical period. If a pilot is scheduled for 3 landings as described above, the pilot’s next duty period that begins in the critical period in that trip shall have 2 or fewer landings, unless the pilot had an intervening critical period free from duty.

b.A pilot shall not be scheduled to exceed 4 landings, as part of an operating crew, in any duty period that touches the critical period.

c.A pilot shall not be scheduled to exceed 5 landings, as part of an operating crew, in any duty period.

d.A domestic multiple day trip shall not be scheduled for a cumulative total of more than 12 landings in the critical period, unless approved by the SIG.

e.The landing limits in this paragraph may be increased by 1 operationally.

6.Operational Trip Return to Base

a.Should an operational circumstance arise which requires a flight to return to base (or remain there) with no other intermediate destination (e.g., not block out, return to blocks prior to take-off while at base, air turn-back to base), the trip is not terminated, and CRS has the following options:

i.revise the trip to block out in that duty period;

ii.revise the trip to block out after a legal rest period at base; or

iii.remove the pilot, in which case the pilot:

(a)shall be compensated the greater of 3 CH, ABH, or duty rig computed from the pilot’s scheduled showtime until the pilot’s actual release; and

(b)shall be eligible for substitution, if applicable, for the balance of trip guarantee.

b.Should an operational emergency be declared as provided in Section 12.A.3. due to severe weather, mechanical difficulties, or other extenuating circumstances in a designated sort facility, p.187 flight crews may be rescheduled or diverted to their base. Under these circumstances, the pilot’s base will be treated as a normal alternate and not as a base. As such, the trip will not terminate, but will continue as if originally transiting the scheduled sort facility (i.e., hub turn outbound or layover in base as if the pilot was on a layover at the originally scheduled sort facility).

7.The Company shall provide a bid period report to the Association which indicates the dates, flights and relevant circumstances in which the Vice President, Flight Operations, or designee, exercised the VP’s authority to operationally extend a pilot beyond the Section 12.C.5. and 12.D.6. operational duty limitations or as provided in Section 12.B.3.b.ii. (c) and Section 12.B.3.d.ii.(c), except for extensions due to an operational emergency declared under Section 12.A.3.

8.If a pilot’s trip is extended into time originally scheduled free from duty at base, such extension shall be limited to the following, unless the pilot consents to a longer extension:

a.the Company may extend a pilot:

i.on a domestic trip up to 30 hours into time previously scheduled free from duty at base; or

ii.on an international trip up to 72 hours into time previously scheduled free from duty at base.

b.maintenance or weather disruptions particular to the pilot’s specific flight shall, but only to that limited extent, provide the Company with the ability to exceed the 30/72 hour limit without the pilot’s consent. For a flight which operates on multiple days (e.g., SAN-MEM Monday through Friday) under the same flight number, “specific flight” is a flight on a specific date, included in a trip awarded/ assigned to a particular pilot, and not a flight scheduled to operate under the same flight number on a different date. Example: Pilot A is scheduled to operate SAN-MEM on Tuesday as Flight 7. A flight is also scheduled to operate SAN-MEM on Friday also labeled Flight 7. Pilot A’s specific flight 7 on Tuesday. Notifications of the use of this provision shall occur using the provisions of Section 12.A.7.

9.Fatigue

a.A pilot who is excessively tired prior to actual check-in for a trip in base following a legal rest period shall notify CRS immediately and speak to a Fleet Captain or the Duty Officer about the pilot’s situation. The pilot will be removed from the pilot’s trip and to the extent the pilot had trip guarantee, the hours shall be eligible for make-up. If the trip was a reserve assignment, the underlying R-days will be dropped without pay, and the value of those R-days shall be eligible for make-up.

b.p.188 A pilot who becomes excessively tired subsequent to actual trip check-in shall notify CRS immediately and talk to the Duty Officer about the pilot’s situation. Depending on the pilot’s situation and the Duty Officer’s assessment, one of the following alternatives shall be enlisted to address the issue:

i.The pilot may be given a legal rest period. The pilot’s schedule thereafter may also be postponed until after the legal rest period is concluded.

ii.The pilot’s current trip may be revised to include some alternative duty assignment.

iii.The pilot may be removed from the pilot’s trip and placed in sick leave status as provided in Section 14.B.5., subject to Section 12.A.9.g. below; the pilot shall automatically be returned from sick leave 24 hours after the removal. The pilot shall have the ability to call in “well” prior to the 24 hours as provided in Section 14.B.3.

c.Deadheads that are necessary in any of the above situations shall be accomplished in accordance with this Agreement.

d.In the event there are any questions about the pilot’s fatigue call, the Association members of the Fatigue Event Review Committee (FERC) may make the initial contact with the pilot to discuss the issue(s) further.

e.The pilot shall submit a Fatigue Event Report, via appropriate Company automation, within 72 hours after the pilot’s fatigue call.

f.A pilot who calls fatigued away from base during a trip shall be treated in the same manner as provided in Section 14.B.4., and shall have local transportation and lodging provided by the Company.

g.The FERC shall meet and discuss all pilot fatigue calls made subsequent to actual trip check-in. For instances to which Section 12.A.9.b.iii. applied, the FERC will evaluate the circumstances surrounding the fatigue call and will attempt to reach a consensus concerning compensation for that trip, or portion thereof, not operated owing to the fatigue call.

i.The FERC may decide to authorize compensation as follows:

(a)With deduction of the applicable credit hours from the pilot’s sick bank; or

(b)With no deduction from the pilot’s sick bank.

ii.In the absence of consensus, the FERC shall refer the decision to the SCP.

10.p.189 Fatigue Risk Management System (FRMS)

With the consent of the Association, the parties may examine pairings as part of the Fatigue Risk Management System as follows:

a.For purposes of FRMS study, pairings shall be grouped into three categories:

Category 1: Prospective ULR Pairings;

Category 2: Prospective pairings that do not comply with either the FARs or the CBA or both; and

Category 3: Prospective pairings which comply with both the FARs and the CBA.

b.The Association consents to the study of ULR pairings (Category 1). Specific ULR pairing designs shall be approved in advance, unanimously by the Data Collection Steering Committee (DCSC) (e.g., flight sequence, layover times, location, departure and arrival times, time free from duty prior to and after the pairing). The DCSC will make decisions based upon available sleep science. Such pairings shall comply with Section 12.E.

c.The parties shall agree to a methodology for the clear and uniform identification of FRMS study pairings.

d.FRMS study pairings in Category 1 and 2 shall be offered to pilots on a strictly voluntary basis as agreed to by the parties.

e.Reserve pilots will be assigned FRMS study pairings on a voluntary basis only.

f.FRMS pairings will not be placed onto secondary lines unless specifically preferenced by the pilot.

g.FRMS study pairings not assigned by the applicable assignment window, as described in Section 25.G.3.a., shall be:

i.Reconstructed to comply with the CBA and FARs, and assigned per the CBA; or

ii.Notwithstanding Section 25.P., assigned to management pilots as originally designed but without data collection. Section 9.A.3. shall not apply to management assignments pursuant to this paragraph.

h.Pilots voluntarily operating Category 1 or 2 FRMS pairings shall be required to participate in the collection of human performance/alertness data, in accordance with and as required by the data collection protocols contained in the Collection of Human Performance/Alertness Data MOU. For Category 3 FRMS pairings, the Company shall not require participation in the collection of human performance/ alertness data, but may solicit for such, as provided in Paragraph A.6. of the Collection of Human Performance/Alertness Data MOU.

i.p.190 After appropriate testing and validation of such change(s) (as determined by the DCSC with the concurrence of the Fatigue Risk Management Group (FRMG)), the parties may seek to change provisions of this Agreement to the extent necessary to implement the tested and validated change(s). Any such changes shall be implemented if approved by the Company and the Association. The Association’s approval shall be sought in a manner deemed appropriate by the Association’s MEC (e.g., MOU, LOA, etc.).

j.Association members of the DCSC and FRMG shall be removed from flying as provided for FOQA Gatekeepers under Section 18.A.2.a. and shall be compensated and treated accordingly under Section 18.B.

11.In the event the Company becomes subject to new flight and duty time regulations that restrict operations otherwise permitted by this Agreement, the Company and the Association will meet to discuss jointly pursuing FAA certification of the affected CBA provisions as an Alternative Means of Compliance (AMOC) in lieu of such new, otherwise restricting, regulations.

12.Effective June 29, 2026, the Company shall compensate a pilot participating in a “study pairing” the applicable amount of special project pay (Section 4.S.) as described in the Collection of Human Performance/ Alertness Data MOU (Data MOU) Paragraph D.4. chart for each day of the pilot’s participation in the data collection effort, without a “maximum bid period compensation” limit.

a.A “study pairing” includes any study as provided in Section 12.A.10., Section 25.BB.E.5. (FRMG Track), the Data MOU, or other data collection effort agreed to by the Company and Association.

b.“Each day” shall include a Day (Section 2.38) the pilot’s trip footprint touches, plus any additional days requested by the DCSC.

B.Duty Period Limitations

1.Duty periods begin and terminate as follows:

a.When the first activity in a duty period is flight deck duty, that duty period shall begin with a showtime 1 hour before the scheduled block-out or actual check-in time, whichever is later. Such duty period may begin with a showtime more than 1 hour prior to scheduled block-out if the time greater than 1 hour is designated as a standby period. Commencement of a duty period shall not be delayed if block-out is rescheduled after scheduled showtime or actual check-in, whichever is later. If a trip is designated for a potential early pull from a pilot’s base, the showtime will be revised accordingly.

p.191 Example: The scheduled block-out of 0900 is moved up to 0830. Showtime automatically moves up from 0800 to 0730, and this is not standby time. On the other hand, if the scheduled block-out remains at 0900 and the Company wants the pilot to show early at 0730, then the period between 0730 and 0800 is a standby period.

[Note: The Company will implement a means to provide pilots with a notification of a revised scheduled showtime and, when possible, the revised corresponding ground transportation.]

b.When the first activity in a duty period is a deadhead by air, that duty period shall begin with a showtime at least 1 hour before the scheduled departure. Pilots may check in via VIPS in lieu of checking in at the FedEx operations area. The showtime for a deadhead sequence that begins with an intercontinental commercial deadhead segment shall be at least 1:30 hours prior to scheduled block-out.

c.When the first activity in a duty period is a deadhead by surface transportation, that duty period shall begin at the scheduled or rescheduled time of pick up.

d.When a deadhead precedes flight deck duty in the same duty period, the following shall apply:

i.If the deadhead is on a scheduled passenger air carrier, at least 1:30 (domestic)/2:00 (international) hours shall be scheduled between deadhead arrival and FedEx revenue flight block-out.

ii.If the deadhead is on Company (freight) aircraft (operational deadheads), chartered jet aircraft, or non-freight Company jet aircraft, at least 1 hour shall be scheduled between block-in and block-out.

iii.If the deadhead is a deadhead by surface transportation, at least 1 hour shall be scheduled between the surface deadhead arrival and block-out.

e.When a deadhead follows flight deck duty in the same duty period, the following shall apply:

i.If the deadhead is on a scheduled passenger air carrier, at least 1:30 (domestic)/2:00 (international) hours shall be scheduled between block-in of the FedEx revenue flight and departure of the deadhead.

ii.If the deadhead is on a chartered jet aircraft or non-freight Company jet aircraft, at least 1 hour shall be scheduled between block-in and block-out.

iii.p.192 If the deadhead is on Company jet (freight) aircraft (operational deadhead), at least 30 minutes shall be scheduled between block-in and block-out.

iv.If the deadhead is by surface transportation, 15 minutes shall be scheduled between block-in and the deadhead departure.

f.Except as provided in Section 12.B.2., when the last activity of a duty period is a deadhead by surface transportation that duty period shall terminate at the scheduled arrival time of the surface deadhead.

g.When the last activity of a duty period is flight deck duty or deadhead by air, that duty period shall terminate 30 minutes after block-in.

2.If a pilot is delayed in the completion of the pilot’s assigned duties beyond the scheduled or rescheduled termination time of the pilot’s duty period (extended customs clearance, maintenance, surface deadhead), that duty period shall end at the completion of those duties, provided the pilot notifies CRS of the pilot’s actual termination time prior to entering legal rest.

3.Standby

a.Base Airport Standby

i.A base airport standby duty period commences at showtime for the standby.

ii.A base airport standby duty period in which the pilot is not assigned a trip shall not exceed 5 hours.

iii.A base airport standby pilot may only be assigned a trip with a showtime during the 5 hour standby period (for revenue operations, scheduled block-out can be no later than 1 hour beyond the 5 hour standby period). If a pilot blocks out on that trip, the pilot shall be subject to operational limitations for the entire duty period.

iv.The pilot shall be notified of an assignment at least 1 hour prior to scheduled block-out, unless the first leg of the assignment is deadhead by chartered aircraft or Company jumpseat, in which case the notification shall occur at least 45 minutes prior to scheduled block-out.

b.Base Hotel Standby

i.A base hotel standby period shall not exceed 11:30 hours.

ii.A base hotel standby pilot may only be assigned duty commencing during the standby period. If a pilot’s pairing is revised, however, the following shall apply:

(a)p.193 If the pilot’s next activity is a scheduled hotel standby and the standby is rescheduled to begin earlier, that new start time must be preceded by at least 12 hours free from duty.

(b)If a pilot is given an assignment with a showtime prior to the start of the pilot’s next scheduled standby period, that assignment must be preceded by 12 hours free from duty.

(c)The 12 hour rest requirement provided in Section 12.B.3.b.ii.(a) and (b) may be reduced to the rest requirements of Section 12.C.6., or 12.D.7., as applicable. This may only be done by the Vice President, Flight Operations, or designee, in cases of operational emergency, as provided in Section 12.A.3., 12.C.5.b., or 12.D.6.c. If that occurs, the reduction in rest shall be reported to the Association in accordance with Section 12.A.7.

(d)If the pilot returns to base within the pilot’s standby period, the provisions of Section 12.B.3.b.vi., vii., and viii. shall apply.

(e)If a pilot is released early from the pilot’s standby period, for purposes of this paragraph, that standby period ends upon the pilot’s release.

iii.A base hotel standby pilot shall be notified of an assignment at least 1:30 prior to scheduled block-out, unless the first leg of the assignment is deadhead by chartered aircraft or Company jumpseat, in which case the notification shall occur at least 45 minutes prior to scheduled block-out.

iv.If assigned a trip, a base hotel standby pilot’s duty period shall begin at the showtime for that trip. If assigned a duty period that does not consist exclusively of a deadhead or operation as part of an augmented crew, the standby pilot shall be scheduled for release to a legal rest period not later than the scheduled on-duty limit for that showtime, but in any case, the standby pilot shall be released to a legal rest period not later than 4:30 hours after the end of the pilot’s standby period.

v.If assigned to base airport standby duty, the pilot’s duty period shall begin at showtime of the airport standby. If a pilot is not assigned a trip, the pilot’s airport standby shall terminate 5 hours after beginning duty for that standby or at the end of the base hotel standby period, whichever occurs first.

vi.p.194 A base hotel standby pilot who performs a flight sequence originating in the pilot’s base and returning to the pilot’s base within the same base hotel standby period shall contact CRS within 30 minutes following block-in.

vii.If a base hotel standby pilot performs a flight sequence originating at a layover station and returning to the pilot’s base for the purpose of resuming hotel standby status in that duty period, the pilot’s 11:30 base hotel standby period starts at the showtime for that flight sequence or the beginning of the originally scheduled standby period in the base hotel standby sequence, whichever occurs first. The pilot shall contact CRS within 30 minutes following block-in.

viii.If a pilot resumes base hotel standby duty as provided in Section 12.B.3.b.vi., or vii., CRS may:

(a)hold the pilot for the remainder of the pilot’s 11:30 base hotel standby period;

(b)assign the pilot to further duty commencing within the 11:30 standby period; or

(c)release the pilot to a legal rest period.

ix.A trip (including any extension) assigned to a pilot during a base hotel standby period shall be limited to no more than 30 hours (for a trip scheduled to domestic parameters) or 72 hours (for a trip scheduled to international parameters) into time previously scheduled free from duty at base, unless the pilot consents to waive the limitation.

c.Field Airport Standby

i.A field airport standby duty period commences at the showtime of the standby.

ii.A field airport standby duty period in which the pilot is not assigned a flight shall not exceed 5 hours.

iii.A field airport standby pilot may only be given a flight sequence with a showtime during the 5 hour standby period (for revenue operations, scheduled block-out can be no later than 1 hour beyond the 5 hour standby period). If the pilot blocks out on the flight, the pilot shall be subject to scheduled limitations for the entire duty period, unless extended to operational limitations with the prior approval of the Vice President, Flight Operations, or designee.

iv.A field airport standby pilot who performs a flight sequence originating in the pilot’s standby city and returning to that city within the same 5 hour field airport standby period, shall contact CRS within 30 minutes following block-in.

v.p.195 If a pilot performs a flight sequence originating at a layover city and returning to the standby city for the purpose of resuming airport standby status in that duty period, the pilot’s 5 hour field airport standby period starts at the showtime for that flight sequence or the beginning of the originally scheduled standby period in the field airport standby sequence, whichever occurs first. The pilot shall contact CRS within 30 minutes following block-in.

vi.If a pilot resumes standby duty as provided in Section 12.B.3.c.iv., or v., CRS may:

(a)hold the pilot for the remainder of the pilot’s 5 hour airport standby period;

(b)assign the pilot a flight sequence with a showtime within the 5 hour standby period; or

(c)release the pilot to a legal rest period.

vii.The pilot shall be notified of an assignment at least 1 hour prior to scheduled block-out, unless the first leg of the assignment is deadhead by chartered aircraft or Company jumpseat, in which case the notification shall occur at least 45 minutes prior to scheduled block-out.

viii.If a field airport standby pilot returns to the pilot’s base, unless the pilot is released from the remainder of the pilot’s trip by CRS, the pilot’s trip shall not end as a result of returning to the pilot’s base, notwithstanding the definition of a trip, and the following shall apply:

(a)if the pilot is not returned to the pilot’s field standby location by the end of the pilot’s next duty period, then at the end of the subsequent duty period, either the pilot’s trip shall end or the pilot shall be returned to the pilot’s standby location.

(b)the pilot may be scheduled to layover in the pilot’s base prior to the application of Section 12.B.3.c.viii.(a).

d.Field Hotel Standby

i.A field hotel standby period shall not exceed 11:30 hours.

ii.A field hotel standby pilot may only be assigned duty commencing during the standby period. However, if a pilot’s pairing is revised, in accordance with Section 25.S., the following shall apply:

(a)If the pilot’s next activity is a scheduled hotel standby and the standby is rescheduled to begin earlier, that new start time must be preceded by at least 12 hours free from duty.

(b)p.196 If a pilot is given an assignment with a showtime prior to the start of the pilot’s next scheduled standby period, that assignment must be preceded by 12 hours free from duty.

(c)The 12 hour rest requirement provided in Section 12.B.3.d.ii.(a) and (b) may be reduced to the rest requirements of Section 12.C.6., or 12.D.7., as applicable. This may only be done by the Vice President, Flight Operations, or designee, in cases of operational emergency, as provided in Section 12.A.3., 12.C.5.b., or 12.D.6.c. If that occurs, the reduction in rest shall be reported to the Association in accordance with Section 12.A.7.

(d)If the pilot returns to the pilot’s standby city within the pilot’s standby period, the provisions of Section 12.B.3.d.vi., vii., and viii. shall apply.

(e)If a pilot is released early from the pilot’s standby period, for purposes of this paragraph, that standby period ends upon the pilot’s release.

iii.A field hotel standby pilot shall be notified of an assignment at least 1:30 prior to scheduled block-out unless the first leg of the assignment is deadhead by chartered aircraft or Company jumpseat, in which case the notification shall occur at least 45 minutes prior to scheduled block-out.

iv.If assigned a flight, the pilot’s duty period shall begin at the showtime for such flight. If assigned a duty period that does not consist exclusively of a deadhead or operation as part of an augmented crew, the standby pilot shall be scheduled for release to a legal rest period not later than the scheduled on-duty limit for that showtime, but in any case, the standby pilot shall be released to a legal rest period not later than 4:30 hours after the end of the pilot’s standby period.

v.If assigned to field airport standby duty, the pilot’s duty period shall begin at showtime of the airport standby. If a pilot is not assigned a flight, the pilot’s airport standby shall terminate 5 hours after the showtime of that standby or at the end of the field hotel standby period, whichever occurs first.

vi.A field hotel standby pilot who performs a flight sequence originating in the pilot’s standby city and returning to that city within the same field hotel standby period, shall contact CRS within 30 minutes following block-in.

vii.If a pilot performs a flight sequence originating at a layover city and returning to the standby city for the purpose of resuming hotel standby status in that duty period, the pilot’s p.197 11:30 field hotel standby period starts at the showtime for that flight sequence or the originally scheduled showtime for that field hotel standby sequence, whichever occurs first. The pilot shall contact CRS within 30 minutes following block-in.

viii.If a pilot resumes field hotel standby duty as provided in Section 12.B.3.d.vi., or vii., CRS may:

(a)hold the pilot for the remainder of the pilot’s 11:30 field hotel standby period;

(b)assign the pilot to further duty commencing within the 11:30 standby period; or

(c)release the pilot to a legal rest period.

ix.If a field hotel standby pilot returns to the pilot’s base, unless the pilot is released from the remainder of the pilot’s trip by CRS, the pilot’s trip shall not end as a result of returning to the pilot’s base, notwithstanding the definition of a trip, and the following shall apply:

(a)if the pilot is not returned to the pilot’s field standby location by the end of the pilot’s next duty period, then at the end of the subsequent duty period, either the pilot’s trip shall end or the pilot shall be returned to the pilot’s standby location.

(b)the pilot may be scheduled to layover in the pilot’s base prior to the application of Section 12.B.3.d.ix.(a).

C.Domestic Provisions

1.General

a.Applicability

Domestic provisions apply to activities conducted entirely within the contiguous 48 states, and to trips constructed under Section 12.D.1.b. and c. (International Provisions).

b.1-in-7

A pilot shall be relieved from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

c.1-in-10

A pilot assigned exclusively to domestic trips within a period of 240 hours shall be scheduled to be relieved from all duty at the pilot’s base for at least 24 consecutive hours at least once during that period. A pilot may waive the provisions of this paragraph to prevent a phase-in conflict, by indicating the pilot’s waiver when the pilot submits the pilot’s bid. It shall not be a violation of this rule if a pilot would have received the relief from duty required by p.198 this paragraph but for a bid line adjustment, reassignment trip, or a volunteer or draft assignment.

2.Domestic Block Hour Limitations

a.A pilot shall not be scheduled as an operating crew member in excess of 8 block hours during a single duty period or during any consecutive 24 hour period, except as provided in Section 12.C.2.b. or d.

b.A pilot may be scheduled as an operating crew member to exceed 8 block hours during any 24 consecutive hours. Prior to exceeding 8 ABH in that period, however, the pilot shall have received an intervening legal rest period of twice the block hours flown since the pilot’s last legal rest period, or 9:30 hours, whichever is greater, except as provided in Section 12.C.2.c.ii. or iii.

c.A pilot originally scheduled under Section 12.C.2.a., or b., but who, due to headwinds, ATC delays or other unavoidable circumstances (including an intermediate stop for these reasons) is projected to exceed the limitations contained in those paragraphs, may continue to the extent permitted by FAR regulations. Duty time and rest limitations as provided in Section 12.C.5. and C.6. still apply.

i.A pilot who, due to headwinds, ATC delays or other unavoidable circumstances (including an intermediate stop for these reasons) is projected to exceed 8 ABH without an intervening legal rest period, shall be permitted to continue to base or to the pilot’s layover station, whichever is scheduled to occur first, at which point the pilot shall receive a legal rest period. However, a crew shall not block-out from a location after having exceeded 8 hours of block time in a 24 hour period without a legal rest period.

ii.If a pilot is originally scheduled to exceed 8 block hours in 24 consecutive hours, as provided in Section 12.C.2.b., but due to headwinds, ATC delays or other unavoidable circumstances (including any intermediate stops for these reasons), cannot receive the minimum required legal rest period, the following shall apply:

(a)the pilot may be rescheduled for a legal rest period of at least twice the block hours flown since the pilot’s last legal rest period, but not less than 9 hours; or

(b)the pilot’s schedule may be revised to not exceed 8 block hours in 24 consecutive hours; or

(c)the pilot may be replaced (and shall earn trip guarantee).

iii.If a pilot departs the pilot’s base on a flight and makes an unscheduled return to that base without an intervening stop p.199 and the pilot is then projected to exceed 8 block hours in that same duty period, the Company shall employ one of the following options:

(a)reschedule the pilot so as not to exceed 8 block hours; or

(b)schedule the pilot for a legal rest period at base to ensure future legality; or

(c)remove the pilot, and, if the pilot is not a MUV, MUS, CMU, AFB, VLT, or DRF pilot, the pilot shall be eligible for substitution; or

(d)remove the pilot, and, if the pilot is a MUV, MUS, CMU, AFB, VLT, or DRF pilot, compensate the pilot the greater of 3 CH, ABH or duty rig computed from the pilot’s scheduled showtime until the pilot’s actual release.

d.The following provisions shall apply in place of Sections 12.C.2.b. and c. above, for a pilot whose trip (or series of trips) includes no duty (scheduled or actual) in the Critical Duty Period:

i.If the pilot’s trip (or series of trips), as awarded/assigned, exceeds 7:35 block hours in 24 consecutive hours, during two consecutive Day Duty Periods, then:

(a)Prior to exceeding 7:35 ABH during that 24 consecutive hour period, the pilot shall have received an intervening legal rest period of at least 10:15, operationally reducible to 9:15;

(b)As awarded/assigned, the pilot may be scheduled for one additional flight segment after having exceeded 7:35 block hours during that 24 consecutive hour period. Operationally, however, the pilot may block-out on two scheduled flight segments during the duty period after having exceeded 8 ABH during that 24 consecutive hour period, provided that the pilot’s intervening rest (described in Section 12.C.2.d.i.(a)) was at least 10:15; and

(c)The pilot shall be scheduled for a rest period of at least 13:00 following that second consecutive Day Duty Period, operationally reducible to 11:00.

[With the approval of the SIG, a trip (or series of trips) may be constructed in the bid period package with a scheduled rest period of at least 12:00 following that second consecutive Day Duty Period.]

ii.If the pilot’s trip (or series of trips), as awarded/assigned, does not exceed 7:35 block hours in 24 consecutive hours, during two consecutive Day Duty Periods, but the pilot actually accrues p.200 additional block time such that the pilot is projected to exceed 8 ABH, then:

(a)Prior to exceeding 8 ABH during that 24 consecutive hour period, the pilot shall have received an intervening legal rest period of at least 10:15, operationally reducible to 9:15; and

(b)The pilot may not block-out on any additional flight segments after having exceeded 8 ABH in a 24 consecutive hour period without a legal rest period.

iii.A trip constructed under Section 12.C.2.d.i. shall be appropriately designated in the bid period package and VIPS.

3.Domestic Crew Planning Limitations

Crew Planning limitations shall apply until 48 hours prior to showtime of a trip or series of trips, except that such limitations do not apply to a sequence of trips that includes an optional assignment (e.g., make-up, trip trade, volunteer or draft). Trips constructed and revisions that occur after that time shall be governed by Section 12.C.4. through C.6., as applicable.

a.Layover Minimum

A layover preceding duty as an operating pilot shall be scheduled for at least 10:15 hours. A layover preceding deadhead duty may be scheduled to a minimum of 8:30 hours.

b.Anchor Zone Requirements

An anchor zone is an 8 hour period of time, scheduled free from duty, that is common throughout a specified sequence of layovers. An anchor zone is required if a pilot’s planned trip, or series of trips involves operation in the critical period. The following shall apply to trips requiring an anchor zone:

i.The anchor zone shall be established based on the layover immediately preceding the first operation in the critical period and shall apply going forward only. If the first duty period in a trip or series of trips involves operation in the critical period, then the anchor zone is established based on the layover following such first operation in the critical period.

ii.By providing a layover of 18 hours or greater, an anchor zone may be reset. If the anchor zone is reset, then for the purposes of the anchor zone concept, the remainder of the trip following the reset anchor zone is considered to be a separate trip. An anchor zone is not reset merely due to the existence of a layover of 18 hours or greater; an anchor zone is only considered reset if the anchor zone after the 18 hour layover p.201 does not share a common 8 hours with the anchor zone prior to the 18 hour layover.

iii.An anchor zone may not be reset more than once during any trip or series of trips.

iv.For purposes of bid period package construction, an anchor zone reset within a trip or series of trips shall require approval of the SIG.

v.An anchor zone is not required in a layover preceding a deadhead-only duty period that concludes a trip.

vi.An anchor zone is not required on a standby trip.

c.Maximum Trip Length

A domestic trip shall not be scheduled for more than 204 hours TAFB.

d.Critical Period Operation with Deadhead Return

If flight deck duty occurs anytime in the critical period, there shall not be a following deadhead within the same duty period (unless approved by the SIG), except that the final duty period in a trip may contain such deadhead if the trip is scheduled to terminate in base prior to 1030 LBT and the duty period cannot be extended beyond normal scheduled duty limits to accomplish such.

e.Maximum Connect Time

When a deadhead follows flight deck duty in the same duty period, no more than 4 hours shall be scheduled between block-in of the FedEx revenue flight and departure of the deadhead.

f.Critical Period Out and Backs

Trips that depart base in the critical period and return to base in the same duty period (out and backs) shall be scheduled to block-in by 1000 LBT.

4.Domestic On-Duty Limitations (Scheduled)

a.Day

If the showtime for a duty period is between 0500 and 1559 LBT, that duty period shall be limited to a maximum of 13 hours scheduled, except as provided in Sections 12.C.4.d., e., or f.

b.Night

If the showtime for a duty period is between 1600 and 0059 LBT, that duty period shall be limited to a maximum of 11:30 hours scheduled, except as provided in Sections 12.C.4.d., e., or f.

c.p.202 Critical

If the showtime for a duty period is between 0100 and 0459 LBT, that duty period shall be limited to a maximum of 9 hours scheduled, except as provided in Section 12.C.4.g. and C.4.h.

d.Blended Duty Requirements

Transitions between the scheduled duty limits set forth in Section 12.C.4.a., b., and c. shall be as follows:

i.Day to night transition: 1515 to 1645 with 1:1 slope

ii.Night to critical transition: 2230 to 0100 with 1:1 slope

iii.Critical to day transition: 0500 to 0530 blend from 11 hours to 13 hours.

iv.If a pilot’s duty period contains flight segments with at least 4 hours between block-in and block-out, and a day room is scheduled and reserved during that time, normal scheduled domestic on-duty limitations (not blended duty limitations) shall apply.

e.If a pilot’s duty period comprises portions of 2 trips (e.g., two trips hub turning), one of which is an optional assignment (e.g., make-up, trip trade, volunteer or draft), the following scheduled on-duty limitations apply:

i.If the duty period is less than the scheduled on-duty limitations of Section 12.C.4.a. or b. (i.e., 13 Day and 11:30 Night), then the applicable scheduled on-duty limit (i.e., 13 Day and 11:30 Night) shall still apply.

ii.p.203 If the duty period comprised of 2 trips exceeds the scheduled on-duty limitations of Section 12.C.4.a. or b. (i.e., 13 Day and 11:30 Night), then the duty period shall be limited to a maximum of 13:30 (Day)/13:00 (Night) scheduled on-duty.

f.If a duty period is comprised exclusively of deadhead, the scheduled on-duty limitations contained in Section 12.C.4.a., b., or c. shall apply.

g.Deadhead Following Revenue Flight

The following applies to a duty period which includes deadhead to base after revenue flight.

i.If the duty period began in the critical period, the entire duty period remains limited to 9 hours scheduled (i.e., no increased duty is permitted in order to deadhead).

ii.If the duty period began in the day or night period, the entire duty period may be scheduled up to 2 hours beyond the scheduled limitations in Section 12.C.4.a. or b., in order to accomplish the deadhead. However, the portion of the duty period prior to check-in for the deadhead shall be scheduled to the on-duty limitations contained in Section 12.C.4.a. or b., as applicable.

h.For purposes of revenue recovery, the Vice President, Flight Operations, or designee, may authorize a trip to be scheduled up to operational limits in the critical period. This paragraph is for recovery purposes only; bid pack trips may not be scheduled this way.

i.If a pilot is scheduled to deadhead to base after revenue flying, and the pilot’s duty period exceeds 10 hours, the pilot may obtain a hotel room at Company expense, in order to take a later flight, as provided in Section 5.B.1.f.

j.If a pilot transits a base within a single duty period, at least 1:30 hours shall be scheduled between block-in and block-out. This paragraph does not apply to a transit which does not involve a change of aircraft.

p.204 Summary Chart for non-Blended Duty Limitations

5.Domestic On-Duty Limitations (Operational)

a.General Rule

A pilot shall not be operationally extended more than 1:30 past the applicable scheduled on-duty limitation, except as provided in Section 12.C.5.a.ii. and 12.C.5.b. The “applicable scheduled on-duty limitation” is the maximum scheduled on duty limitation in each category (i.e., day, night, critical, deadhead to base or optional trip trade, VLT, etc.), with reference to Section 12.C.4.a., b., c., d., e., or f., except that if the scheduled duty limit is blended, then the operational duty limit shall be 1:30 more than that specific blended limit.

i.If a pilot’s duty period was properly scheduled as provided in Section 12.C.4.d.iv., such pilot’s scheduled duty limit remains the maximum scheduled on duty limit for the pilot’s category, regardless of operational events affecting the pilot’s scheduled ground time, or ability to use the pilot’s day room (e.g., delayed inbound).

ii.Reduced Operational Limit for Early Day Period Duties

(a)If the showtime for a pilot’s duty period is between 0500 and 0530, the pilot’s operational duty limit shall be:30 over the pilot’s scheduled duty limit.

(b)p.205 If the showtime for a pilot’s duty period is between 0531 and 0600, the pilot’s operational duty limit shall be 1:00 over the pilot’s scheduled duty limit.

b.If the Company’s operations or flight(s) are disrupted due to extenuating circumstances not within the control of the Company, including, but not limited to, severe weather, natural disasters, ATC limitations or significant system disruptions, the following shall apply:

i.A pilot may, subject to Section 12.C.5.b.ii., be scheduled to continue up to FAR duty limits, with the prior approval of the Vice President, Flight Operations, or designee, if necessary to complete the pilot’s scheduled or rescheduled flight sequence or return to base, whichever occurs first. Block time limitations as described in Section 12.C.2.c. still apply.

ii.In the event of a trip delay, revision or operational emergency that extends, or would extend, a pilot beyond the operational limitations, a pilot who becomes excessively tired shall notify CRS immediately and then speak to the Duty Officer about the pilot’s situation. Depending on the pilot’s situation and the Duty Officer’s assessment, one of the following alternatives shall be enlisted to address the issue:

(a)The pilot’s duty may be revised to include some alternative duty that is at or within operational limits; or

(b)The pilot may be given a legal rest period. In this case, the pilot’s schedule thereafter may be postponed until after the legal rest period is concluded.

(c)Should it be determined that the pilot requires more rest than the legal rest provided pursuant to Section 12.C.5.b.ii.(b), the pilot may be removed from the balance of the pilot’s trip and be placed in sick leave status. If the pilot is placed in sick leave status the pilot shall be automatically returned from sick leave 24 hours after the removal. The pilot shall have the ability to call in “well” prior to the 24 hours as provided in Section 14.B.3.

(d)The FERC shall meet and discuss all instances to which 12.C.5.b.ii. applied.

iii.Deadheads that are necessary in any of the situations described in Section 12.C.5.b.ii. shall be accomplished in accordance with the Agreement.

iv.Nothing in these paragraphs shall diminish a pilot’s responsibility to ensure that the pilot has adequate rest prior to reporting for duty.

c.p.206 The 1:30 buffer applicable to base transits may be operationally reduced to not less than 1 hour (CRS may provide the 1 hour minimum operational buffer by rescheduling the outbound segment of a hub turn).

6.Domestic Rest Provisions

a.A domestic rest period shall be scheduled for not less than 9:30 hours (8:30 hours when the following duty period consists entirely of deadhead), and shall not be operationally less than 9 hours (8:30 hours when the following duty period consists entirely of deadhead).

b.A pilot who exceeds 8 ABH in any consecutive 24 hour period shall be scheduled for a rest period of:

i.17 hours prior to performing the pilot’s next duty as an operating crew member, when Sections 12.C.2.b. or c. are applicable. This rest period may be operationally reduced as necessary, consistent with FAR limitations, but not less than 11 hours; or

ii.13 hours prior to performing the pilot’s next duty as an operating crew member, when Sections 12.C.2.d.i. or ii. are applicable, which may be operationally reduced to 11 hours.

[For a SIG approved trip (or series of trips): a scheduled rest period of at least 12:00 hours.]

c.If a pilot cannot be scheduled for a return deadhead within 4 hours after scheduled block-in of the pilot’s last revenue flight, the pilot shall be given a legal rest period prior to the pilot’s return deadhead.

d.If a pilot operationally receives a layover of less than 11 hours, immediately following operation in the critical period, the pilot’s next layover must be at least 12 hours, unless the remainder of the pilot’s trip contains only deadheading, except as provided in Section 12.A.3. (operational emergency).

D.International Provisions

1.General

a.Except as provided in Section 12.D.1.b. and c., international provisions apply to flight activities of pilots that originate from, have a destination of, or make an intermediate stop at a location outside the contiguous 48 states. A scheduled international flight activity that actually operates entirely within the 48 contiguous states shall be governed by the domestic provisions contained in Section 12.C.

b.Domestic rest limitations may be applied to SIBA and FDA trips operating entirely outside the locations described in Section p.207 12.D.1.c.i., provided that they are scheduled not to exceed domestic block hour and on-duty limitations. Such trips must also meet the following:

i.no duty period is scheduled to exceed 6 block hours or 11 hours on duty; and

ii.if a duty period actually exceeds 6 block hours or 11 hours on duty, that duty period may be operationally extended as follows:

(a)to domestic limitations if the preceding rest period was at least a minimum domestic legal rest period; or

(b)to international limitations if the preceding rest period was at least a minimum international legal rest period; and

iii.If a duty period actually exceeds 6 block hours or 11 hours on duty, the pilot shall receive an international legal rest period after that duty period.

iv.A rest period of at least 18 hours after an intercontinental deadhead shall be scheduled prior to the operation of a live flight.

v.An international legal rest period must follow a deadhead to and from a SIBA or FDA base in a trip on which a pilot, other than a pilot on SIBA or FDA, deadheads to and from a SIBA or FDA base to perform flying described in Section 12.D.1.b. (i.e., the pilot is not assigned to the SIBA or FDA location, but is assigned to fly a trip at such a location).

c.Unless otherwise agreed by the Association SIG Chairman, trips in the following categories shall be scheduled and operated in accordance with domestic parameters rather than international parameters:

i.Trips that operate entirely within Alaska; or within or between Canada, Mexico, Bermuda, and Puerto Rico, or between any of these locations and the contiguous 48 states.

ii.For FDA pilots, trips operated exclusively within the “European theater.” For purposes of this provision, Section 12.D.1.c.ii., the “European theater” includes airports west of 40 degrees east longitude, north of 30 degrees north latitude and east of 10 degrees west longitude.

(a)If a non FDA pilot deadheads to and from an FDA to perform flying described in this paragraph, an international legal rest period shall follow each of these deadheads, but in any case a rest period of at least 18 hours after an intercontinental deadhead shall be scheduled prior to the p.208 operation of a live flight. The non FDA pilot shall otherwise be subject to domestic parameters.

(b)If the Company revises a trip that, prior to the revision, was scheduled exclusively within the “European theater,” and due to the revision includes activity outside the European theater, the remainder of the trip shall be subject to international parameters.

iii.If the Company opens a new FDA to operate trips that are not in the European theater, the parties shall meet and discuss whether trips assigned to that base should be eligible for construction under Section 12.D.1.c. If the Company and the Association agree, trips in that new FDA may be constructed under Section 12.D.1.c.

d.International Duty Free Buffer

i.A pilot shall be relieved of all duty for at least 24 consecutive hours prior to the start of an international trip scheduled to exceed 120 consecutive hours TAFB, except for trips scheduled in accordance with Section 12.D.1.c.i. A pilot may, however, be on reserve (during which time the pilot performed no flying or standby duty) within 24 hours of the showtime for an international trip scheduled to exceed 120 consecutive hours.

ii.A pilot shall be relieved of all duty and reserve availability for at least 48 consecutive hours at the conclusion of an international trip that exceeds 120 hours TAFB, except for trips scheduled in accordance with Section 12.D.1.c.i. If the 48 hour buffer conflicts with an R-24 pilot’s notification window, the pilot shall be responsible for reserve assignments placed in VIPS at least 24 hours prior to the scheduled showtime of the assignment (as described in Section 25.M.3.a.v.(b)).

iii.A pilot may waive the international buffers set forth in Section 12.D.1.d.i. and ii. A pilot is deemed to have waived any conflict with the international buffer resulting from a bid line adjustment, reassignment trip, or a volunteer or draft assignment.

e.International Emergency Replacement

If it is necessary to position a pilot to a location outside the contiguous 48 states, to replace another pilot who cannot complete the pilot’s trip, the positioning pilot’s duty period may be extended as necessary, subject to the following conditions:

i.no field emergency pilot is available; and

ii.operational requirements prevent the positioning pilot from being scheduled in compliance with normal scheduling parameters (i.e., Section 12.D.5.); and

iii.p.209 the duty time extension must be authorized by the System Chief Pilot or designee; and

iv.the class of service for a deadhead scheduled for less than 16 hours on duty shall comply with Section 8.A.5.c.i. and ii. The class of service for a deadhead scheduled to exceed 16 hours on duty shall comply with Section 8.A.5.c.iv.(b). A lower class of service may be authorized by the Vice President, Flight Operations, or designee. In any case, the pilot’s deviation bank shall be credited as provided in Section 8.A.5.c.vi. (highest available class); and

v.the pilot shall receive an international legal rest period following the deadhead.

vi.If a pilot’s duty period is extended under the provisions of this paragraph, the pilot shall be compensated as follows:

(a)If the pilot is not a reserve pilot, the pilot shall be compensated trip guarantee at 150% of the pilot’s normal pay rate.

(b)If the pilot is a reserve pilot, 100% of the trip guarantee shall be credited toward RLG and leveling, and the remaining 50% shall be compensated in addition to RLG.

f.Crew augmentation (3-pilot or 4-pilot) may be scheduled only when the duty period requires such crew, except in the following circumstances:

i.when the Company reasonably anticipates that such crew may be required due to extended block hours or duty time;

ii.as directed by the VP, Flight Operations, or the Director of Operations for the sole purpose of safety; or

iii.on an individual trip or pairing when approved by the SIG.

[Note: Proposed crew augmentation studies/changes may be accomplished under the current Section 12.A.10. provisions]

g.International Alert Calls

i.International alert calls shall be available as follows:

(a)Upon request, flight crews in domicile will receive an alert call for trip departures to ANC or HNL, and intercontinental destinations (e.g., to Europe, South America, or Asia), but not Canada, Caribbean, or Mexico (Central America) destinations;

(b)In advance of duty periods whose first revenue flight has an origin and destination outside the contiguous 48 States, regardless of scheduled duty time; and

(c)p.210 Flight crews not in domicile will receive an alert call for trip departures to ANC or HNL, and intercontinental destinations (e.g., to Europe, South America, or Asia), but not Canada, Caribbean, or Mexico (Central America) destinations.

ii.Procedures for alert calls may vary by location, but in any event shall be provided at least 1 hour prior to scheduled pickup time.

iii.Alert calls are provided on the basis that they do not start a pilot’s duty clock; should regulations apply which require a pilot’s duty clock to start when the pilot receives an alert call, there shall no longer be any alert call requirement in force.

h.The Company shall pursue FAA approval of an enhanced rest environment on B767 aircraft. Any augmented duty periods on B757 or B767 aircraft lacking an enhanced rest environment, shall require an enhanced sleep opportunity (ESO). The ESO shall be required prior to the flight segment if the flight segment departs from a location outside the pilot’s base. The ESO shall be required following the flight segment, unless that flight segment ends at base. The ESO shall consist of a duty free period of at least 36 hours. The ESO may be waived by the pilot operationally.

i.1-in-7

A pilot shall be relieved from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

j.Sleep kits will be provided for all augmented crews and consist of at least one pillow with pillowcase, two blankets, and a mattress liner.

2.International Grid

The international grid and its related crew planning limitations shall apply until 96 hours prior to the showtime of an international trip or series of trips, other than those scheduled in accordance with Section 12.D.1.b. or c. Trips constructed and revisions that occur after that time shall be governed by Section 12.D.3. through D.10.

p.211

*This international grid landing limit may be increased by one for the accommodation of a scheduled “tech stop,” or where otherwise authorized by the Vice-President of Flight Operations, System Chief Pilot, or Director of Operations.

a.For purposes of applying the international grid, the following values shall apply:

i.A layover of 32 hours or more is a reset, provided, however, that for European SIBA only, after deadheading into theater, an immediate layover of 30 hours or greater acts as a reset.

ii.A layover of 18 hours or more is adjusted.

iii.A layover of less than 18 hours is not adjusted.

iv.p.212 Duty periods including tech stops (e.g., HNL-NAN-SYD) may be scheduled to operate up to reset duty limits provided that the preceding layover is at least adjusted.

b.After crossing 5 or more TZD remain on top half of the chart until a reset layover occurs.

c.A pilot shall not be scheduled for more than 3 “not adjusted” rests in a row (containing no more than 4 hub turns).

d.After an inbound of 5 or more TZD a reset is required if more than 1 “not adjusted” rest is scheduled.

e.International Grid minimum layovers shall be as follows:

f.Duty periods involving deadheads shall be scheduled in accordance with the following:

g.A pilot on a trip or series of trips containing any duty period with a TZD of 5 or more shall be scheduled for a layover of at least 32 hours at least once in any period of 120 consecutive hours; provided, however the 32 hour layover shall not be required after all live operations in a trip are finished. For trips that do not cross 5 TZDs, a pilot shall be scheduled for a layover of at least 36 hours at least once in any period of 168 consecutive hours; provided, however, p.213 the 36 hour layover shall not be required after all live operations in a trip are finished.

h.Trips shall be constructed with a maximum of 313 hours TAFB in a 4 week bid period, or 390 hours TAFB in a 5 week or 6 week bid period.

3.International Block Hour Limitations (Scheduled)

a.2-Pilot Crew

A pilot operating as part of a two pilot crew shall not be scheduled in excess of the block hour limitation provided in Section 12.C.2.a. through c. (8-in-24 and related rules).

b.3-Pilot Crew

A pilot operating as part of a three pilot crew (CAP and F/O and RFO or RF2) shall have the following scheduled block hour limitations:

i.Not more than 12 SBH in any 24 consecutive hours on a nonstop flight;

ii.Not more than 11:30 SBH in any 24 consecutive hours on a flight having 1 intermediate landing;

iii.Not more than 10 SBH in any 24 consecutive hours on a flight having 2 or more intermediate landings.

4.International Block Hour Limitations (Operational)

a.2-Pilot Crew

A pilot operating as part of a two pilot crew shall be subject to the operational block hour limitations provided in Sections 12.C.2.a. through c. (8-in-24 and related rules).

b.3-Pilot Crew

If a pilot operating as part of a three pilot crew (CAP and F/O and RFO or RF2) is projected to exceed the scheduled block hour limitations provided in Section 12.D.3.b., since the completion of the pilot’s last international legal rest period due to headwinds, ATC limitations, or other unavoidable circumstances (including an intermediate stop for these reasons), the pilot may continue to the pilot’s base or the pilot’s original destination, whichever occurs first. However, a crew shall not block out from a location after having exceeded 12 ABH in a 24 hour period without a legal rest period.

5.International On-Duty Limitations (Scheduled)

a.13:30 Hour Duty

A pilot may be scheduled to a maximum of 13:30 hours on-duty.

b.16 Hour Duty For Duty Periods Involving Deadhead Only p.214 If a duty period is comprised entirely of deadhead, that duty period shall be limited to a maximum of 16 hours scheduled on duty, except as provided in Section 12.D.5.c.

c.Deadheads Over 16 Hours on Duty

Deadheads may be scheduled over 16 hours, but not more than 22 hours (Section 8.A.3.b.vii.), in a single duty period subject to the procedures outlined in Section 8.A.5.c.iv.

6.International On-Duty Limitations (Operational)

a.The 13:30 hour scheduled on-duty limitation contained in Section 12.D.5.a. may be operationally extended to a maximum of 15:00 hours.

b.The 16 hour scheduled on-duty limitation contained in Section 12.D.5.b. may be operationally extended to a maximum of 17:30 hours.

i.If the deadhead departure is delayed more than 2 hours, the pilot shall promptly advise CRS of such delay; and

ii.if, due to the delay, the pilot is projected to exceed operational limitations, the pilot shall advise CRS, and shall be given a legal rest period, or with mutual consent of the pilot and CRS, the pilot may extend up to the time required to complete the deadhead or until cancellation, whichever occurs first. CRS shall ensure that adequate crew rest is provided at the destination.

c.If the Company’s operations or flight(s) are disrupted due to extenuating circumstances not within the control of the Company, including, but not limited to, severe weather, natural disasters, ATC limitations or significant system disruptions, the following shall apply:

i.A pilot may, subject to Section 12.D.6.c.ii., be scheduled to continue on duty up to 1:30 past operational limits, or 16 hours, whichever is greater, with the prior approval of the Vice President, Flight Operations, or designee, if necessary to complete the pilot’s scheduled or rescheduled flight sequence or return to base, whichever occurs first. Block time limitations as described in Section 12.D.4. still apply.

ii.In the event of a trip delay, revision or operational emergency that extends, or would extend, a pilot beyond the operational limitations, a pilot who becomes excessively tired shall notify CRS immediately and then speak to the Duty Officer about the pilot’s situation. Depending on the pilot’s situation and the Duty Officer’s assessment, one of the following alternatives shall be enlisted to address the issue:

(a)p.215 The pilot’s duty may be revised to include some alternative duty that is at or within operational limits; or

(b)The pilot may be given a legal rest period. In this case, the pilot’s schedule thereafter may be postponed until after the legal rest period is concluded.

(c)Should it be determined that the pilot requires more rest than the legal rest provided pursuant to Section 12.D.6.c.ii.(b), the pilot may be removed from the balance of the pilot’s trip and be placed in sick leave status. If the pilot is placed in sick leave status, the pilot shall be automatically returned from sick leave 24 hours after the removal. The pilot shall have the ability to call in “well” prior to the 24 hours as provided in Section 14.B.3.

(d)The FERC shall meet and discuss all instances to which Section 12.D.6.c.ii. applied.

iii.Deadheads that are necessary in any of the situations described in Section 12.D.6.c.ii. shall be accomplished in accordance with the Agreement.

iv.Nothing in these paragraphs shall diminish a pilot’s responsibility to ensure that the pilot has adequate rest prior to reporting for duty.

7.International Rest Provisions

a.An international legal rest period shall be a minimum of 12 hours.

b.An international duty period shall be preceded by a duty free period of not less than 12 hours, except for international trips scheduled to domestic parameters (as described in Section 12.D.1.b. and c.).

c.If a pilot’s international duty period is scheduled to exceed 8 block hours or 12 hours on-duty, the pilot shall be scheduled for a rest period of at least 17 hours following that duty period. That rest period may be operationally reduced:

i.to a rest period of 16 hours;

ii.to a minimum of 12 hours if the ABH do not exceed 8 hours and the actual hours on duty do not exceed 12 hours; or

iii.to a minimum of 12 hours, as provided in Section 12.D.7.d.

d.If an international flight arrives late at a layover location, the international rest period at that location may be reduced to the extent necessary to protect an on time departure for the next duty period. The international rest period, however, shall not be less than 12 hours plus 1 minute rest for each minute by which the duty period preceding that rest period exceeded the applicable scheduled on duty limitation.

e.p.216 Except for international trips scheduled to domestic parameters (as described in Section 12.D.1.b. and c.), upon completion of an international duty period and prior to a domestic duty period, a pilot shall receive a minimum international legal rest period unless a greater legal rest period is required.

8.International Double Crew Provisions (Non-ULR)

a.A double crew for a 2-pilot aircraft shall be:

i.Scheduled: A double crew may be scheduled with 2 Captains and 2 First Officers or with 1 Captain and 3 First Officers, provided, however that for the first 3 bid periods during which a new lane segment is being developed, a double crew flying that lane segment shall consist of 2 Captains and 2 First Officers.

ii.Operational: 1 Captain and 3 First Officers 2-Pilot Aircraft

b.A double crew may be utilized only on aircraft equipped with a bunk for each resting pilot that allows for a flat sleeping position and is located separate from the flight deck and in an area that is temperature controlled, allows the flight crew member to control light, and provides isolation from noise and disturbance.

c.Block Hour Limitations

A 4-pilot double crew shall not exceed 16 block hours in any 24 consecutive hours.

d.On-duty Limitations

A 4-pilot crew may be scheduled to a maximum of 18 hours on duty, which may be extended to 19:30 hours operational.

e.Rest Provisions

A double crew shall be scheduled to receive a rest period following each duty period equal to or greater than the actual on-duty hours of that duty period, but not less than 17 hours. This rest requirement may be operationally reduced to 16 hours.

9.Additional Landing and Duty Extension Limitations

The following additional limits apply to trips governed by Section 12.D.3. through 8., even in situations covered by Section 12.A.3. or 12.D.6.c.i.

a.If a landing(s) is added to a trip governed by Section 12.D.3. through 8., such landing(s) shall be limited to one more than those permitted in the International Grid, provided however, that in unusual operational circumstances (e.g., air turn backs, weather/ maintenance diverts, unscheduled tech stops, etc.), a pilot shall consult with the Vice President, Flight Operations or designee, p.217 and may, at the pilot’s election, exceed such limits in order to finish the pilot’s scheduled flight sequence.

b.Any extension beyond operational limits as provided in Section 12.A.3., or D.6.c.i., shall be limited to 1:30 past operational limits, or 16 hours, whichever is greater.

10.Grid Penalties

This paragraph applies to all international trips except for international trips constructed under Section 12.D.1.b. or c.

a.A grid penalty event (GPE) occurs in the following six circumstances:

i.A pilot’s duty period exceeds the maximum duty permitted in the Grid based on the pilot’s Grid sleep state by more than 1:30.

ii.A pilot’s layover was less than the applicable International Grid Minimum Layover (i.e., 14 hours or 12 based on the chart in Section 12.D.2.e.).

iii.A pilot received more than 4 “not adjusted” rests in a row. Each rest after 3 non-adjusted rests shall be a separate GPE event. An initial GPE occurs when the pilot’s fifth duty period begins without the pilot having received at least 18 hours free from duty preceding the beginning of that duty period. For purposes of Section 12.D.10.a.iii. (this paragraph) only, an unassigned hotel standby period shall be counted as part of the rest periods preceding and/or following it (e.g., an unassigned 11:30 hotel standby period, followed by a 12:30 rest period will be counted as an adjusted rest).

iv.A pilot exceeds the landing limitations as permitted in the Grid in any single duty period.

v.30-in-120 Nonconformance Penalty

If a pilot’s trip did not conform to 30-in-120 (as set forth in Section 12.D.2.g., except using 30 instead of 32 hours), the pilot shall be paid 3 CH in addition to all other compensation regardless of the 48-hour period as stated in Section 12.D.10.c., and the event shall be additive to the total count of GPEs for the trip.

vi.34-in-168 Nonconformance Penalty

If a pilot’s trip did not conform to 34-in-168 (as set forth in Section 12.D.2.g., except using 34 instead of 36 hours), the pilot shall be paid 3 CH in addition to all other compensation regardless of the 48-hour period as stated in Section 12.D.10.c., and the event shall be additive to the total count of GPEs for the trip.

b.p.218 If all GPEs in a trip touch a single 48 hour period, no grid penalty shall be due, except as provided in Section 12.D.10.a.v. or vi.

c.If all GPEs do not touch a single 48 hour period, then the following penalties shall apply:

i.If the trip has two or fewer GPEs, the pilot shall be paid 3 CH per violation in addition to all other compensation. A duty period that triggers a payment under this paragraph shall be ineligible for FAR Extension Pay.

ii.If the trip contained more than two GPEs, the pilot’s trip guarantee shall be paid a premium of 50% based on the pilot’s normal rate of pay (i.e., if trip guarantee was at 100%, it pays at 150%; if trip guarantee was at 125% (OTP), it pays at 175%; if trip guarantee was at 150%, it pays at 200%). For a reserve pilot, the CH representing the 50% premium shall not be credited toward RLG, but shall be paid in addition to all other compensation, including BLG/RLG.

iii.If a trip has multiple GPEs, one of which is a 30-in-120 or 34- in-168 violation, the GPEs in that trip shall be deemed not to touch a single 48 hour period.

11.In the event that the Company acquires any Airbus A380 aircraft for use in revenue operations, the Company agrees to reinstate and honor all A380-specific language as it appeared in the 2006 and 2011 CBAs.

E.Ultra Long Range (ULR) Flying

1.A ULR trip is a trip in which at least one revenue flight segment is scheduled to exceed either 16 hours of block or 18 hours of duty.

2.ULR Grid

The ULR Grid is only applicable to ULR flight segments within a trip.

*A lower limit may be agreed upon by the Association’s SIG Chairman.

3.As provided in Section 12.A.10., ULR operations shall be evaluated as part of the FRMS. In addition to the provisions in Section 12.A.10., p.219 following the FRMS study, and with the unanimous approval of the Scientific Advisory Committee, the Company may seek approval by the FAA for ULR city pair flight segments which shall include the specific pairing design as approved by the DCSC. If approved, the specific pairing design shall not be materially altered without the consent of the Association.

4.Other ULR Scheduling Limitations and Provisions

Upon the FAA’s approval of ULR operations under the Company’s FRMS, and notwithstanding Section 12.D.8., all ULR-related provisions contained in this Agreement shall become immediately applicable for the specific pairing design approved by the FAA.

a.A ULR crew may be utilized only on aircraft equipped with a bunk for each resting pilot that allows for a flat sleeping position and is located separate from the flight deck and in an area that is temperature controlled, allows the flight crew member to control light, and provides isolation from noise and disturbance.

b.Block Hour Limitations

A ULR crew shall not exceed 18 block hours in any 24 consecutive hours.

c.On-Duty Limitations

A ULR crew may be scheduled to a maximum of 20 hours on duty, which may be extended to 21:30 hours operational. Any extension beyond the operational limit up to legal limits shall include the protections contained in Section 12.D.6.c.

d.Rest Provisions

A ULR crew shall be scheduled to receive a rest period of 40 hours or greater, prior to and after a ULR flight segment. This rest period may be operationally reduced to 38 hours. However, if the ULR flight segment is scheduled to depart within (+/-) 1 time zone of the pilot’s base, and the flight sequence prior to the ULR flight contains no more than a single flight segment, the scheduled rest period required prior to the ULR flight segment shall be 24 hours, which may be operationally reduced to 18 hours.

e.There shall be no more than 2 scheduled ULR flight segments per trip, except on an operational basis with the pilot’s consent.

f.A ULR double crew shall be scheduled with a minimum of 2 Captains but, operationally, may consist of 1 Captain and 3 First Officers.

g.Upon a return to base from a trip greater than 168 hours TAFB which concludes with a ULR flight segment, a ULR crew shall receive a 56 hour period free from duty, encompassing 3 Physiological Nights Rest (0100-0700 LBT).

h.p.220 The parties recognize that the matters governed by Section 12.E. are new to the system and involve as yet unforeseen operational considerations. As a result, the parties foresee that flexibility will be required in order to ensure the smoothest possible transition to the application of ULR rules. To that end, measures facilitating the implementation, operation, and/or administration of the provisions in Section 12.E. may be implemented if agreed upon in writing by the Vice President, Labor Relations and the Association’s MEC Chairman.

A.p.221 General

1.A pilot’s filing for a leave of absence shall be directed to the pilot’s Fleet Captain. The filing shall be submitted as far in advance as practicable prior to the intended start of the leave filed for, except as provided in Section 13.B.1. (Personal Leave of Absence). The filing shall contain a statement of the type of leave and the reason(s) for which the leave of absence is being filed for, except that reasons for a Medical Leave of Absence shall be sent to the Company’s aeromedical advisor, as provided in Section 13.C. The pilot’s Fleet Captain, or designee, shall respond in writing to a filing for a leave of absence as soon as practicable, but in no event later than 15 calendar days following receipt of the filing.

2.A pilot returning from a leave of absence is expected to possess FAA certificates and ratings consistent with the crew status to which the pilot is returning, as provided in Section 24.A.3.a.

3.A pilot returning from a leave of absence, other than a medical leave of absence, who does not possess an FAA medical certificate, shall be placed on sick leave or Medical Leave of Absence, provided the pilot is otherwise eligible for that leave as provided in Section 13.C. (including verification of the pilot’s medical condition by the Company’s aeromedical advisor if required by the Company).

4.Rules of conduct applicable to pilots in active service apply to pilots on leaves of absence. The standard for administering discipline and discharge for a pilot on a leave of absence shall be as provided in Section 19. Notice for preliminary hearings and other disciplinary proceedings shall be sent in accordance with Section 19.E.1. and Section 19.F.4. and 5. A pilot may designate in writing an alternative mailing address for all notices.

5.A pilot on a leave of absence shall not engage in other flying employment without prior written permission from the System Chief Pilot, or designee.

6.The following provisions shall apply to a pilot capable of returning to active service following a leave of absence.

a.A pilot on leave of absence in excess of a full bid period shall contact the pilot’s Fleet Captain to notify the Fleet Captain of the return date to active service; and the pilot’s Fleet Captain shall aid the pilot in coordinating such return.

i.The contact shall occur at least 30 days prior to the anticipated end of the pilot’s leave of absence. The Fleet Captain shall confirm, in writing if requested, the return date and resumption to active pay status, as provided in Section 13.A.6.a.ii.

ii.p.222 Provided that a pilot has complied with Section 13.A.6.a.i., the pilot shall be returned to active pay status upon the pilot’s return. Failure to comply with Section 13.A.6.a.i. may result in the pilot’s return to active pay status being delayed an amount equal to the notification delay. In no case shall the pilot be returned to active pay status later than 30 days following the pilot’s return date.

b.A pilot’s crew position upon return to duty following a leave of absence shall be determined as follows:

i.If no System Bids closed during the pilot’s absence, the pilot shall return to the crew position that was the pilot’s then currently awarded/assigned crew position immediately prior to the commencement of the leave of absence; or

ii.If any System Bids closed during the pilot’s absence, the pilot shall select from among those crew positions that:

(a)the pilot could have been awarded/assigned, but for the pilot’s absence, on any of the System Bids that closed during the pilot’s absence; and

(b)in which, upon the pilot’s return to active status, the pilot would not be the junior awarded/assigned pilot in that crew position.

c.If upon returning to active status from a leave of absence, the pilot’s current crew position does not differ from the pilot’s currently awarded/assigned crew position, and requalification training is required, requalification training for the pilot’s current crew position shall start within 60 days of the pilot’s return date, if either:

i.No System Bid closed during the pilot’s absence; or

ii.A System Bid closed during the pilot’s absence, but the pilot did not (or could not) select a new crew position (as provided in Section 13.A.6.b.ii.).

d.If upon returning to active status from a leave of absence, the pilot’s current crew position differs from the pilot’s currently awarded/assigned crew position, the pilot’s training shall be handled in the same manner as provided in Section 13.A.6.e.

e.If the pilot selects a new crew position (as provided in Section 13.A.6.b.ii. above), training for that crew position shall be as follows:

i.If the System Bid on which the pilot was awarded/assigned the pilot’s selected crew position has been trained to completion, the pilot shall be assigned to start training within 60 days of the pilot’s return.

ii.p.223 If the System Bid on which the pilot was awarded/assigned the pilot’s selected crew position has not been trained to completion and if the pilot requires full requalification training (i.e., training with a footprint similar to ITU) in the pilot’s current crew position upon the pilot’s return, the pilot shall be assigned to start training for the pilot’s selected crew position within 60 days of the pilot’s return.

iii.If the System Bid on which the pilot was awarded/assigned the pilot’s selected crew position has not been trained to completion and if the pilot requires 24-Requal training in the pilot’s current crew position upon the pilot’s return:

(a)the pilot will be assigned to start training for the pilot’s selected crew position within 60 days of the pilot’s return if a junior pilot in the case of a crew position award (or a senior pilot in the case of a crew position assignment) has been awarded/assigned a training date.

(b)the pilot will be assigned to start 24-Requal training within 60 days of the pilot’s return if a junior pilot in the case of a crew position award (or a senior pilot in the case of a crew position assignment) has not been awarded/assigned a training date. Such pilot shall be eligible to bid for and/or be assigned to training dates (for the pilot’s awarded/assigned crew position) following completion of the pilot’s 24-Requal training.

iv.If the pilot’s selected crew position requires a BTA but the pilot requires requalification training in the pilot’s current crew position, the pilot will be assigned to start requalification training within 60 days of the pilot’s return. The pilot’s BTA shall be effective on the first day of the first full bid period following the completion of requalification training.

If the pilot’s selected crew position requires a BTA but the pilot does not require requalification training in the pilot’s current crew position, the pilot’s BTA shall be effective on the first day of the first full bid period following the pilot’s return.

f.A pilot returning from a leave of absence who requires training prior to returning to line flying shall be compensated as provided in Section 4.I.6.

g.A pilot returning from a leave of absence who is able to return to line flying without training shall be scheduled as follows:

i.A pilot whose return coincides with the beginning of a bid period shall be afforded the opportunity to bid for that bid period in the normal bid process prior to the pilot’s return, in accordance with Section 25.C.6.

ii.p.224 A pilot who returns for a portion of a bid period shall be assigned a custom line (Section 25.I.) for the bid period in which the pilot returns.

7.A pilot on a leave of absence shall continue to accrue seniority and longevity for the duration of the leave of absence, except longevity accrual for a pilot on a Personal Leave of Absence shall be limited to 60 days. Adjustments to longevity, if any, shall be made upon a pilot’s return from a leave of absence.

8.A pilot on a leave of absence may be converted to furlough status in accordance with Section 23. If the pilot is recalled from furlough prior to the date on which the pilot was scheduled to return from a leave of absence, the pilot shall have the option of returning to a leave of absence status following the pilot’s recall from furlough.

9.With the coordination of the System Chief Pilot, or designee, a pilot on a leave of absence shall be permitted to convert the current leave of absence to another type if the pilot otherwise qualifies for the leave. Nothing in this paragraph shall require the Company to convert a pilot to a leave of absence that the Company is not otherwise required to permit.

10.Failure to return to work at the expiration of a leave of absence shall cause a forfeiture of a pilot’s seniority and employment rights.

11.Pilots needing more information regarding possible benefit continuation during or after a leave of absence should consult an Association official, benefits specialist, personnel representative, legal representative and/or refer to the current Pilot Benefit Book (PBB).

12.A pilot on a leave of absence shall be granted access to VIPS as if the pilot were an active pilot, except for interactive functions relevant only to pilots in active status.

13.Vacation period allocation following a pilot’s return to active pay status from a leave of absence shall be treated as follows:

a.A pilot shall retain the previously awarded or assigned vacation period(s).

b.If a pilot is unable to take the scheduled vacation or bid for vacation due to a leave of absence, then within 30 days following the pilot’s return to active pay status, the pilot shall select a different or new vacation period(s). The selection shall be made from among the following slots in the current year:

i.open slots; or

ii.slots currently held by any junior pilot in the crew position.

c.If a pilot fails to make a selection as described above, the Company may assign the pilot a vacation slot in accordance with Section 13.A.13.a.,b., and d.

d.p.225 If a pilot’s vacation is unable to be rescheduled/assigned as provided above, the vacation bank shall be bought back, subject to the provisions of Section 7.G.6., or as an exception to the 40% buy back, the pilot may request to have the CH of vacation paid. Any vacation not bought back shall be a positive adjustment to the pilot’s vacation bank for the following year.

e.Selection of a junior pilot’s vacation slot shall not impact any junior pilot’s vacation award.

14.Any medical information received by the Company’s aeromedical advisor under this Section shall be treated on the same basis as medical information in Section 15.H.

B.Personal Leave of Absence

1.A filing for a Personal Leave of Absence shall be submitted as far in advance as practicable. In emergency circumstances, a Personal Leave of Absence may be granted on short notice for up to 30 days; however, if the pilot seeks additional leave beyond the 30 days, the pilot must provide at least 20 calendar days’ notice prior to the start of the additional leave.

2.At the discretion of the Company, a pilot may be granted a Personal Leave of Absence without pay for a period not to exceed 90 days. The System Chief Pilot, or designee, may require a pilot to exhaust earned and unused vacation prior to granting a Personal Leave of Absence. A Personal Leave of Absence may be extended for additional periods, not to exceed 90 days per extension. No personal leave, including extensions, shall exceed 24 months; provided, however, that in extenuating circumstances and on a case-by-case basis, the Vice President, Flight Operations, or designee, may extend such leave beyond 24 months.

C.Medical Leave of Absence

1.A pilot who files for a Medical Leave of Absence, because the pilot is unable to perform the duties as a pilot due to illness or injury, shall be placed on medical leave of absence without pay, provided the need for such leave is substantiated, if required by the Company, as provided in Section 13.C.2.

2.The Company may require a pilot filing for a Medical Leave of Absence to submit medical documentation substantiating the need for such leave from a physician selected by the pilot. Such medical documentation shall be submitted to the Company’s aeromedical advisor. The Company’s aeromedical advisor shall inform the pilot’s Fleet Captain as to whether the pilot is able to perform the pilot’s duties due to illness or injury, in accordance with Section 15.H. Disputes concerning a pilot’s physical condition shall be resolved as provided in Section 15 (Medical Standards).

3.p.226 A Medical Leave of Absence may not exceed a total continuous period of 7 years.

D.Service in the Uniformed Services (More than 30 days)

1.All leaves of absence and related re-employment rights and benefits concerning service in the uniformed services shall be governed by applicable statutes and regulations.

2.When warranted by operational needs, the Company may request appropriate military or government authorities to defer a pilot’s service. Once notified of a FDA assignment, a pilot shall advise the appropriate military authorities in writing of the pilot’s expected absence from the country.

3.The parties recognize that issues regarding the sharing of pilot resources between the Company and the various branches of the uniformed services are important concerns for both the Company and its pilots with service obligations. The parties pledge their mutual cooperation when dealing with periods of service and re-employment issues as they might affect both the Company and its pilots. The Company and Association’s Military Affairs committee shall endeavor to minimize and resolve issues involving pilots and their service in the uniformed services.

4.The Company shall consult with the Association’s Military Affairs committee prior to publication of Company guidelines concerning long-term periods of service.

5.Contract requirements and guidance pertaining to short-term periods of service (less than 31 days) are found in Section 25.X.

E.[Reserved]

F.Absence During a Maternity Period and Maternity Leave of Absence

1.During a Maternity Period in conjunction with the pilot’s pregnancy/ care for the pilot’s newborn child, a pilot may elect any of the following, either alone, or in sequence:

a.Vacation

A pilot may use available vacation hours in the pilot’s vacation bank during the Maternity Period as follows:

i.The use of available vacation hours must be a part of a single, continuous period of absence within a Maternity Period;

ii.If a pilot elects to use available vacation hours during a Maternity Period, the pilot shall notify the pilot’s Fleet Captain, or designee, of the election. If the need to use vacation was foreseeable, the notification shall occur prior to the opening for bidding of the initial affected bid period. If unforeseeable, the notification shall occur as soon as practicable;

iii.p.227 The pilot shall provide the pilot’s Fleet Captain, or designee, or at the pilot’s election the Company’s aeromedical advisor, with a medical certification of pregnancy or childbirth, as applicable; and

iv.A pilot who is not expected to be in a flying status at the beginning of a bid period due to the pilot’s use of vacation hours during a Maternity Period shall bid in a pay only status. A pilot using vacation for an entire bid period may elect to take vacation in whole hour increments from 36 CH up to and including the pilot’s BLG/RLG. That election may be changed from bid period to bid period and must be submitted in writing (email is acceptable) to the pilot’s Fleet Captain, or the pilot’s designee, within 48 hours following the close of bidding for the bid period to which the election pertains. In the absence of an election, the pilot shall be compensated at the BLG/RLG of the pilot’s awarded line (if supported by the pilot’s vacation bank).

b.Sick Leave

A pilot shall be deemed automatically eligible to use sick leave within the Maternity Period from the beginning of the 21st week of pregnancy through 30 days from the end of the pregnancy, provided that the pilot provides the pilot’s Fleet Captain, or designee, or at the pilot’s election the Company’s aeromedical advisor, with a medical certification of pregnancy and of the beginning of the 21st week of pregnancy or a medical certification of childbirth, as applicable.

c.Disability

A pilot’s eligibility for LTD benefits shall be as provided in Section 27.

d.Unpaid Maternity Leave of Absence

i.The use of an unpaid Maternity Leave of Absence must be a part of a single, continuous period of absence within a Maternity Period.

ii.If a pilot elects to be placed on an unpaid Maternity Leave of Absence during a Maternity Period, the pilot shall notify the pilot’s Fleet Captain, or designee, of the election, if foreseeable, prior to the opening for bidding of the initial affected bid period, or as soon as practicable if unforeseeable.

iii.The pilot shall provide the pilot’s Fleet Captain, or designee, or at the pilot’s election the Company’s aeromedical advisor, with a medical certification of pregnancy or childbirth, as applicable.

2.p.228 A Maternity Leave of Absence shall run concurrently with FMLA leave when permitted by law.

3.Other uses of sick leave or vacation before, during, or after a Maternity Period are as provided by Sections 7 and 14, and other applicable Sections.

G.Association Leave

Upon filing, a pilot elected to function as a national officer of the Association or IFALPA, or appointed to national Association or IFALPA offices shall be placed on an unpaid Association Leave of Absence for the duration of such position or office. An Association Leave of Absence shall begin and end concurrent with a bid period. A pilot may not simultaneously be removed from flying under the applicable provisions in Section 18 and also be on Association Leave of Absence.

H.United States Government Executive/Legislative Leave

Upon filing, a pilot who is elected to the United States Congress, or who is serving at the appointment of the President of the United States, shall be granted an unpaid United States Government Executive/Legislative Leave of Absence for the earlier of either the duration of such office or appointment, or 6 years. The Company shall not be obligated to place such a pilot on more than two such leaves consecutively.

I.Statutorily Imposed Leaves of Absence

1.All statutorily imposed leave rights and benefits (federal or state) shall be governed by applicable statutes and regulations. This Agreement guarantees a minimum benefit level for FedEx pilots. If required by applicable state or federal laws, the Company will provide a pilot with more generous leave benefits.

2.Pilots needing more information regarding possible benefit continuation for statutorily imposed leaves should consult with an Association, state, or Federal official, benefits specialist, personnel representative, a legal representative and/or refer to the current PBB for more information about particular rights/responsibilities for statutory leaves.

A.p.229 General

1.The purpose of sick leave is to protect a pilot from loss of pay, to the extent of the pilot’s sick leave accrual, when the pilot is unable to perform the pilot’s assigned duties because of injury, physical or mental illness, or trip fatigue as provided in Section 12.A.9., Section 12.C.5. b.ii., and Section 12.D.6.c.

2.A pilot may review the pilot’s regular and disability sick account balances in VIPS or other Company computer systems. A pilot shall continue to accrue seniority and longevity while on sick leave.

3.A furloughed pilot shall retain the pilot’s regular and disability sick accounts as follows:

a.If a pilot is on furlough on the last day of the calendar year, the balance of the pilot’s regular sick account, if any, shall be transferred to the pilot’s disability sick account or to the surplus program, as applicable in accordance with Section 14.D. and 14.E.

b.If a pilot recalled from furlough was not in an active pay status on the first day of the calendar year, the pilot shall be credited with a pro rata portion of the pilot’s annual sick leave accrual.

4.If, having exhausted the pilot’s occupational injury/illness leave, a pilot receives workers’ compensation payments and sick leave pay at the same time, the pilot may use only enough sick leave so that the workers’ compensation payments plus the sick leave pay equals 100 percent of the pilot’s BLG/RLG.

5.A pilot who has been removed from a scheduled event and placed on sick leave shall not perform any flight duty during the time that the original event was scheduled to take place, except as follows:

a.by calling CRS directly, the pilot may elect to be placed back on the pilot’s original event if it has not been reassigned at the time of the pilot’s “well call”; or

b.after calling in “well,” in VIPS, the pilot may elect to submit for a different event as MUS, if that event has a showtime:

i.outside the footprint of the original event, or

ii.at least 48 hours after the showtime of the original event.

6.The Company may require a pilot to provide the System Chief Pilot’s designee with a written statement from the pilot’s physician explaining the pilot’s inability to perform the pilot’s assigned duties because of illness or injury if:

a.p.230 The Company has a good faith, and objective reason to question a pilot’s use or attempted use of sick leave; or

b.The pilot’s absence from duty occurred within 24 hours of the beginning or end of the pilot’s vacation period or a “holiday.” As used herein, “holiday” means Easter, Memorial Day, Independence Day, Labor Day, Thanksgiving, Christmas Eve, Christmas, New Year’s Eve or New Year’s Day. For purposes of this provision, the “vacation period” is the period originally awarded, unless the period is slid and/or extended, in which case the slid and/or extended dates become the “vacation period.”

c.The pilot has requested to utilize the pilot’s disability sick account in accordance with Section 14.D.2.a.

7.A pilot may elect to use vacation CH to delay or avoid going on disability. Failure to exercise this election is a factor that may result in forfeiture of CH from the pilot’s vacation bank pursuant to Section 7.G.6. (40% limitation on vacation buy back).

B.Use of Sick Leave

1.If a pilot has no credit in the pilot’s regular or disability sick accounts, and would otherwise be in sick leave status, the pilot shall be removed from the pilot’s trips while the pilot is sick and placed on medical leave of absence (without pay). If a pilot has an injury/illness that qualifies for LTD, the pilot will receive disability benefits in accordance with Section 27.

2.Illness or Injury Notification Requirements

A pilot who becomes ill or injured shall promptly notify the Company via VIPS of the pilot’s unavailability for assigned duties.

a.After notification of the pilot’s illness or injury a pilot shall be placed on sick leave.

b.Pilots Not on Reserve

i.At 0700 LBT each day, any trip with 120 hours TAFB or more, with a showtime during the next two local base days that is assigned to a pilot who is on sick leave shall be available in open time for Bid Line Adjustments as provided in Section 25.L. At 1000 LBT, such trips shall become available for assignment by CRS.

ii.At 0700 LBT each day, any trip with less than 120 hours TAFB, with a showtime during the next local base day that is assigned to a pilot who is on sick leave shall be available in open time for Bid Line Adjustments as provided in Section 25.L. At 1000 LBT, such trips shall become available for assignment by CRS, with the exception of trips with a showtime p.231 prior to 1800 LBT that same day, which shall become available for assignment by CRS at 0900 LBT.

c.Reserve Pilots

The following shall apply to a reserve pilot who calls in sick for an R-day(s) or a reserve assignment:

i.A pilot holding a line comprised entirely of R-days or holding a mini-RLG consisting of a block(s) of R-days and who is sick for all such R-days shall be compensated the pilot’s RLG/mini-RLG and shall have the pilot’s sick leave reduced by such RLG/mini-RLG.

ii.A reserve pilot who has been given a reserve assignment(s) prior to calling in sick shall be removed from that assignment(s) commencing at 0900 LBT on the day prior to showtime for that assignment(s) or at the time of the sick call, whichever is later.

iii.A reserve pilot on sick leave shall be assigned open time as if the pilot were not on sick leave (Section 25.G.3. Open Time Assignment and Section 25.M.6. Reserve Assignment Options). A reserve pilot will maintain the pilot’s leveling position on the reserve list, and the scheduled credit hours for any trips the pilot is assigned and removed as sick will be credited toward the pilot’s RLG/mini-RLG and deducted from the pilot’s sick bank. Commencing at 0900 LBT each day, a reserve pilot with an assignment(s) having a showtime during the next day shall be removed for sick leave and such assignment shall be available for open time assignment by CRS.

3.Well Call

A pilot who is no longer ill or injured shall promptly notify the Company via VIPS, consistent with other provisions of this Agreement (e.g., medical clearance if required, Section 15 process if applicable). Except as provided by Section 12.A.9., Section 12.C.5.b.ii., and Section 12.D.6.c., a pilot shall remain in sick leave status until the pilot notifies the Company via VIPS of the pilot’s ability to return to flight status and, if applicable, is released by the Company aeromedical advisor to return to duty. If the pilot so elects, in accordance with Section 14.A.5.a., then the pilot shall be given the pilot’s original assignment(s) if it has not been reassigned to another pilot.

4.Ill or Injured During a Trip

A pilot who becomes ill or injured away from base during a trip shall earn trip guarantee for the entire trip plus actual accumulated overage, if any. The pilot shall be charged sick leave, commencing with the next showtime following the pilot’s sick call and ending at the showtime for the next duty period the pilot operates during that trip, if any, for the remaining p.232 value of the pilot’s trip. A pilot who becomes ill or injured while away from the pilot’s base on Company duty shall be provided with proper medical attention, including hospitalization, when required. The Company shall provide transportation, when the pilot is able to travel, back to the pilot’s base, or at the pilot’s option, to the pilot’s residence provided that the travel cost is limited to the travel cost of returning to base. A pilot whose placement on sick leave causes the pilot to return to base later than scheduled shall not accrue additional CH for that late return.

5.Sick Leave Pay and Account Deductions

If a pilot is removed from an assigned activity due to sick leave, the following shall apply:

a.Pilots Not On Reserve (who hold trip guarantee)

If a pilot is removed from a trip, or portion thereof, for which the pilot holds trip guarantee, the pilot shall be compensated, and the pilot’s sick leave account(s) shall be reduced by the scheduled credit hours for that trip.

b.Pilots On Reserve

i.If a pilot is removed from a reserve assignment due to sick leave, the scheduled CH for the assignment shall be credited toward RLG and leveling and shall be charged to the pilot’s sick leave account.

ii.The CH value of an assignment (or portion thereof) shall not be charged to sick leave if it would cause the pilot to exceed RLG.

iii.Upon the pilot’s return to flight status, a reserve pilot may be given an assignment(s) for which the pilot is eligible provided that assignment does not begin prior to the scheduled termination of the last activity charged to sick leave. No legality conflict shall be considered to take place between the last reserve trip charged to sick leave and a subsequent assignment.

c.If a pilot assigned as MUS, MUV, CMU, VLT or DRF is removed from a trip prior to block-out due to sick leave, the pilot shall not earn any credit hours for that trip and no deduction shall be made from the pilot’s sick leave account.

d.If a pilot assigned a reassignment trip (RAT) is removed from a trip prior to block-out due to sick leave, the pilot shall be compensated the trip guarantee of the reassignment trip at 100% of the pilot’s normal pay rate and the pilot’s sick leave bank shall be charged accordingly.

e.p.233 If a pilot assigned a PDO trip is unable to operate that trip due to illness or injury, the scheduled trip guarantee shall be deducted from the pilot’s sick leave account.

f.The sick leave account of a pilot scheduled for recurrent training shall be charged for all hours of pay received (as applicable in Section 4.I.4., Recurrent Training Pay), but not worked as a result of sick leave.

g.If a pilot, having commenced initial, transition or upgrade training, is unable to attend that training due to sick leave, the pilot shall be compensated as provided in Section 4.I.5., and the pilot’s sick leave account(s) shall be reduced by 3 CH for each day sick on a scheduled event, not to exceed the pilot’s BLG/RLG.

h.If a pilot shows for a base standby assignment, but is unable to complete that assignment due to sick leave, the pilot shall be compensated the CH the pilot would have earned had the pilot completed that standby and the pilot’s sick leave account shall be reduced by the same amount.

i.If a pilot eligible for substitution is placed on sick leave, the following shall apply:

i.If the pilot is removed from a substitution trip(s), the SCH for that trip shall be credited toward the pilot’s original trip guarantee and deducted from the pilot’s sick leave account.

ii.If the pilot is removed from a base standby assignment, 6 CH shall be credited toward the pilot’s original trip guarantee and deducted from the pilot’s sick leave account(s).

iii.If the pilot is unavailable for a day(s) of substitution eligibility, and a deduction was not made as provided in Section 14.B.5.i.i. for that day, trip rig shall be calculated for the period the pilot is unavailable due to sick leave, and shall be credited toward the pilot’s substitution guarantee and deducted from the pilot’s sick leave account.

iv.The total CH deducted from the pilot’s sick leave account shall not exceed trip guarantee for the pilot’s original or substitution trip(s), whichever is greater.

6.Illness or Injury for Entire Bid Period

A pilot who has been on sick leave for at least 30 days prior to the monthly bid closing and/or is expected to be on sick leave for the entire bid period shall bid pay only unless the pilot’s Fleet Captain authorizes the pilot to bid a line for flying purposes. However, a pilot who, at the time of bid closing, is activated but is not qualified in the pilot’s assigned crew position shall be handled in accordance with Section 25.C.6. Unless such pilot is assigned a custom line as provided in Section p.234 25.I., the pilot shall be compensated the BLG or RLG of the pilot’s pay only line and the pilot’s sick leave account(s) shall be reduced by the same amount. If assigned a Custom Line, any credit hours earned as a result shall be credited to the applicable sick leave account(s).

7.Lapse of Currency

A pilot on sick leave whose currency is expected to lapse shall be notified by the Company of the pilot’s expected non-currency. The pilot shall notify the pilot’s flight manager of the pilot’s anticipated date of return as soon as the pilot is aware of that date. If the pilot fails to notify the pilot’s flight manager of the pilot’s anticipated date of return and, as a result, the pilot cannot be scheduled for required training within 14 days following the pilot’s return to flight status, the pilot shall be placed in an unpaid status commencing on the date the pilot’s currency lapses following the pilot’s date of return and ending at the time the pilot’s training actually commences, but no later than 14 days after the pilot’s return.

C.Regular Sick Account

A pilot’s regular sick account shall be credited as follows:

1.A pilot in active pay status on the first day of the first bid period of each calendar year shall be credited with 72 CH on that day.

2.A pilot not in active pay status on the first day of the first bid period of a calendar year shall be credited with 6 CH for each bid period remaining in the calendar year beginning with the bid period in which the pilot returns to paid status, subject to Section 14.C.5.

3.During the calendar year in which a pilot is hired, the pilot shall be credited with 6 CH for each bid period remaining in such calendar year, subject to Section 14.C.5.

4.If a pilot is placed in an inactive pay status following the first day of the first bid period of a calendar year, the pilot’s regular sick account shall be reduced by 6 CH for each bid period during which the pilot is in an unpaid status during the remainder of the calendar year. If the balance in the pilot’s regular sick account is insufficient to make the adjustment, then the adjustment shall be made from the pilot’s disability sick account. This adjustment shall occur before the pilot’s regular sick account balance is converted and credited to the pilot’s disability sick account or surplus program, as applicable.

5.If a pilot is in an active pay status for less than one half of a bid period, that bid period shall not count for purposes of sick leave accrual.

6.Administration

a.A pilot removed from an activity due to sick leave shall have the credit for that activity(ies) charged against the pilot’s regular sick account. However, a pilot may elect to have that sick leave charged p.235 to the pilot’s disability sick account provided the pilot complies with the requirements of Section 14.D.2.

b.At the end of the last bid period of each calendar year, any hours remaining in a pilot’s regular sick account shall be transferred to the pilot’s disability sick account, subject to the disability sick account ceiling (as described in Section 14.D.1.). Any sick leave credits in excess of the disability sick account ceiling shall be transferred to the surplus program provided in Section 14.E.

7.Make-Up Sick (MUS)

A pilot is eligible to make up CH drawn from the pilot’s regular sick account. No more than 72 CH per calendar year may be earned in MUS status to replace hours drawn from the pilot’s regular sick account.

D.Disability Sick Account

1.The disability sick account ceiling shall be 686 CH.

2.Administration

a.A pilot who wishes to utilize the pilot’s disability sick account shall notify the pilot’s Fleet Captain of the nature of the pilot’s illness or injury and, if requested, provide medical documentation. A pilot may utilize the pilot’s disability sick account under any of the following conditions:

i.The pilot’s application for a medical certificate has been denied or the pilot has been advised by an aviation medical examiner or the Company’s Aeromedical advisor that the pilot is or may not be entitled to exercise the privileges of the pilot’s medical certificate; or

ii.The pilot has sustained an illness or injury that is anticipated to result in the pilot’s missing more than 36 CH; or

iii.The pilot has exhausted the pilot’s regular sick account.

b.A pilot on sick leave for a full bid period or longer may elect to receive sick leave in whole hour increments from 36 CH up to and including the pilot’s BLG/RLG. That election may be changed from bid period to bid period and must be submitted in writing (email is acceptable) to the System Chief Pilot’s designee within 48 hours following the close of bidding for the bid period to which the election pertains. In the absence of an election, the pilot shall be compensated the BLG/RLG of the pilot’s awarded line.

3.Make-Up Sick—Disability

A pilot is eligible to make up CH drawn from the pilot’s disability sick account as described in Section 14.D.2.a.

E.p.236 Surplus Program

As provided in Section 14.C.6.b., the number of hours remaining in each pilot’s regular sick account shall be added to the existing balance in that pilot’s disability sick account subject to the account ceiling. If the addition of these hours would cause the balance of the pilot’s disability sick account to exceed the disability sick account ceiling, the value of the excess hours shall be deposited into the pilot’s Pilots’ Retirement Savings Plan (PRSP). The amount of the deposit shall be determined by multiplying the excess CH by the pilot’s pay rate at the end of the calendar year, or if the pilot is no longer in active employment, by the pilot’s last pay rate. The deposit shall be made during the first bid period of the following calendar year as provided in Section 28. Pilots who would otherwise have been eligible for a contribution into the pilot’s PRSP but for the termination of the pilot’s employment, including retirement, death or resignation, prior to the close of the calendar year shall have the value of any surplus contributed to the pilot’s Employer Contribution Unused Sick Leave Account.

F.Occupational Injury/Illness

1.A pilot who sustains a workers’ compensable injury or illness covered by Section 16 shall be eligible for up to 168 CH of occupational injury/ illness leave for each occupational injury or illness. Occupational injury/illness leave may be used for a recurrence of an occupational injury or illness up to the balance of the 168 CH not used for the original occurrence of the injury or illness. Occupational injury/illness leave is a non-accruable benefit. Sick leave shall not be used for occupational injuries or illnesses until occupational injury/illness is exhausted.

2.A pilot shall notify the pilot’s Fleet Captain as soon as practical of any occupational injury or illness covered by this paragraph.

3.If a pilot exhausts the pilot’s occupational injury/illness leave and remains unable to return to the pilot’s scheduled duty, the pilot may utilize the pilot’s accrued sick leave as provided in this Section.

4.A pilot shall provide the Company and appropriate State authorities with medical documentation verifying an occupational injury/illness and the pilot’s fitness to return to duty following the injury or illness.

5.Workers’ compensation received by the pilot for a period of absence during which the pilot also received occupational injury/illness leave shall be reimbursed to the Company. In no case shall additional compensation received from workers’ compensation enable a pilot to receive total compensation greater than 100% of the pilot’s awarded BLG/RLG.

A.p.237 General

1.Pilots shall meet the medical standards and possess a valid medical certificate consistent with the FAA standards including its waiver, limitations, restriction, special issuance and related FAA policies for the class of medical certificate required for the pilot’s crew seat.

2.Each pilot shall validate, through VIPS, the issuance of the pilot’s new medical certificate not later than the earlier of the following:

a.48 hours prior to the end of the pilot’s due month; or

b.0900 LBT the day prior to the start of any trip(s) scheduled to terminate either:

i.after the expiration of the pilot’s medical certificate; or

ii.within 48 hours of the expiration.

3.Wh ile a VIPS notification(s) of a pilot’s pending FAA medical certificate expiration is provided to each pilot, it is the pilot’s responsibility to know and meet the medical standards by possessing a valid FAA medical certificate. Failure of a pilot to receive a VIPS notice shall not excuse the pilot’s failure to maintain a valid FAA medical certificate. If a pilot fails to provide the Company with confirmation via VIPS that the pilot has a valid medical certificate as required by this paragraph, before 0900 LBT on the day prior to the showtime of a trip or R-day scheduled to start within the time period as stated in Section 15.A.2., the trip or R-day shall be removed without pay, and the pilot shall not be eligible for make-up. Trip(s) or R-day(s) shall no longer be removed after the pilot provides the Company with the required validation.

B.Company Payment of FAA Medical Exam Expenses

1.The Company shall cover an active pilot’s cost of annual or semiannual FAA medical examinations including the cost of a required EKG, up to an annual maximum of $400. On the first day of the July 2029 bid period, the annual maximum shall increase to $450. The pilot shall use the Company issued travel card if accepted by the provider. If the provider does not accept the Company issued credit card, the pilot must comply with normal non-travel reimbursement procedures that require an itemized list of the services performed by the FAA physician (i.e., FAA physical, EKG if any, physician’s office, date, charge).

2.If an active pilot (or an inactive pilot receiving LTD benefits) incurs medical expenses in order to qualify for an FAA medical certificate, which are not covered by Section 15.B.1., the following shall apply:

a.p.238 If submitted within 90 days after having incurred the expense, the Company shall reimburse such pilot for the non-routine medical expenses if:

i.the expenses were incurred at the direction of either:

(a)the FAA; or

(b)an FAA designated Aviation Medical Examiner (AME) who reasonably concluded that, in light of FAA requirements, it was necessary to perform a non-routine medical procedure in order for the pilot to obtain or maintain a FAA medical certificate; or

ii.the expenses were incurred in order to obtain or maintain a special issuance FAA medical certificate, as required by the FAA.

b.[Reserved]

C.Alcohol and Drug Testing

The Company may test pilots for drugs and alcohol only in accordance with the following:

1.The Company shall maintain the drug and alcohol testing programs that are in use on the effective date of this Agreement, as long as such testing is mandated by law or regulation. The term “programs” includes the type of specimen collected, substances for which a pilot is tested, the methods of testing and the thresholds at which testing is conducted.

a.If any change in a testing program is mandated by law or regulation and the law or regulation does not afford multiple options of compliance, the Company shall give the Association notice and shall consult with the Association at a mutually agreeable time and location concerning such change.

b.If a law or regulation mandates that a testing program be changed, but affords multiple options by which compliance can be achieved, then the Company and the Association shall meet to discuss the available alternatives. The initial meeting shall commence no later than 60 days following the date the final rule regarding the alternative methods is published in the Federal Register. Should the parties be unable to mutually agree on an alternative testing method within 60 days, then each side may elect to advocate an alternative before a mutually selected arbitrator from the non-disciplinary panel. The parties’ presentations shall be in writing unless either party elects an in-person hearing. The arbitrator shall select the method of testing from the two alternatives presented. If the Company is required to implement a change prior to the conclusion of p.239 the process described in this paragraph, nothing in this paragraph shall prevent it from doing so (subject to change depending on the outcome of the Section 15.C.1.b. process).

c.The Company may implement a non-mandatory change in a testing program only with the written consent of the Association.

2.The Company shall maintain the FedEx Drug and Alcohol Rehabilitation and Recertification Plan for Flight Crewmembers (HIMS program) that complies with FAA directives regarding pilots who require an Authorization for Special Issuance of a Medical Certificate. Such Plan shall continue to contain full Company participation (including monitoring) in rehabilitating, and returning to work, those pilots who need professional treatment, along with insurance coverage for medical and associated bills in accordance with the terms of those plans as provided in Section 27. Such Plan shall continue to contain payment by the Company of the initial evaluation and the associated psychiatric/ psychological evaluation required in conjunction with the petition for a Special Issuance Medical Certificate as provided in Appendix H of the FOM.

3.If the Company has a reasonable basis to believe that a pilot’s ability to perform the pilot’s duties is impaired for reasons relating to substances not covered by the legally mandated drug testing programs referred to above, the pilot’s case shall be handled as provided in Section 15.D.

D.Company Mandated Medical Examinations

1.The VP of Flight Operations, the System Chief Pilot, the Assistant System Chief Pilot, or a Fleet Captain may direct a pilot to contact or see the Company’s aeromedical advisor if the Company has a reasonable basis to question whether a pilot has developed or recovered from an impairment to the pilot’s ability to perform the pilot’s duties as a pilot.

2.A pilot in an active pay status who is directed to contact or see the Company’s aeromedical advisor, shall be removed from any conflicting scheduled activities with pay until the aeromedical advisor determines whether the pilot is fit for flight duty.

3.After the Company’s aeromedical advisor consults and/or meets with the pilot, by written notice, the pilot may require the pilot to undergo a test(s), medical examination(s), and/or an evaluation(s) by the advisor or a physician designated by the aeromedical advisor. Upon the pilot’s request, the aeromedical advisor shall consult with the pilot to review and discuss the aeromedical advisor’s rationale for the pilot’s concerns and the necessity of the prescribed examinations/evaluations.

4.The Company shall pay for all examinations, tests or evaluations performed or directed by its aeromedical advisor. If the pilot needs to travel from the pilot’s permanent, primary address in connection with a Company directed examination(s), test(s) and/or evaluation(s) pursuant p.240 to this paragraph, the Company shall provide and arrange transportation, lodging and per diem as provided in Section 5.

5.Following the Company’s aeromedical advisor’s review of the results of the examination(s), test(s) and/or evaluation(s), a determination and written notice of same shall be sent to the pilot. The notice shall state the specific grounds for the determination. The determination shall be made in accordance with the following:

a.If the Company’s aeromedical advisor finds the pilot fit for duty, and the pilot agrees, the pilot shall remain on or return to active flight status without loss of pay.

b.If the Company’s aeromedical advisor finds the pilot not fit for duty, and the pilot agrees, the pilot shall be placed on sick leave, disability or medical leave of absence, as applicable.

c.If the Company’s aeromedical advisor finds the pilot fit for duty, and the pilot disagrees, then:

i.if the pilot supplies the Company’s aeromedical advisor with medical documentation substantiating the pilot’s disagreement, the pilot shall be placed or remain on sick leave, disability or medical leave of absence, as applicable. The pilot shall remain in that status until the pilot’s case is resolved as provided in Section 15.D.7.

ii.if the pilot does not supply medical documentation supporting the pilot’s disagreement within 30 days from receipt of the Company’s aeromedical advisor’s determination, the pilot shall be placed on personal leave of absence. If warranted by extenuating circumstances, the System Chief Pilot shall extend the 30 day period. If the pilot subsequently supplies the required documentation, the pilot’s status shall be determined pursuant to Section 15.D.5.c.i.

d.If the Company’s aeromedical advisor finds the pilot not fit for duty and the pilot disagrees, the pilot shall be placed or remain on sick leave, disability or medical leave of absence, as applicable, until the Company’s aeromedical advisor determines the pilot to be fit for duty, or the pilot’s case is resolved as provided in Section 15.D.7.

6.The Company shall give written notice to ALPA that the Company’s aeromedical advisor has issued a direction to a pilot under Section 15.D.3 or that the Company’s aeromedical advisor has issued a determination to a pilot under Section 15.D.5. Such notice shall occur as close in time to the Company’s aeromedical advisor’s notice to the pilot as is reasonably practical under the circumstances.

7.p.241 If the pilot disagrees with the Company’s aeromedical advisor, the pilot shall engage, at the pilot’s expense, a second physician to evaluate the pilot’s medical condition. Unless otherwise agreed to on a caseby-case basis, the second physician shall be a physician designated as the Association’s Aeromedical Advisor or a physician qualified to diagnose and treat the pilot’s underlying medical condition. If the pilot fails to provide the second physician’s evaluation within 30 days following the Company’s aeromedical advisor’s determination, the pilot may remain on sick, disability or medical leave or be placed on personal leave of absence, as applicable, until the pilot provides the second physician’s evaluation to the Company’s aeromedical advisor. If warranted by extenuating circumstances, the System Chief Pilot shall extend the 30 day period.

a.If the second physician agrees with the opinion of the Company’s aeromedical advisor, the pilot shall return to active flying status or remain or be placed on sick leave, disability or medical leave of absence consistent with the Company’s aeromedical advisor’s findings.

b.If the second physician disagrees with the opinion of the Company’s aeromedical advisor, a Medical Review Panel (hereinafter MRP) shall be convened to decide whether the pilot, in their opinion, meets the standards for holding and exercising the privileges of the pilot’s medical certificate. Pending the MRP’s determination, the pilot shall be placed or remain on sick leave, disability or medical leave of absence, as applicable.

i.An MRP shall be composed of the Company’s aeromedical advisor, the physician engaged by the pilot as provided in this paragraph, and a third physician qualified to determine the medical issue in question. The third physician shall be selected by agreement between the Company’s aeromedical advisor and the pilot’s physician.

ii.As soon as practicable, the MRP shall consult and determine whether the pilot, in their opinion, meets the standards for holding or exercising the privileges of the pilot’s medical certificate.

(a)Questions regarding the pilot’s medical condition shall be resolved based on the MRP’s determination. The pilot shall remain on or return to active flight status, sick leave, disability or medical leave of absence consistent with the MRP’s determination as applicable.

(b)If the MRP rules that a pilot is fit for duty and the pilot still disagrees, the pilot shall be placed on personal leave of absence.

(c)p.242 If the MRP’s determination disagrees with the opinion of the Company’s aeromedical advisor, then:

(1)the Company shall make adjustments, including retroactive adjustments (e.g., back pay or restoration of sick leave), if applicable, that are necessary to make the pilot whole consistent with the MRP’s determination; and

(2)the Company shall reimburse the pilot for all reasonable costs and expenses the pilot incurred in connection with the determination of the pilot’s medical condition pursuant to Section 15.D.7. (this paragraph).

8.Questions regarding the medical condition of a pilot who has applied for or is receiving a benefit(s) pursuant to Section 27 or 28 shall be resolved in accordance with the provisions of the applicable benefit plan(s).

E.Medical Examination Documentation

Upon request, the Company’s aeromedical advisor, the pilot and the pilot’s physician or a physician associated with the Association’s aeromedical office, as applicable, shall be provided a copy of any report or medical record relating to any medical examination, test or evaluation of that pilot conducted pursuant to this Section. However, in cases where the Company’s aeromedical advisor believes that direct pilot access to information contained in the medical records regarding a specific diagnosis of a terminal illness or a psychiatric condition could be detrimental to the pilot or the pilot’s health, the aeromedical advisor may inform the pilot that access will only be provided to a designated representative of the pilot having specific written consent.

F.Effect on Certain Legal Rights

Nothing in this Section shall be construed to guarantee, deny or limit a pilot’s right to FAA, NTSB or judicial appeal procedures, nor shall it preclude the Company from assisting a pilot with medical problems to regain the pilot’s medical certificate and return to flight status. This assistance may also include directing the pilot to challenge or appeal the results of adverse findings to the Federal Air Surgeon. All costs of any Company directed challenge/appeal shall be paid by the Company.

G.Limitation of Medical Procedures

1.Flight Management shall not require a pilot to submit to a psychological or psychiatric examination. However, flight management may refer a pilot to the Company’s aeromedical advisor in accordance with Section 15.D.1. (reasonable basis to question fitness). A pilot may be required to undergo a psychological/psychiatric examination if directed by the Company’s aeromedical advisors based on their independent evaluation, in accordance with Section 15. The evaluation conducted by the Company’s aeromedical advisors is expected to include contact with p.243 the pilot and any other preliminary evaluation that is necessary in order to reach an independent, informed decision as to the need for further testing.

2.Nothing contained in this Section shall be construed to permit the Company to require a pilot to submit to any medical treatment or invasive procedure which is not consistent with reasonable and current medical practice or which poses an unreasonable threat to the pilot’s health. This paragraph shall not be construed to prohibit testing for drugs, alcohol and, if applicable, other substances pursuant to the provisions of Section 15.C.

a.If the Company’s aeromedical advisor determines that a treatment, procedure or evaluation is appropriate in the circumstances of a case, the pilot shall consult with the pilot’s physician or a physician associated with the Association’s aeromedical office, as applicable, for the purpose of determining the permissibility of that treatment, procedure or evaluation under the provisions of Section 15.G. (this paragraph). The issue shall be resolved by mutual agreement of those 2 physicians.

b.If the 2 physicians cannot agree, the matter shall be submitted immediately to a third physician selected by the Company and the Association. The Company, the Association and the pilot shall be bound by the findings of the third physician. The fees and expenses of the third physician shall be shared equally by the Company and the Association or the pilot; provided, however, that if the third physician agrees with the pilot, the Company shall reimburse the pilot for all reasonable costs incurred in connection with this paragraph.

H.Confidentiality of Medical Information

All reports and records of any medical examination, test or evaluation of a pilot pursuant to this Section shall be strictly confidential between the Company’s aeromedical advisor and the pilot. Those reports and records shall not be divulged, except in the administration of this Agreement on a “need to know basis” or as required by law, to any other person or entity without the written permission of the pilot. If required by law to divulge, the Company shall provide the pilot notice of such, and upon the request of the pilot, provide the pilot with a copy of such records and reports, unless prohibited by law from doing so. If the final determination of a pilot’s medical condition pursuant to this Section is that the pilot is not medically fit for duty, the Company’s aeromedical advisor may provide a report regarding the pilot’s medical condition to officials in the Benefits Department on a “need to know” basis. Those officials shall receive only as much information as is necessary for them to perform their job functions.

I.p.244 General

Nothing in Section 15 shall be construed to limit the Company’s authority to act in accordance with Section 19. Disciplinary issues arising out of the application of Section 15 shall be handled in accordance with Sections 19 and 21.

A.p.245 Nothing in this Section shall be construed to alter the limits of coverage, or the basis of liability, provided under the workers’ compensation law of any state.

B.Notwithstanding the provisions of Section 16.A., if a pilot suffers an otherwise compensable injury and is ineligible for workers’ compensation benefits due solely to the geographic location at which the injury occurred, the Company shall provide the pilot with benefits no less favorable than the benefits for which the pilot would have been eligible in the state in which the pilot is domiciled.

C.A pilot who is injured while on a trip or other Company business shall notify the pilot’s Fleet Captain of such injury as soon as practicable. A workers’ compensation claim shall be processed expeditiously.

D.The Company shall reimburse a pilot for all out-of-pocket medical expenses incurred in connection with a workers compensable injury.

E.If a pilot has sustained a workers’ compensable injury or illness covered by this Section, the pilot’s occupational illness/injury payments shall be an offset against the pilot’s workers’ compensation benefits. If, having exhausted the pilot’s occupational injury/illness leave, as provided in Section 14.F., a pilot receives workers’ compensation payments and sick leave pay at the same time, the pilot may use only enough sick leave so that the workers’ compensation payments plus the sick leave pay equals 100 percent of the pilot’s BLG/RLG.

1.In order to best ensure that medical expenses are covered by workers’ compensation as quickly as possible, an injured pilot should first attempt to contact the pilot’s Fleet Captain.

2.If the pilot cannot contact the pilot’s Fleet Captain immediately and needs treatment, the pilot may request the treating facility to call FedEx Risk Management in the pilot’s domicile in order to get the initial treatment expenses billed to Risk Management. If such does not occur, the pilot may always use personal health insurance or pay cash, in order to get required treatment, and the Company shall reimburse all charges (including deductibles and co-payments) for medical treatment through workers’ compensation.

3.The pilot may contact the pilot’s Fleet Captain to ensure expeditious reimbursement by workers’ compensation.

A.p.247 A pilot who, while on a trip or on other Company business, and as a result of war, rebellion, insurrection, terrorist act or action of a foreign government, becomes missing or interned, or is hijacked, or taken a prisoner of war by a foreign government, shall continue to accrue seniority and longevity during the period of the pilot’s absence.

B.The Company shall provide such pilot with the following benefits until the date of release, the official date of death or, if the pilot’s whereabouts are unknown, the expiration of 5 years after the pilot’s disappearance or captivity, whichever occurs earliest:

1.Bid period compensation equal to the pilot’s average credit hours per bid period during the last 12 bid periods (including credit hours earned in VLT, DRF, etc.), considering only those bid periods during which the pilot flew, or was compensated as if the pilot had flown, for an entire bid period multiplied by the pay rate in the pilot’s current crew position.

2.Applicable insurance benefits and other benefits attendant to the pilot’s employment status.

3.Accruals and contributions normally made by the pilot and/or the Company.

4.Continuation of insurance benefits for spouse and/or eligible dependents of the pilot.

C.The benefits described in Section 17.A. shall not apply to:

1.Conduct relating to the operation of a Company aircraft that would constitute just cause for termination, if established; or

2.Conduct not relating to operation of Company aircraft that would constitute just cause for termination or which could have led to the pilot’s imprisonment for more than 30 days under Federal law or the laws of the State of Tennessee, if established. The benefits described in Section 17.A., shall not be withheld pursuant to this paragraph until the Company has presented the pilot with notice of its intent to apply this paragraph, and has allowed the pilot to respond.

D.Compensation and other benefits payable under this Section shall be provided to the beneficiaries indicated by the pilot in the pilot’s Beneficiary Designation Form. In the absence of a completed beneficiary designation form, the Company shall deposit all applicable benefits in trust for the pilot until the pilot’s status has been legally determined. The trustee shall invest such funds in accordance with applicable fiduciary responsibilities.

E.Should the pilot’s spouse and/or eligible dependents wish to continue health coverage beyond the end of the appropriate benefit continuation period provided in Section 17.A., they may do so under the provisions p.248 of COBRA. Pilots and their spouses and/or eligible dependents needing more information regarding COBRA (including time limits) should refer to Section 27 of this Agreement.

F.The Company shall provide each pilot with a beneficiary designation form in the manner described below. Each pilot shall submit such designation form to the designated Company official within 30 days of the pilot’s date of hire.

p.249 PRISONER OF WAR OR HOSTAGE BENEFITS BENEFICIARY DESIGNATION

To: Federal Express Corporation

You are hereby directed to pay all monthly compensation allowable to me under Section 17 and any other benefits due under the provisions of this Agreement while missing or resulting from death or any other condition which causes direct payment to be impossible as follows:

_______________% of my monthly pay to

______________________________________________________________ (name)

______________________________________________________________ (address) as long as living, thereafter to

______________________________________________________________ (name)

______________________________________________________________ (address) as long as living.

The balance, if any, and any amounts accrued after the death of all persons named in the above designation shall be held for me, or in the event of my death before receipt thereof, shall be paid to the legal representative of my estate.

The foregoing direction may be modified from time to time by letter signed by the undersigned, and any such modification shall become effective upon receipt of such letter by you.

Payments made by the Company pursuant to this direction shall fully release the Company from the obligation of making any further payments with respect thereto.

_______________________________ (Pilot’s Signature)

_______________________________ (Print Name)- (Emp. #)- (Date)

A.p.251 Removal from Duty

1.During their terms of office, and with 30 days written notice prior to the beginning of the first affected bid period, the following shall be removed from flying as provided in Section 18.B.1.b. or c.:

a.the MEC Chairman;

b.MEC Vice-Chairman;

c.MEC Secretary-Treasurer;

d.pilots elected to a national office of the Association or IFALPA office;

e.pilots appointed to national Association or IFALPA positions; and

f.other pilots designated by the MEC Chairman; provided, however, the total number of pilots removed under Section 18.A.1. shall not exceed 10, except with the Company’s agreement.

2.Other Pilots

a.Pilots, not designated by the MEC Chairman as described above in Section 18.A.1.f., and comprising the MEC negotiating committee (up to five pilots), members of the System Board of Adjustment, FOQA Gatekeepers, and Training Review Board (TRB) members, shall be removed from flying at the Association’s notification, provided that the Association complies with Section 18.A.4.a. and c. Removals sent later than the 3 business day window shall not be unreasonably denied.

b.MEC members, or designees (one substitute for each absent MEC member) attending quarterly meetings, the ALPA Executive Vice-President, and members of the Pilot Benefit Review Board shall be removed from flying at the Association’s notification if the notification is made prior to the close of the Conflict Input Window as described in Section 25.E.2. for the affected bid period, and the Association complies with Section 18.A.4.a. If a removal is sent subsequent to the applicable Conflict Input Window, the trip removal will be processed under Section 18.A.3. and 4. (excluding A.4.b.), except that removals for pilots holding a secondary line shall be treated as having been sent prior to the close of the Conflict Input Window.

3.Upon written request by the MEC Chairman, or designee, a reasonable number of pilots shall be removed from flying to participate in the business of the Association or to participate in dispute resolution proceedings (e.g., pilots appointed to ALPA national committees or MEC p.252 committees) provided that any removal shall not unduly disrupt the Company’s operations.

4.Unless otherwise provided for, removal of pilots from flying pursuant to this Section shall be handled as follows:

a.The documentation supporting such removal shall include the pilot’s name, employee number, domicile, equipment type, seat, trip(s)/R-day(s) and date(s) on which the pilot is to be removed from flying. Such documentation shall be sent in a manner permitting immediate delivery and verification (e.g., email, facsimile), or by telephone call if such systems are unavailable.

b.Documentation supporting a removal for an entire bid period shall be sent, by the MEC Chairman, or designee, prior to the close of the Conflict Input Window for the affected bid period(s).

c.Unless otherwise agreed, documentation supporting a removal for other than a full bid period shall be sent to the the Managing Director, Labor Relations, or designee, not later than 3 business days (Monday through Friday excluding holidays) in advance of the report time(s) of the trip(s) or reserve day(s) for the affected pilot(s).

d.Unless otherwise agreed, the Managing Director, Labor Relations, or designee, shall respond in writing and transmit the response by facsimile to the MEC office and to the pilot via email, as soon as practicable, but not later than 2 business days following receipt of the removal documentation. Any response denying or limiting a removal shall include a statement of the grounds upon which the intended removal was denied or limited.

e.Requests shall not be unreasonably made or denied.

f.A pilot removed from flying for Association business shall remain on Association business for the entire period for which the pilot was removed, except as provided in Section 18.A.6. (sick leave).

g.The MEC may use Company email to make initial contact with a pilot for business or trip drop planning purposes.

5.The following shall apply to a pilot removed for Association business during a month in which the pilot has a scheduled vacation, whether the pilot is bidding in a flying, or pay only status.

a.A pilot shall bid for, and be awarded, a vacation as if the pilot were not removed for Association business.

b.A pilot awarded a regular line who has a scheduled vacation conflict with any trip(s), or conflict with the international buffer of an international trip, will be paid the full BLG. Trip(s) conflicting with vacation shall be charged to the pilot’s vacation bank.

c.p.253 A pilot awarded a secondary line who has a scheduled vacation will be paid the full BLG but will have the pilot’s vacation bank charged for each day of vacation.

d.A pilot awarded a reserve line who has a scheduled vacation will be paid the full RLG but will have the pilot’s vacation bank charged the value of a reserve day for each day of vacation.

e.The Association will be billed, pursuant to Section 18.C., for the difference of the BLG/RLG minus the vacation value.

6.A pilot removed from flying for Association business, who, due to illness or injury, is unable to perform any Association business, may have the pilot’s Association business status canceled. The MEC Chairman, or designee, and the pilot shall each notify the System Chief Pilot, or designee, in writing that the affected pilot shall be placed on sick leave status. This paragraph shall not apply to pilots removed for an entire bid period.

a.If a regular or secondary line pilot’s trip(s) has been removed for Association business and the pilot then becomes sick, the removal code(s) for that trip(s) shall be changed from Association business to sick leave pursuant to the following procedures:

i.At 0900 Local Base Time (LBT), the day prior to the scheduled report time for each affected trip, the removal code will be changed to sick leave while the pilot continues on sick leave.

ii.A pilot shall not be permitted to convert the pilot’s status for a trip from Association business status to sick leave status after the beginning of that trip.

iii.Once a trip removal code has been changed from Association business status to sick leave, no further removal changes will be made, except as provided in Section 18.A.6.c.

b.If a reserve pilot whose reserve day(s) have been removed for Association business is changed to sick leave for any future reserve day(s), that reserve day(s) value shall be charged to sick leave for each day(s) changed from Association business to sick leave. A pilot shall not be permitted to convert the pilot’s status for an R-day from Association business status to sick leave status after the beginning of that R-day.

c.When the pilot desires to revert from sick leave status to Association business status, or to return to active flying, the MEC Chairman, or designee (or the pilot, if returning to active flying), shall notify the System Chief Pilot, or designee, in writing of the affected pilot’s intentions. If the pilot has been removed from a remaining trip(s) or reserve day(s) during that bid period for Association business, p.254 the pilot will return to Association business status at the end of the sick leave.

d.A trip(s) or R-day(s) removed for sick leave will not be billed to the Association.

B.Compensation and Benefits

1.Compensation for Full Bid Period Removals and Pilots Listed in Section 18.A.1.

a.A pilot removed from flying for an entire bid period shall be compensated by the Company for the number of credit hours of the pilot’s awarded line, BLG or RLG, for that bid period, including carryover, if any, and including hourly rate override, if applicable.

b.Notwithstanding Section 18.B.1.a., the pilots listed in Section 18.A.1. shall not bid lines in their respective aircraft and seat position. They shall be compensated based on the number of CH established by the MEC. The MEC shall advise the Company each year by the end of the November bid period as to the monthly credit hours for each pilot for the following year. In no event shall this CH number for the new year be greater than the system-wide average of the highest lines with carryover for the current calendar year (the cap for the upcoming calendar year shall be derived from the system-wide average of the highest lines with carryover, in the bid periods of January through December of the current year).

i.During bid periods where the pilots have scheduled vacation, the Association’s reimbursements to the Company shall be reduced by the value of the scheduled vacation (i.e., the number of days of awarded vacation for that bid period times 6 credit hours per day), unless the Association elects the bid period prior to not have the vacation days and hours in the following bid period deducted from the respective pilot’s vacation bank.

ii.An Officer who is projected to be unable to perform the pilot’s Association duties, for the remainder of the bid period, due to illness or injury, shall, upon notification to the Company, have the Association business status, as described in this paragraph, cancelled. The remainder of that bid period, if any, shall be prorated, and any subsequent periods bid in a pay only status shall be compensated the BLG or RLG of the pilot’s pay only line and the pilot’s sick leave account(s) shall be reduced by the same amount.

iii.With 30 days written notice to the Company, the Association may elect to process trip removals for an MEC officer(s) as provided in Section 18.A.2.a., rather than as provided in Section 18.B.1.b., or vice versa.

c.p.255 Notwithstanding Section 18.B.1.a., during their terms of office, pilots elected to function as a national officer of the Association or IFALPA, or appointed to national Association or IFALPA offices, shall not bid lines in their respective aircraft and seat position. They shall be compensated at the pay rate and the number of CH established in accordance with ALPA/IFALPA Constitution and By-laws and policies.

2.A pilot removed from flying for less than an entire bid period shall be protected by the Company from loss of compensation as follows:

a.A line holder shall be compensated for the scheduled credit hours of the trip(s) from which the pilot is removed, including hourly rate override, if applicable, but excluding per diem.

b.A reserve line holder shall be compensated a reserve day value for each day of scheduled reserve availability from which the pilot was removed during the month.

c.A regular, secondary or reserve line shall be adjusted for conflicts for a carryover trip or a carryover reserve day(s).

3.Subject to the provisions of Section 23, a pilot removed from flying for Association business shall continue to receive, earn, accrue and remain eligible for all benefits of employment, including seniority and longevity accrual, sick leave and vacation, as if the pilot had not been removed.

4.A pilot removed from flying for Association business shall be eligible for award/assignment on a System Bid which closes during the period of the pilot’s removal, subject to the following:

a.Pilots who have been, or will be (as notified by the Association), unavailable for flying for more than 30 days, due to Association business, shall receive a notional award/assignment.

b.The following applies to a pilot who receives a notional System Bid award or assignment, pursuant to Section 18.B.4.a., and who would require training for that crew position. That pilot will have the pilot’s system-wide seniority compared against those who were actually awarded/assigned the applicable crew position (and who also require training), in order to establish their “Nth” position.

This comparison shall be as follows:

i.All pilots who are awarded or assigned (both notionally and actually) the applicable crew position shall be pooled together in a single list.

ii.Pilots who are awarded the crew position shall be listed in seniority order.

iii.Pilots who are assigned the crew position shall be listed in inverse seniority order after the pilots in Section 18.B.4.b.ii.

c.p.256 Pilots subject to Section 18.B.4.b. will begin to earn the applicable hourly rate either:

i.Upon the Nth actual pilot activation into the applicable crew position, following the close of the applicable System Bid; or

ii.Upon the [N-1]th actual activation, if there is no Nth actual pilot activation (for an award); or

iii.Upon the [N+1]th actual activation, if there is no Nth actual pilot activation (for an assignment); or

iv.90 days following the close of the applicable System Bid, if there are no actual pilots who activate in that pilot’s crew position.

d.A pilot who was notionally awarded or assigned to a different crew position, while unavailable for flying due to Association businesss, will be assigned to a training date for that crew position as soon as practicable after the Company receives notification of the pilot’s availability.

e.A pilot who does not receive a notional award pursuant to Section 18.B.4.a., or whose period of unavailability did not include any System Bid closings, will return to the pilot’s current crew position when the Company receives notification of the pilot’s availability. If such pilot requires requalification training, the pilot will be assigned to a training date as soon as practicable.

C.ALPA Flight Pay Loss Bank and Reimbursement of Compensation

1.On January 1 of each year, the Company shall deposit 2,000 CH into an ALPA Flight Pay Loss Bank. On January 1 of each year, the Company shall deposit 1,600 CH into an ALPA Safety and Data Collection Bank, which shall be allocated as follows:

2.Should the Association cancel or elect to no longer participate in the programs covered by the ALPA Safety and Data Collection Bank, the Company may remove CHs attributable to those programs, prorated per the number of months remaining in the calendar year.

3.The Company shall bill the Association on a monthly basis for 95% of the compensation paid to pilots on Association business for trips or R-days missed, excluding trips dropped as a result of vacation pursuant to Section 18.A.5., or sick leave pursuant to Section 18.A.6. In addition, p.257 the Company shall bill the Association an override of 20% of the amount invoiced pursuant to this paragraph for ordinary compensation related costs incurred by the Company for items such as payroll taxes and the costs of benefits.

4.The Association shall not be billed for the compensation paid during the training of up to two Association members of the TRB per year, and one initial Association member of the Event Review Committee.

5.Invoices shall be submitted to the MEC Secretary-Treasurer, or designee, and shall include pilot name, employee number, domicile, trip or reserve day dates (as applicable), pairing numbers (if applicable), and compensation paid.

6.Within 45 days following the MEC Secretary-Treasurer’s receipt of an invoice, the Association shall remit the amount due to the Company official designated to receive those payments. In lieu of reimbursement, the MEC may, at its discretion, use the CH in the ALPA Flight Pay Loss Bank or the ALPA Safety and Data Collection Bank to offset reimbursements owed to the Company for specific pilots removed from specific trip/activity by the Association in order to participate in the following Association business:

a.Accident Investigation Committee;

b.Aeromedical Committee;

c.ASAP Event Review Committee, including training for members of the ERC (subject to Section 18.C.4.);

d.Bereavement Committee;

e.Critical Incident Response Program Committee;

f.Data Collection Steering Committee;

g.Fatigue Event Review Committee;

h.Fatigue Risk Management Group;

i.FOQA Steering Committee (subject to the provisions of Paragraphs A.12. and G.1. and 2. of the FOQA LOA);

j.FOQA Monitoring Team (subject to the provisions of Paragraph G.1. and G.2. of the FOQA LOA);

k.HIMS Committee;

l.Insurance and Retirement Board;

m.Jumpseat Committee;

n.Legislative Affairs Committee, for activities that are consistent with the Company’s stated interests.

o.Military Affairs Committee;

p.Pilot Benefit Review Board;

q.p.258 Pilot Scheduling Improvement Team (subject to Section 25.BB.H.2.b.);

r.Professional Standards Committee;

s.Safety Committee;

t.Security Committee;

u.Security Event Review Committee;

v.Scheduling Committee;

w.Scheduling Improvement Group (subject to Section 25.BB.H.2.a.);

x.Training Committee;

y.Training Review Board, including training for members of the TRB (subject to Section 18.C.4.);

z.Trip Services Committee; and

aa.Any other activity agreed upon, in advance and in writing, by the MEC Chairman and the Vice President, Labor Relations.

Exhaustion of the ALPA Flight Pay Loss Bank will not be the basis for refusing to meet with the Company.

Removals for Association business other than as listed above may not be charged against either the ALPA Flight Pay Loss Bank or the ALPA Safety and Data Collection Bank.

Note: When reconciling removals against either the ALPA Flight Pay Loss Bank or the ALPA Safety and Data Collection Bank, the Association shall include the reason for any such removal.

D.Currency Requirements

1.Any pilot removed from flying for Association business shall maintain currency unless unable to do so for reasons not related to Association business leave provided, however, that MEC officers, members of the MEC Negotiating Committee, along with pilots elected to a national office of the Association or IFALPA office, pilots appointed to national Association or IFALPA positions, and other pilots designated by the MEC Chairman under Section 18.A.1.f. may elect not to maintain currency.

2.A pilot removed for an entire bid period for Association business shall be permitted, during that same bid period, to bump a pilot(s) in the pilot’s seat and equipment type to maintain currency, in accordance with Section 25.L.11.

E.Association Fly Back (AFB Pay Code)

1.During any calendar year in which a pilot is removed from flying to participate in Association business on a full- or part-time basis such pilot may request an assignment from open time as AFB.

2.p.259 The pilot shall be paid per diem and, if applicable, international override when operating an AFB trip(s).

3.The number of hours of compensation to which the Company is entitled to reimbursement pursuant to Section 18.C., due to a pilot’s removal from flying for Association business shall be reduced on an hour-forhour basis by that pilot’s AFB credit. In the event a pilot’s AFB credit exceeds the hours of the pilot’s compensation to which the Company is entitled to reimbursement pursuant to Section 18.C., the pilot shall be compensated for the excess AFB credit hours (by submission of a pay log). If a pilot is removed from an AFB trip prior to block-out due to sick leave, the pilot shall not earn any CH for that trip and no deduction shall be made from the pilot’s sick leave account.

4.Invoices submitted to the Association pursuant to Section 18.C., shall state for each AFB trip the pilot’s name, employee number, domicile, trip, pairing number and the amount of compensation offset by the AFB trip.

A.p.261 Preliminary Matters

1.Discipline is defined as Letters of Warning, Suspensions, Terminations, and any other action taken by flight management resulting in a loss of pay or benefits to which the pilot would otherwise be entitled.

2.Counseling sessions and Advisory Letters do not constitute disciplinary action and may not be grieved. An Advisory letter is a non-disciplinary form letter issued to a pilot to communicate policy, procedures or work rules, which if violated in the future, could lead to discipline.

3.Standard for Discipline

a.The discipline standard for non-probationary pilots shall be “just cause.”

b.Probationary pilots shall be considered to be employed on an “at will” basis for purposes of administering and reviewing discipline.

B.Documentation

1.The Company shall provide a pilot with a copy of any written record of disciplinary action or advisory letter within 10 days after that record is placed in the pilot’s personnel file.

2.A pilot shall have 60 days from the date on which the written record is received or reasonably should have been received, to place a written response concerning that action in the pilot’s personnel file.

3.A pilot may examine the pilot’s personnel file on any business day during normal business hours with adequate notice to the pilot’s Fleet Captain.

4.An irregularity report or documents referring to an irregularity report (except for Advisory or Disciplinary Letters) shall not be placed in a pilot’s personnel file.

C.Consideration of Prior Disciplinary Action

An Advisory Letter or a Disciplinary Letter (e.g., a letter of warning, suspension, or termination) may be used to establish that a pilot was given notice of a policy, procedure or work rule, and/or that discipline could result from future violations of such policy, procedure or work rule, no matter the date of issuance of such Letter.

An Advisory or Disciplinary Letter shall not serve as a basis for discipline after a period of 1 year during which the pilot receives no further Advisory or Disciplinary Letters. However, an Advisory or Disciplinary Letter may be considered in assessing future discipline involving similar misconduct for up to 2 years after the receipt of the most recent Advisory or Disciplinary Letter.

D.p.262 Investigation

1.The Company shall investigate and understand a pilot’s performance and conduct before taking any disciplinary action against that pilot. Part of a proper investigation may include management talking or meeting with a pilot or group of pilots to determine the facts and circumstances surrounding a situation. Depending on the circumstances of the particular case, some or all of the necessary fact gathering may occur prior to or without the need for a hearing of any type.

2.A pilot may request Association representation at a Company investigatory interview/meeting. When a pilot makes such a request, the Company shall either:

a.afford the pilot the opportunity to secure Association representation before initiating or continuing the interview/meeting;

b.refrain from or discontinue the interview/meeting immediately; or

c.offer the pilot the choice of either continuing the interview/meeting without Association representation or rescheduling the interview/ meeting within a reasonable period of time, to allow the pilot the opportunity to arrange for Association representation.

3.Under no circumstances shall flight management require a pilot to submit to a psychological or psychiatric examination. However, a pilot may be required to undergo a psychological/psychiatric examination if directed by the Company’s aeromedical advisors, in accordance with Section 15.

E.Discipline

A pilot shall not be disciplined without first being afforded the opportunity for a hearing.

1.Hearing

a.Notice of Hearing

i.The Company shall send the pilot and the Association a Notice of Hearing setting forth the date, time and place of the hearing, together with a statement of facts and specific subject matter(s) to be addressed. The Notice of Hearing shall be sent to the pilot and Association a reasonable amount of time prior to the hearing considering the time needed to prepare as well as the interest in concluding the matter without undue delay.

Intent: The following example applies to Section 19.E.1.

Example: The Company believes a pilot may have falsified the pilot’s employment materials by significantly overstating the pilot’s flight hours and by indicating that the pilot had never received any discipline from a former employer. The following notice would satisfy this paragraph: “You are directed to p.263 attend a hearing on April 2 at 10:00 in my office. It has been alleged that you may have falsified your employment materials. If true, these allegations could warrant discipline.”

ii.Accompanying the Notice of Hearing, the Company shall attach the relevant document(s), excluding witness statements and notes, which prom pted the flight manager to send the Notice of Hearing.

b.The hearing shall be conducted by the Assistant System Chief Pilot or a Fleet Captain. A written decision shall be issued within 15 days following the close of the hearing. If the decision is to discipline the pilot, the decision shall state the discipline and specific grounds for that discipline.

c.After an initial discussion in which the Company may ask questions and receive answers from the pilot, if requested by the pilot or the Association, the Company shall produce documentary information (including written witness statements and information in electronic format), known and in its possession, but excluding notes except to the extent that the notes contain information from fact or expert witnesses, and names of witnesses excluding confidential witnesses.

i.Disputes whether a witness shall be considered confidential shall be resolved by referring the issue to the arbitrator hearing the underlying case, or an arbitrator selected from the panel of arbitrators by mutual agreement. The parties shall present the issue to the arbitrator so that the System Board hearing on the underlying dispute is not delayed.

ii.Information provided along with the Notice of Hearing, as provided in Section 19.E.1.a.ii., need not be reproduced under this paragraph.

d.The pilot shall be afforded the opportunity to respond to information described in Section 19.E.1.c. before a decision is rendered. If necessary, the hearing shall be delayed or continued in order to provide the pilot with adequate time to prepare and/or respond. The Company may continue to investigate the circumstances of a particular case and to gather additional documentation after the close of the hearing.

e.If a pilot is unavailable due to the pilot’s arrest and detainment by government officials, the Company shall notify the Association, and shall take reasonable steps to notify the pilot of the hearing and to accommodate the pilot’s participation to the extent permitted under the circumstances. After those prerequisites have been met, the pilot’s unavailability shall not prevent the Company from conducting a hearing regarding the pilot.

2.p.264 Internal Appeal

a.If the decision is to terminate the pilot, the case shall automatically be appealed to the Vice President, Flight Operations. The appeal hearing shall be conducted by the Vice President, or designee, within 15 days after the decision to terminate the pilot.

b.If the decision imposes discipline less than termination, the pilot or the Association may appeal the decision to the System Chief Pilot. Appeals shall be in writing and shall be filed within 15 days after the pilot receives notice of the decision. The appeal hearing shall be conducted by the System Chief Pilot, or designee, within 15 days after the System Chief Pilot’s receipt of the appeal.

c.The hearing officer for the appeal shall be different from the hearing officer for the initial hearing.

d.After an initial discussion in which the Company may ask questions and receive answers from the pilot, if requested by the pilot or the Association, the Company shall produce documentary information (including written witness statements and information in electronic format but excluding notes maintained by management personnel) gathered since the close of the initial hearing.

e.[Reserved]

f.The hearing officer shall issue a written decision within 15 days following the close of the hearing. If the decision is to discipline the pilot, the decision shall state the discipline and specific grounds for that discipline. If the hearing officer fails to issue a written decision in a timely manner, the pilot and/or Association shall not be deemed to have waived any arguments to the System Board regarding any claim for relief based on the untimely decision. Nothing in this paragraph diminishes the Company’s obligation to issue a timely decision.

3.The Association has the right to have a representative present at any disciplinary hearing. The Association shall be given notice prior to any disciplinary hearing in accordance with Section 19.F.5.

4.Appeal To System Board of Adjustment

If the pilot disagrees with the decision at the internal appeal level, the pilot may appeal the decision, through the Association, to the System Board of Adjustment as described in Section 21. The appeal shall be in writing and shall be made within 15 days following the date on which the pilot received notice of the decision. Copies of the appeal shall be sent to the Association, the Vice President, Flight Operations and the designated official in the Company’s Labor Relations Department.

F.p.265 General

1.If, as a result of any hearing or appeal, the original discipline imposed on a pilot is reduced or rescinded, the pilot’s pay, benefits, seniority and longevity shall be restored consistent with the hearing officer’s decision, and the pilot’s file shall reflect such resolution.

2.Time limits and hearing/appeal dates may be modified, orally or in writing, by agreement of the parties. Oral agreements shall be confirmed in writing as soon as practicable. Requests for modifications shall not be unreasonably denied.

3.For the purpose of computing the time limits stated herein, an appeal shall be deemed “filed,” and a decision shall be deemed “issued,” on the day in which the appeal or decision is postmarked, or if Federal Express is used, on the day in which the appeal or decision is submitted to the Company for shipment, or if a facsimile machine or electronic mail is used to transmit the appeal or decision, on the day in which the appeal or decision is transmitted by such means.

4.For the purpose of Section 19, the term “day” means business day. However, if the last day of a time limit falls on a Corporate or ALPA Holiday (currently including New Year’s Day, Martin Luther King, Jr. Day, President’s Day, Memorial Day, Independence Day, Labor Day, Columbus Day, Thanksgiving Day and the following Friday, Christmas, or the day on which such holiday is observed by the Company or ALPA), the time limit shall be extended through the first business day following the holiday. The parties shall advise each other expeditiously of any changes to ALPA or Corporate holidays.

5.Delivery of all notices, Advisory Letters, Disciplinary Letters, decisions and appeals pursuant to Section 19 shall be made in person, by Federal Express Overnight Letter, by certified mail, return receipt requested, Company electronic mail, or by other methods which provide verification of receipt. Such correspondence shall be made to the pilot’s Company electronic mail address and to the pilot’s permanent, primary address. Such correspondence shall also be sent to the MEC Representation Department and the MEC Grievance Committee Chairman. A pilot shall be deemed to have received notice upon the earlier of the pilot’s actual receipt of notice or 20 days after transmission of the electronic mail message.

6.Every participant in disciplinary proceedings shall be free to discharge the participant’s duty without fear of retaliation by the Association or the Company. No participant shall be coerced or harassed by the Association or the Company.

7.Copies of recordings or other transcriptions made at any meeting or hearing conducted pursuant to this Section shall be provided to all parties, upon request, without undue delay, after it has been finalized.

p.266 Failure to respond to a request without undue delay shall render that recording or transcript inadmissible until the requesting party has had sufficient time to review the recording or transcript.

8.Grievants and a reasonable number of witnesses and Association representatives involved in the resolution of disputes pursuant to Section 19 may be released from Company duty, if necessary, as provided in Section 18 of this Agreement. Expenses and flight pay loss, if any, for line pilot witnesses called by any party, shall be borne by the party who called the witness or otherwise incurred the expense.

9.Letter of Warning In Lieu of Hearing

a.Absent the Association’s prior assent to the waiver of a preliminary hearing, the Company shall send the Disciplinary Letter, including the hearing waiver language, to the pilot and the Association without first obtaining the pilot’s signature.

b.The letter will instruct the pilot to indicate the pilot’s intentions within 7 business days, either by signing and returning the letter to the pilot’s flight manager (measured from postmark/drop-off), or by communicating to flight management the pilot’s desire not to waive the hearing.

c.If the pilot signs the letter and there is no correspondence from the Association within the same 7 day period indicating the Association’s disagreement, no further action is necessary, and the discipline will be fully precedential in accordance with Section 19.C. absent a specific agreement to the contrary.

d.If the pilot declines to sign the hearing waiver, then the Company may elect to conduct a Section 19.E. hearing on the matter.

e.If the pilot signed the hearing waiver, but the Association timely indicates its disagreement in writing by overnight delivery, facsimile, or electronic mail, the Company has two choices:

i.The Company may accept the hearing waiver, in which case the discipline will have precedential effect only with regard to the pilot to whom the discipline was issued; or

ii.The Company may conduct a preliminary hearing under Section 19.E, in which case, any discipline, and the precedential effect thereof, would be determined in accordance with Section 19.C.

f.In any case, if the Company offers discipline in the context of a hearing waiver, but ultimately holds a preliminary hearing on the matter (whether under the process described in Section 19.F.d. or e.), the offer of discipline and the hearing waiver, and any discussions pertaining to that offer, shall be considered settlement p.267 discussions and shall carry the same evidentiary protections that normally accompany such discussions.

10.When mutually agreeable, the Company may conduct disciplinary hearings pursuant to Section 19.E. by telephonic and/or video conference.

11.Removal From Service

a.If a pilot is removed from flying during the disciplinary process set forth in this Section, prior to any disciplinary action being taken, the pilot’s access to Company communications systems (e.g., e-mail, VIPS, etc.) shall not be restricted or eliminated, and the pilot shall continue to accrue all pay and benefits (e.g., seniority, longevity, retirement, vacation, sick leave) as if the pilot had not been held out of service.

b.During the disciplinary process set forth in this Section, if (i) a pilot’s use of Company jumpseats has been restricted by the Company and (ii) the pilot does not have a residence within 100 nautical miles of the location of the disciplinary hearing, the Company shall provide the pilot with travel to and from the disciplinary hearing and, if necessary, 1 night’s stay in a hotel room in the location of the disciplinary hearing.

c.After a pilot has been withheld from service with pay for more than 2 full bid periods, the pilot is not eligible to bid a flying line. Instead, the pilot must bid a pay only line and shall be paid the BLG/RLG for the pilot’s awarded pay only line. The pilot may elect that the pilot instead be paid the average of the pilot’s awarded lines’ credit hour values, plus carryover, during the previous 12 bid periods.

12.Nothing in this Section shall be construed so as to waive or limit any privilege, provided under applicable law, that would protect information from disclosure, including the attorney-client privilege.

A.p.269 Application

Section 20 applies to grievances, which are defined as disputes growing out of the interpretation or application of agreements between the parties hereto concerning rates of pay, rules or working conditions. Any pilot, group of pilots covered by this Agreement or the Association on behalf of such pilot(s) who has a grievance concerning any action of the Company affecting the pilot(s), except matters involving discipline, shall have such grievance handled in accordance with the following procedures, provided that such grievance is properly and timely filed in the manner set forth below.

B.Filing of Grievance

1.A grievance under Section 20 shall be filed in writing with the Vice President, Flight Operations, within 60 days following the date on which the pilot acquired knowledge, or reasonably should have acquired knowledge, of the fact(s) or event(s) giving rise to the grievance. The 60-day filing period for a grievance shall be extended to 90 days in cases where there is written evidence within the 60-day period that a pilot (or the Association on behalf of a pilot) notified either FedEx Labor Relations/Contract Administration or a member of flight management of the underlying issue in an attempt to resolve the matter within the 60 day filing period. A grievance shall contain a statement of the facts and circumstances from which it arises, a citation to the provision(s) of the agreement that has allegedly been violated and the relief or remedy requested.

2.Notwithstanding the time limitation in Section 20.B.1. above, grievances arising out of clerical or bookkeeping errors may be filed outside the 60 day period provided that they:

a.do not involve a dispute of the Company’s interpretation or application of agreements between the parties hereto; and

b.can be definitively resolved by reference to Company records.

3.The Company may take corrective action at any time upon the discovery of clerical or bookkeeping errors, and the pilot shall be given notice of such change.

4.Copies of grievances shall be provided to the Association, and the designated Company officials.

C.Discovery

In response to a request by the other party for specific information, and if known and directly relevant to a grievance, a party shall produce names of witnesses and documentary information (including information in electronic format) but excluding notes except to the extent that the notes contain information from fact or expert witnesses. The party shall produce such information p.270 as soon as practicable. If necessary, the grievance hearing shall be delayed or continued in order to provide the parties with adequate time to prepare and/or respond. This paragraph shall not be construed to waive any privilege, provided under applicable law that would protect the information from disclosure, including the attorney-client privilege.

D.Hearing with Vice President

1.Within 15 days following receipt of a grievance, the Vice President, Flight Operations, or designee, shall conduct a hearing to establish the facts of the case and, if possible, to resolve the dispute.

2.A pilot shall be entitled to Association representation, or the pilot may elect to be represented by another pilot, at any hearing conducted pursuant to Section 20.

3.The Association has the right to be present during any hearing conducted pursuant to Section 20.

4.The hearing may be conducted telephonically if mutually agreeable to the grievant(s), the Association and the Vice President, Flight Operations, or designee. Within 15 days after the close of the hearing, the Vice President, Flight Operations, or designee, shall issue the Vice President, Flight Operations’ decision in writing to the signatory of the grievance, with a copy to the named pilot grievants (if any), the FedEx MEC Representation Department, and the designated Company officials. If the FedEx MEC Grievance Chairman is not the signatory of the grievance, then a copy shall be distributed to the Grievance Chairman as well.

E.Appeal of Decision

If the decision of the Vice President, Flight Operations, or designee, is not satisfactory to the pilot or the Association, such decision may be appealed by the Association to the System Board in the manner set forth in Section 21. Such appeal shall be in writing and shall be filed within 15 days following the date on which the signatory of the grievance received the decision. Copies of the appeal shall be sent to the FedEx MEC Grievance Committee Chairman, the Vice President, Flight Operations and the designated officials in the Company’s Labor Relations/Contract Administration Departments.

F.General

1.Time Limits

a.Time limits and meeting dates set forth in this Section may be modified, orally or in writing, by mutual agreement of the parties. Oral agreements shall be confirmed in writing as soon as practicable. Requests for modifications shall not be unreasonably denied.

b.When any hearing or appeal afforded a pilot(s) by this Section is not requested within the respective time limits prescribed herein, including any extension mutually agreed upon, the decision of the Company shall be final and binding.

c.p.271 If the Company fails to schedule or conduct a hearing in a timely manner, or to issue a timely decision as required by this Section, the grievance shall be deemed denied on the deadline for the hearing or decision, provided, however, that:

i.the Company’s obligations under Section 20.D.1. or D.4. shall not be diminished by this provision; and

ii.the Association shall not be deemed to have waived any arguments to the System Board regarding any claim for relief based on the untimely hearing or decision.

2.For purposes of Section 20, if a time limit is 15 days or less, the term “day” means business day. If a time limit is more than 15 days, the term “day” means calendar day. In any event, if the last day of a time limit falls on a weekend, or on a Corporate or ALPA Holiday (currently including New Year’s Day, Martin Luther King, Jr. Day, President’s Day, Memorial Day, Independence Day, Labor Day, Columbus Day, Thanksgiving Day and the following Friday, Christmas, or the day on which such holiday is observed by the Company or ALPA), the time limit shall be extended through the first business day following the weekend or holiday. The parties shall inform each other expeditiously of any changes in Corporate or ALPA holidays.

3.Delivery of all notices, appeals, and discovery requests and responses pursuant to this Section shall be made by Federal Express Overnight Letter, by certified mail, return receipt requested, in person, by facsimile transmission, Company electronic mail, or by other methods which provide verification of receipt. Such correspondence shall be made to the pilot’s Company electronic mail address and to the pilot’s permanent primary address. A pilot shall be deemed to have received notice upon the earlier of the pilot’s actual receipt of notice or 20 days after the transmission of the electronic mail message. Company decisions shall be issued by FedEx Overnight Letter, with copies sent in the same manner to the FedEx MEC Representation Department, and the FedEx MEC Grievance Committee Chairman.

4.The release from Company duty of the grievant(s) and a reasonable number of witnesses and Association representative(s) involved in the resolution of disputes pursuant to Section 20 shall be as provided in Section 18 of this Agreement. Expenses and flight pay loss, if any, for line pilot witnesses called by any party, shall be borne by the party who called the witness or otherwise incurred the expense. Pilots participating as a witness or representative in a Section 20 hearing shall be authorized to book round trip jumpseats whose booking priority shall be business or an equivalent booking status to prepare for and attend such hearing.

p.273 As provided in Section 204, Title II of the Railway Labor Act, a System Board of Adjustment is established for the purpose of adjusting and deciding grievances which arise under the terms of this Agreement and have been processed under Section 19 or Section 20 of this Agreement which are properly brought before it in a timely fashion. The System Board of Adjustment shall be known as the Federal Express Pilots’ System Board of Adjustment (hereinafter referred to as “the System Board”).

A.Jurisdiction

1.The disciplinary System Board shall have jurisdiction over disputes between a pilot(s) or the Association and the Company growing out of grievances, or out of the interpretation or application of any of the terms of the Agreement, which are processed under Section 19 of this Agreement and which are submitted to the System Board as provided in Section 21.B. A neutral arbitrator from the disciplinary panel shall hear such disputes as the sole member of the Board unless either party elects to proceed before a 3-person board. Any such election must be made at least 45 days prior to the System Board proceeding.

2.The non-disciplinary System Board shall have jurisdiction over disputes between a pilot(s) or the Association and the Company growing out of grievances, or out of the interpretation or application of any of the terms of the Agreement, which have been processed under Section 20, and which have been submitted to the System Board as provided in Section 21.B. Such disputes shall be heard by a 3-person System Board unless either party elects to proceed before a 5-person System Board. Any such election must be made at least 45 days prior to the System Board proceeding.

3.Retirement and Benefit disputes which are referred to the Pilot Benefit Review Board, as provided in Sections 27 and 28, are handled as set forth in those Sections.

4.The jurisdiction of the System Boards shall not extend to proposed changes in hours of employment, rates of pay or working conditions covered by agreements between the parties in existence at the time the System Board decision is rendered.

B.Submissions to the System Board

1.At least 60 days prior to a System Board proceeding, the Company and the Association shall confer and designate the case(s) to be heard during that session. Copies of the appeal(s) for the case(s) designated to be heard shall be promptly provided to the neutral member. If the parties cannot agree, the oldest case(s) shall be selected first, except p.274 that under the disciplinary System Board, termination cases shall take precedence over non-termination cases.

2.Disputes shall be appealed to the System Board by filing an Appeal with the System Board Chairman as provided herein.

3.Appeals to the System Board shall contain the following:

a.Statement of facts and circumstances.

b.A citation to the portions of this and/or related Agreements which gave rise to the Grievance.

c.A statement of the issue(s) and/or questions to be decided.

d.Position of the party submitting the appeal.

e.Position of the other party or parties.

f.The relief sought (optional).

4.Copies of appeals shall be sent to the FedEx MEC Grievance Committee Chairman, the FedEx MEC Representation Department, the Vice President, Flight Operations and the designated officials in the Company’s Labor Relations/Contract Administration Departments.

5.If any party disagrees with the statement of its position contained in an appeal filed by another party, the objecting party may submit its own statement to the System Board and all other parties.

6.Pre-hearing briefs may be submitted only to the System Boards by agreement of the parties, or by order of the arbitrator.

C.System Board Composition and Proceedings

1.Composition

a.The Company and the Association, when applicable, shall each appoint an equal number of members to serve on the System Board. Such members shall be current or former employees of the Company or current or former regular employees of the Association. The neutral member of the System Board shall be the arbitrator.

b.Each member of the System Board shall have one vote.

2.Proceedings before the System Board

a.System Board proceedings shall take place in person, unless all parties agree to conduct the hearing telephonically.

b.Disputes between pilots or the Association and the Company which are processed under Section 19 of this Agreement and which are submitted to the System Board as provided in Section 21.B., may be consolidated by mutual agreement of the Company and the Association.

D.p.275 Arbitration

1.The 3-person System Board, when elected by one of the parties for disciplinary cases, shall hear disputes submitted under Section 19 of this Agreement. Otherwise, the neutral member shall decide disciplinary cases alone. The non-disciplinary System Board shall hear disputes submitted under Section 20 of this Agreement.

2.Each member of the System Board shall have one vote. If one member of a 5-person System Board is absent, member may give the member’s proxy to another member. Proxies must be in writing.

a.The System Board may not reach a decision without a vote by all members. No member may refuse to vote in order to prevent a decision from being rendered.

b.If the System Board reaches a decision by majority vote, that decision shall be final and binding on all parties and the System Board shall issue a written decision within 30 days after the vote.

3.The neutral member shall serve as the chairman of the System Board and shall preside at all hearings of the System Board.

4.15 Day Evidentiary Exchange

Each party shall exchange all documents they intend to enter in their case in chief, in support of their respective positions, and make available, in writing, the names of all witnesses they intend to summon whom they deem necessary to the dispute 15 days prior to the date set for the hearing. Nothing herein shall require the parties to present the aforementioned documents or summon the aforementioned witnesses during the course of the hearing. The parties shall not be restricted from entering documents or summoning witnesses who become known subsequent to the 15 day exchange, provided timely notice is given to the opposing party.

E.Panels of Arbitrators

1.The Association and the Company shall maintain 2 separate panels of 6 arbitrators each: one with arbitrators for disciplinary cases and the other with arbitrators for non-disciplinary cases.

2.Impaneling of Arbitrators

a.At least 180 days prior to the amendable date, the Association and the Company shall meet to determine whether to retain either of the current panels of arbitrators. If either of the parties decides to replace a panel(s), the parties shall simultaneously exchange a list of 15 arbitrators for each panel to be replaced. An incumbent arbitrator(s) on a panel that is being re-selected may be submitted on a party’s 15 arbitrator list.

b.p.276 Within thirty days following the exchange, the parties shall meet in order to select the subsequent panel(s) of arbitrators.

c.The selection of arbitrators shall be accomplished as follows:

i.If an arbitrator(s) appeared on both exchanged lists described in Section 21.E.2.a., such arbitrator(s) shall be accepted as a member of the respective panel. If the panel is not complete, then;

ii.the parties shall examine each other’s lists and determine whether there are any arbitrators on the other party’s list that are acceptable to both parties. Any such arbitrator(s) shall be accepted as a member of the respective panel. If the panel is not complete, then;

iii.within 15 days following the meeting, the parties shall simultaneously exchange a second list, containing 7 different arbitrators, and repeat the process described in Section 21.E.2.b., and c.i. and ii. If a panel still is not complete, then;

(a)the parties shall jointly request the NMB to provide a single list containing 7 arbitrators for each remaining vacancy on that panel (e.g., a list of 14 arbitrators to fill 2 vacancies on a panel).

(b)following receipt of the list(s), the parties shall examine the list(s) and determine whether any arbitrators are acceptable to both parties. Any such arbitrator(s) shall be accepted as a member of the respective panel. If the panel still is not complete, then;

(c)any remaining vacancies shall be filled using the alternate strike method based on the list(s) provided by NMB. A coin toss shall determine which party has the first strike. If the alternative strike method is necessary for both panels, then the party losing the coin toss regarding the administrative panel shall have the first strike on the disciplinary panel.

3.Vacancies on a Panel of Arbitrators

a.Should vacancies occur on either panel of neutral members, other than by operation of Section 21.E.5., the parties shall attempt to agree on a replacement within 30 days after the vacancy occurs. If the parties are unable to agree on a replacement, the vacancy shall remain unfilled.

b.If there are too few arbitrators to hear scheduled arbitrations, the parties may select an arbitrator to hear a scheduled arbitration on an ad hoc basis. This arbitrator shall be selected by the alternate strike method from a list of 7 arbitrators provided by the National p.277 Mediation Board. A coin toss shall determine which party has the first strike.

4.Scheduling of Neutral Members of the System Boards

a.In September of each year the Company and the Association shall schedule mutually agreeable dates on which the neutral members of the System Boards shall conduct System Board proceedings during the following calendar year. The slotting of neutral members into the scheduled dates shall be done by mutual agreement. If by September 20 of each year, the parties have been unable to agree upon such slotting, then on the first business day thereafter, the parties shall meet to determine such slotting by drawing the panel members’ names (first draw determined by coin toss) and slotting them in the order drawn.

b.If necessary, additional dates for System Board proceedings will be scheduled by mutual agreement of the Company and the Association.

5.Removal of Neutral

a.Bilateral

The Association and the Company may, by mutual agreement, remove an arbitrator from a panel(s). Within 30 days after the arbitrator’s removal, the parties shall meet to determine whether the vacancy should be filled or left vacant. If either party wishes to fill the vacancy, then the following shall apply:

i.The Association and the Company shall simultaneously exchange a list of 7 arbitrators within 10 days after the removal.

ii.Thirty days following the exchange, the Association and the Company shall meet in order to select the arbitrator. The selection of the arbitrator shall be accomplished as follows:

(a)If a single arbitrator appeared on both exchanged lists, such arbitrator shall be accepted as a member of the panel.

(b)If more than one arbitrator appeared on both exchanged lists, the replacement arbitrator shall be selected by an alternative strike method among the arbitrators appearing on both lists, with a coin toss to determine which party has the first strike.

(c)If no arbitrator appeared on both lists, the parties shall determine whether either party is willing to accept an arbitrator from the other party’s list. If a mutually acceptable arbitrator is found, such arbitrator shall be impaneled. If not, then the parties shall use the process described in Section 21.E.2.c.iii.(a) through (c) to fill the vacancy.

b.p.278 Unilateral

Each party shall have the opportunity to remove a total of three arbitrators during the term of the Agreement, but no more than one in any period of 12 months. A party exercising a unilateral removal shall inform the other party, in writing, of its removal.

i.The arbitrator shall be considered removed as of the date of the notice of removal, provided, however, that a System Board for which an appeal has been filed shall continue to retain jurisdiction over the dispute(s).

ii.If the removed arbitrator originally appeared on both parties’ list, then the arbitrator’s replacement shall be accomplished as provided in Section 21.E.5.a.i. and ii.

iii.If the removed arbitrator originally appeared only on one party’s list, then, within 30 days following the removal, that party shall submit a list of 7 arbitrators. Within 15 days following receipt of the list, the parties shall determine whether there is a mutually acceptable arbitrator. If not, then the parties shall use the process described in Section 21.E.2.c.iii.(a) through (c) to fill the vacancy.

6.Unless otherwise agreed, all arbitrators, whether on lists submitted by the parties or obtained from the NMB, shall be members of the National Academy of Arbitrators experienced in airline arbitrations.

F.General Provisions

1.Time limits and meeting dates may be modified, orally or in writing, by mutual agreement of the parties. Oral agreements shall be confirmed in writing as soon as practicable. Requests for modifications shall not be unreasonably denied. When any appeal to the System Board is not requested within the respective time limits prescribed herein, including any extension mutually agreed upon, the decision of the Company shall be final and binding.

2.For purposes of Section 21, if a time limit is 15 days or less, the term “day” means business day. If a time limit is more than 15 days, the term “day” means calendar day. In any event, if the last day of a time limit falls on a weekend, or on a Corporate or ALPA Holiday (currently including New Year’s Day, Martin Luther King, Jr. Day, President’s Day, Memorial Day, Independence Day, Labor Day, Columbus Day, Thanksgiving Day and the following Friday, Christmas, or the day on which such holiday is observed by the Company or ALPA), the time limit shall be extended through the first business day following the weekend or holiday. The parties shall inform each other expeditiously of any changes in Corporate or ALPA holidays.

3.The Association, the Company and, if applicable, the individual grievant pilot are parties to all System Board proceedings.

4.p.279 Every participant in System Board proceedings shall be free to discharge the participant’s duty without fear of retaliation by the Association or the Company. No participant shall be coerced or harassed by the Association or the Company.

5.The reasonable expenses and fees of neutral members and any line pilot witnesses summoned by the System Board, and the cost of facilities selected for System Board proceedings shall be borne equally by the Company and the Association. A party may order a transcript or other record of a System Board proceeding. A copy of such record shall be made available to a party upon request, provided the requesting party agrees to pay a pro-rata share of the cost of making such record. All other costs associated with System Board proceedings, including, but not limited to, expenses and, if applicable, flight pay loss for line pilot witnesses called by any party, shall be borne by the party who called the witness or otherwise incurred the expense.

6.If applicable, a schedule for submission of post-hearing briefs shall be established immediately prior to the close of the hearing.

7.Proceedings of the System Board shall be conducted at locations selected by agreement of the Company and the Association. In making such selections, the Company and the Association shall endeavor to minimize costs. In the absence of an agreement, proceedings shall be conducted in Memphis, Tennessee.

8.The grievant(s) and a reasonable number of witnesses and Association representatives involved in the resolution of disputes pursuant to this Section may be released from Company duty pursuant to the provisions of Section 18 of this Agreement. The arbitrator hearing the underlying dispute shall resolve disputes regarding whether the number of Grievants and witnesses to be released from Company duty is disruptive to Company operations. The Parties shall present the issue to the arbitrator so that the System Board hearing on the underlying dispute is not delayed by disputes regarding the number of grievants or witnesses to be released from Company duty. Pilots participating as a witness, representative or member in a System Board proceeding shall be authorized round trip business jumpseat status to prepare for and attend such proceeding.

9.Delivery of all notices, decisions and appeals pursuant to Section 21, and any other documentation pursuant to Section 21 shall be made by Federal Express Overnight Letter, by certified mail, return receipt requested, in person, by facsimile transmission, Company electronic mail, or by other methods which provide verification of receipt. Such correspondence shall be sent to the pilot’s Company electronic mail address and the pilot’s permanent primary address. A pilot shall be deemed to have received notice upon the earlier of the pilot’s actual receipt of notice or 20 days after the transmission of the electronic mail p.280 message. Such correspondence shall also be sent to the FedEx MEC Representation Department, and the FedEx MEC Grievance Committee Chairman. Whenever a party sends correspondence or other documentation to an arbitrator related to a case under this Section, the other party shall be copied on such correspondence or documentation using the same delivery method by which the arbitrator was sent the arbitrator’s copy. Correspondence by email is acceptable among System Board members unless the neutral provides otherwise.

10.By mutual agreement between the Company and the Association, a neutral from the disciplinary panel may hear a non-disciplinary case, and vice versa.

11.At any System Board proceeding, the Company and ALPA may be represented, respectively, by an employee or agent of the Company or a representative or agent of ALPA.

12.System Board Awards

a.If a System Board Member dissents from an award issued by the majority of the System Board, the dissenting Member may submit a written dissent within 30 days of the majority’s execution of the award, which shall be attached to the award.

b.If a System Board Member dissents from an award issued by the majority of the System Board and has not executed the award within 30 days after the award is executed by a majority of the System Board, the majority’s award shall be final and binding without the dissenting Member’s signature.