Reassignment usually occurs because, through no fault of your own, you are unable to operate your originally scheduled flight. Thereassignment most of us are familiar with occurs due to a cancellation, consolidation, substitution, misconnection or illegality at home base. A cancellation refers to a flight which is doesnot operate at all. In this case all passengers are book on other flights.A flight which is delayed, even intothe next calendar day, may not necessarily be considered cancelled.
Consolidation occurs when two flight numbers are combined into one, for example, the two o’clock RapidAir flight on a A320 with a crew of 4 does not operate and all passengers are rebooked onto the three o’clock. If the three o’clock flight, originally also on a A320 with a crew of 4, is upgraded to a B767, the extra crew members will be taken from the most senior members of the two o’clock flight, and the other members of that flight will fall onto reassignment. Subsitution refers to a change in aircraft type. For example, a flight from Vancouver to Toronto with a crew of 5 on a B767 is downgraded to an A319 – the incharge and the most senior flight attendants remain on the flight and the remaining crew fall onto reassignment.Illegality at Home base does not refer to exceeding your duty period and booking crew rest. « Going Illegal » in fact is flight attendant slang. In terms of the language of the Collective Agreement, « illegality » refers to not having « legal » crew rest between pairings, not exceeding your duty period. If you decide to book crew rest or <<walk off>> you are not subject to reassignment or entitled to pay protection.
The reassignment most of us are used to fall under article B6 & B10 of the Collective Agreement, so you are probably not used to seeing this article of the Collective Agreement:9.07 Where an employee as a result of a book off due to illness falls below his/her applicable minimum monthly guarantee for that month s/he will be subject to reassignment.This article states that you can be placed on reassignment after booking off it causes you to fall below the 65/70 hour block minimum monthly guarantee. This may occur if you do not have enough sick days to cover the entire credit of the book off or if you book back on mid pairing and do not receive the full credit for the pairing. In this case, you may be required to operate a flight on reassignment to reach the MMG of 65/70.
As in most of our Collective Agreement, seniority, subject to classification and language requirements and aircraft crew complement, determines who gets reassigned.
In the case of substitution, the crew scheduled to operate the flight stay. In the case of a downgrade, junior crew members who are surplus to the crew complement are reassigned.In the case of a redesignation, the crew on the flight redesignated as an extra section will be the crew on reassignment. In the case of consolidation, the crew on the flight whose flight number is used will continue to operate. Additional crew will be provided from the scheduled crew on the other flight involved. Surplus crew will be otherwise reassigned.
As a normal rule, Regular block holders will be assigned first, then Reserve block holders, regardless of seniority.
Misconnection refers to you missing your next flight due to the late arrival of your previous flight. You must actually, physically misconnect – the Company cannot reassign you in advance because they project you will misconnect.However, if you are projected to misconnect, the Company may assign a another crew to cover the flight that they believe you will misconnect on. If the full incoming crew is not onboard 20 minutes prior to the scheduled departure, they will be subject to reassignment. See Article b8.25 for more information on misconnections.
If you believe you may to misconnect but you and crew scheduling are able to make direct contact with each other, the departure time in effect at that moment will be used to determine if you will misconnect, regardless if the flight ends up leaving late. If you think you may misconnect, it is a good idea to initiate contact with crew scheduling immediately upon arrival.
If neither crew is onboard 20 min. prior to departure, the first crew to physically board the flight shall operate. Should by chance both crews arrive at the same time, the originally scheduled incoming crew shall operate the flight.
If you find yourself on reassignment it is important to understand the parameters of reassignment. Let’s review the relevant Collective Agreement articles.You may be assigned any type of flight, departing at any time during the day. You cannot be assigned a flight which schedules you to exceed your maximum duty period. Reassignment is given out prior to 100 hours or reserve.
You can only be reassigned for the calendar days that you were originally scheduled to work. In cases of irregular operation away from your home base, you may deadhead back on a day not originally scheduled as a work day. If you were originally reassigned to deadhead, you may be asked to work this flight. This does not usually constitute a draft. You may be reassigned to a pairing with more hours than your original pairing, however you may not be reassigned any pairing that would project you over the maximum monthly limitation in effect for that month, either 80/85.
Reassignment can occur in advance of your pairing or any time during your pairing, at the airport or during a layover.If you are reassigned at the airport when you are at home base, you may be asked to wait for up to one hour for them to find you a flight to operate.If you are reassigned at the airport when you are away from home base, you may be asked to wait for up to two hours.In both cases, you may be assigned to a flight that departs outside the one or two hour stand by period, as long as it is not scheduled to exceed your duty day. Duty days are outlined in Article B5 of the Collective Agreement.
If you are not assigned a flight and you are not at home base, you should be deadheaded home on the next available flight. Upon arrival at home base, you must contact scheduling to see if you can be assigned a flight. Your deadhead may be changed to have you operate that flight or any other flight to the same destination. This does not constitute a draft.
If your flight cancels in advance, you must call into crew scheduling the night before the originally scheduled pairing to receive a flight assignment. You must do this for every calendar day of your originally scheduled pairing. Crew scheduling may call you in advance of this period to assign you a flight.If you are on crew rest during this period, you may call in up to one hour after the completion of your crew rest.
Once you have been reassigned any change to this pairing is considered a draft. The only exception is the deadhead reassignment outlined in the previous slide.However, if a flight in your “new” pairing cancels, consolidates, etc you may be subject to reassignment again.
As a regular block holder, you are always guaranteed to receive either the credits for what you actually operate or the credits for what you were scheduled to operate, whichever is greater.Unfortunately, if you are reserve block holder, no pay protection applies. You will only be pay protected for what you actually operate in the month, or the Minimum monthly guarantee, whichever is greater.
Because in charge flight attendants get paid different rates of pay based on the type of aircraft operated, it is important to note that they will receive the greater dollar value of either what they actually operate or what they were scheduled to operate.
For example, if you were scheduled to do a 3 day pairing with 16 hours of credit on an B777, the dollar value of your original pairing is calculated as follows: 16 hrs x $66.59 = $1065.44If this pairing cancels and you are reassigned to do a 3 day pairing with 18 hour of credit on an A320 the dollar value of your reassigned pairing is calculated as follows: 18 x $55.91 = $1006.38Therefore, you would get paid the 16 hours on the B777 pairing, because the dollar value is greater, even though the credit hours are less.You do not get both the higher rate and the higher hours, you get one or the other.
Reassignment - English
Air Canada Component of CUPE Educational series<br />
This seminar contains sound. Please ensure your volume is set at the appropriate level.<br />
If there is any variance between the material presented here and the Collective Agreement, the Collective Agreement shall be deemed to be correct. <br />All material presented here is without prejudice or precedent to any position the Union may take in the future and is the most accurate information available at this time.<br />
reassignment<br />Knowing your rights protects you!<br />
reassignment : why?<br />Reassignment can occur as a result of a cancellation, consolidation, substitution , misconnection or illegality at <br />Home Base, except illegality <br />caused by block overlaps.<br /> B10.01<br />
reassignment : why?<br />Consolidation occurs when two flights are combined into one. If additional crew are required to complete the crew complement, the crew on the flight number which does not operate will be added to the crew of the flight number which does operate.<br />Substitution refers to a change in aircraft type. (usually a downgrade) <br />Illegality at Home base refers to not having legal crew rest between pairings at Home Base. It does not refer to walking off / booking crew rest.<br />
reassignment : why?<br />Booking off may also cause you to be on reassignment as per article 9.07 of the Collective Agreement.<br />REASSIGNMENT – Where an employee, as a result of a book off due to illness, falls below his/her applicable minimum monthly guarantee for that month s/he will be subject to reassignment…<br /> 9.07<br />
reassignment : who?<br />B10.02 CREW ASSIGNMENT – Where Cabin Personnel are affected by an aircraft substitution, redesignation or consolidation, they shall be assigned to the flight that operates, in order of seniority, subject to classification and language requirements and aircraft complement as follows :<br />
reassignment: who stays?<br />B10.02.01 – Substitution – The scheduled crew<br />B10.02.02- Redesignation– The scheduled crew on the flight redesignated as an extra section.<br />B10.02.03 – Consolidation – The scheduled crew on the flight whose designator is used. Additional crew will be provided from the scheduled crew on the other flight involved.<br />
reassignment : who goes?<br />B10.02.04 – General : Reserve Blockholders shall be assigned after the regular blockholders on the flight.<br />
reassignment : misconnection<br />B10.03 MISCONNECTION : Where an employee is required to report to cover a projected misconnection, s/he shall operate the flight if the full incoming crew is not actually onboard twenty (20) minutes prior to the forecast departure. The “forecast departure” for the purpose of this Article is deemed as the forecast in effect (or current departure time) at the time of the incoming crew’s arrival at the aircraft<br />
reassignment : misconnection<br />B10.03.01 – Not withstanding the above, should contact be made with the incoming crew upon arrival (either initiated by the Crew Resource Centre or the crew), the outbound flight departure time at that moment will be used to determine if the incoming crew will misconnect regardless of the actual subsequent departure time. Where the incoming crew does not operate the flight, they must contact the Crew Resource Centre on arrival, and will be subject to Article B6.03 – Reassignment.<br />
reassignment : misconnection<br />B10.03.02 – If, for whatever reason, neither crew (incoming or replacement) is on board twenty (20) minutes prior to departure, the first crew actually on board the flight will operate. In any situation, should arrival be simultaneous, the incoming crew (as opposed to the replacement crew) will operate the flight.<br />
reassignment : how?<br />You may be reassigned to any type of flying available at that time, not necessarily the same type of pairing as the one you lost. <br />You may not be reassigned a flight which schedules to you exceed your maximum duty period. B10.02.05<br />Reassignment is given out prior to 100 hours or reserve. B7.04<br />
reassignment : how?<br />You may only be reassigned for the calendar days you had been originally scheduled to work. B6.03.05<br />If there is an irregular operation away from home base, you may be assigned to dead head or operate back to Home Base on a day off. B6.03.04<br />Maximum Monthly Limitation B5.01<br />
reassignment : at the airport<br />When you are being reassigned and you are at the airport at home base, the Company may reassign you immediately or ask you to stay on airport standby for one hour. B6.03.01.06<br />When you are being reassigned at the airport and you are not at home base, the Company may reassign you immediately or ask you to stay on airport standby for two hours. B6.03.02<br />However, it is important to note that the flight the Company reassigns you to may depart later than the one or two hour period, as long as you are not scheduled to operate outside of your duty day. B6.03.02.01 & B6.03.01.06<br />
reassignment : at the airport<br />If you are not at home base and you have completed your two hour airport standby, you should be deadheaded home on the first available flight. Upon arrival back at Home Base, you must contact crew sched and may be assigned a flight, as long as it is not scheduled in such as way as to exceed your duty period. B6.03.02.02<br />If you are reassigned to deadhead, your assignment may be changed to operate that flight or any other flight to that same destination. This change does not constitute a draft. B6.03.03<br />
reassignment : at home<br />If your flight cancels in advance, you must call in to crew scheduling the night before the originally scheduled departure of your flight, during the call in period. The current call in period for all bases is 20:00-23:00 local. B6.03.01.02<br />If you are on crew rest during this period, you must call in within one hour of the termination of your crew rest. B6.03.01.03<br />You may be contacted by crew scheduling and assigned a flight prior to the call in period. B6.03.01.04<br />
reassignment<br />Once you have been reassigned a new pairing, that pairing becomes part of your block and cannot normally be changed. (except in the case of deadhead reassignment) <br />You may also be drafted off your new ‘reassigned’ pairing.<br />However….If a flight in the new <br />pairing cancels, consolidates, etc., <br />you may subject <br />to reassignment again.<br />
reassignment : credits?<br />As a Block holder, you are always guaranteed to receive either the credits for what you operate or the credit of your original pairing, whichever is greater. B6.04<br />If you are a reserve block holder, you will receive the credits of what you actually operate only or your minimum monthly guarantee (70 hours), whichever is greater.<br />
reassignment : in charge credits<br />Because In Charge flight attendants get paid different rates of pay based on the type of aircraft operated, it is important to note that In Charges will receive the greater dollar value of either what they actually operate <br />or what they were <br />scheduled to <br />operate.<br />
reassignment : in charge credits<br />For example, if you were scheduled to do a 3 day pairing with 16 hours of credit on an B777, the dollar value of your original pairing is calculated as follows: <br /> 16 hrs x $66.59 = $1065.44<br />If this pairing cancels and you are reassigned to do a 3 day pairing with 18 hours of credit on an A320 the dollar value of your reassigned pairing is calculated as follows: <br /> 18 x $55.91 = $1006.38<br />Therefore, you would get paid the 16 hours on the B777 pairing, because the dollar value is greater, even though the credit hours are less.<br />
Irregular ops are stressful for everyone, but knowing your rights is half the battle. For more information check out our website at:<br />www.accomponent.ca<br />You can contact your Component union officers directly via email or by posting on our online forum “galley talk”!<br />
THANKS!<br />If you have any suggestions about this seminar or have an idea for any other education related project, feel free to email the Component at :<br />firstname.lastname@example.org<br />Thanks and stop by again for more exciting projects brought to you by the Air Canada Component of CUPE!<br />