HCC Agreement Nov '22

FLYING AGREEMENT AND ROSTER GUIDE

‘block’)andmaxhoursforshblockreducedto52 19.3 Integratedworkingblock reductionofmaxplanneddutyhoursto48 andmaxdutyhoursreducedto9forSHdutyprecedinglonghaul

4.1 Frequency of Reserve and Standby 16 4.2 Reserve (RSV), Home Standby (HSB) and Airport Standby (ASB) Duties 17 4.2.1 Reserve Days (RSV)

17 4.2.2 Reserve on First Day of a Working Block 19 4.2.3(a) How to Retrieve Reserve Days withint a Working Block Block.....................................................................................19 4.2.3 (b) Subsequent, Consecutive Reserve Days 19 4.3 Airport Standby (ASB) 20 4.4 Home Standby (HSB) 20

20.1 Crew Complements .......................................................................................................................................................... 46

20.2 Down route Replanned Aircraft Integration 46

20.3 Minimum Breaks .............................................................................................................................................................. 46

20.4 Inflight Rest Category 6 47

20.4.1 Rest is Based on FDP (planned or unplanned) 47 20.4.2 Unserviceable/Unusable Bunks on Category 6 Flights 47 20.4.3 Bunk Facility Unserviceable Pre flight Category 6 47 20.4.4 Bunk Facility Unusable Inflight Category 6 47 20.4.5 Rest in a Delay Situation...............................................................................................................................................48

20.4.6 Down Route 48 20.5 Days Off Following a Delay..............................................................................................................................................48 20.5.1 At Base 48 20.5.2 Away From Base 49 20.6 Accrued Days Off 49 21. Flying Out of LGW ............................................................................................................................................49 22. IFM Room Upgrade ..........................................................................................................................................49

Introduction

This guide has been produced jointly in partnership with Unite the Union and outlines how Heathrow Cabin Crew (HCC) will operate to the new Heathrow Cabin Crew Flying Agreement. This document has been developed taking into consideration a number of jointly agreed principles. These are:

This document is a full and complete reflection of all flying agreements relevant to HCC and replaces any previous scheduling related documents that were applicable to Eurofleet, Mixed Fleet or Worldwide Fleet cabin crew.

The aim of this guide is to provide a single point of reference for all flying and roster agreements related to Heathrow Cabin Crew and will be used by all relevant parties: Inflight Managers, Inflight Leads, Cabin Crew, IFCE management team, Global Operations and Unite the Union. The document outlines how these arrangements will apply during the planning, maintenance and operational stages. It also provides a guide to assist crew in being able to manage their rosters and the type of duties they will operate.

Both company and crew perspectives have been referenced in developing this document.

This document should be used in conjunction with the Flight Time Limitations section of the Operations Manual A (The “Scheme”). The FTL Scheme covers all legislative limits associated with flying hours, duty periods, rest periods, days off and other factors which influence your flying roster. All British Airways flights must be compliant with the BA Scheme at all times.

For the avoidance of doubt, if a conflict occurs between the HCC flying and roster agreement and the Flight TimeLimitations section of the Operations Manual A, (‘the Scheme’) the more restrictive will apply.

Change to the HCC Flying and Roster agreement willbe agreed jointly between British Airways and Unite the Union.

These ongoing arrangements will be both permanent and, only where collectively agreed terms are apt for incorporation, contractual.

This does not preclude negotiated changes, which may occur from time to time or any required regulatory and/or legal changes and requirements.

A fundamental principle of this agreement is that EF, MF & WW crew will have a firm commitment from British Airways in respect of their collectively agreed arrangements and are assured that their existing collectively agreed arrangements will be maintained for the future, unless changed through the agreed processes.

Within the new Heathrow Cabin Crew Fleet, there will now be one flying agreement covering all crew. However, there will continue to be two separate negotiating structures for the two Unite branches (BASSA andMFU) fleet.

Changes to this agreement may be sought through normal process and this agreement can only be varied through the Air Cabin Crew NSP.

Previous agreements (including any previous settlement agreements and collective bargaining arrangements covering BASSA and MFU, reached between BA and Unite), will continue to apply unless specifically varied by this Agreement or the September 2020 RMA. For the avoidance of doubt this Agreement replaces all previous scheduling related agreements.

Although reference to Eurofleet, Worldwide and Mixed Fleet may no longer be applicable to crew who are now in HCC at the date of this agreement, the terms and intent of any previous agreements that are not superseded or varied by this Agreement or the September RMA/MOU will remain in place for eligible crew, who were originally covered by such Agreements.

Nothing that was previously non contractual is intended to become contractual, nor contractual become non contractual as a result of this Agreement.

1. Introduction to Your Roster

1.1 Definitions

Airport Standby (ASB) A maximum period of 6 hours duty at LHR in readiness for immediate allocation to a flying duty. Any time spent on airport standby will count towards FDP.

Available (AV) Rostered working days where work is not yet allocated, after returning from a period of sickness or reporting late for a duty outside of the grace period.

Day Off A day free of duty starting from 00:00 hours until 23:59.

Single Day Off (Directly following or preceding a working day) will have additional rest time and will include the specified, latest clear and report times.

Down route Any station which is not London Heathrow.

Duty Day – Any day when you are undertaking a duty as rostered by British Airways.

Duty Period The time when you are acting as a member of the cabin crew from your notified report time to chocks on at your destination plus, where applicable, any subsequent positioning duty and associated debrief time.

Extended transit This is a requirement to extend a brief or debrief period in order to cover long transits at slip stations where passengers remain on the aircraft.

Flying Duty Period (FDP) The period during which you act as a member of cabin crew, including transits and positioning. This starts at the notified report time and ends when the aircraft is parked after the last flight (chocks on). Any positioning sector on the final sector after operating willnot count towards your FDP.

Flexi month To reduce the number of standby and available days, every 13 months, your roster for that month will be flexible. Trips commencing and ending within this calendar month, may be flexed due to operational requirement. However, days off remain fixed.

Ground Duty Any non flying duty you are rostered e.g. managerial meetings, SEP, training courses, and any other contractual duties.

Home Standby (HSB) A maximum period of 8 hours where a crew member will be ready to report for duty at the airport with a minimum of 2 hours’ notice.

Local Night Rest Away from Base Rest period when 8 consecutive hours fall between 2200 and10:00 (inclusive), local time.

Multi Sector Operation (long-haul) 2 or more sectors flown, within the same duty period.

Non Operational Day (NOP) Any duty day which is converted to a day free of duty.

Operational Window The 2 day period preceding the day of duty.

Planned The period from roster publication until report time.

Positioning - When you are transferring from place to place as a passenger in surface or air transport on behalf of British Airways. Transferring from place to place on an empty BA aircraft without commercial passengers is regarded as operating.

Report Time The time when you are required to report for any duty.

Reserve Duty (RSV) Rostered working days where work is not yet allocated. A period during which a crew member is required by the company to be available to receive an assignment for an FDP, positioning orground duty.

Rest Break – An uninterrupted period of at least 20 minutes during your FDP when work will not be undertaken. This should be taken away from your workstation.

Rest day working – Day(s) where you may voluntarily elect to work during a day off.

Rest Period Any continuous uninterrupted period which does not form part of a duty period.

Roster A plan detailing crew members’ flying, standby and ground duties, part time, leave and days off published on a monthly basis.

Roster Freeze Period - A short defined period where no changes can be made to the following month’s roster. This runs from the close of the bid period until roster publication.

Scheduled Flight Time The times held in the British Airways corporate schedules database.

Sector The period of time counted from the moment an aircraft first begins moving from its parking place for the purpose of taking off (“Chocks Off”) until it comes to rest after landing on the designated parking position and all engines are shut down (“Chocks On”). Return to stand withouttaking offis not a sector.

Standby block – A block made up of a series of Home Standby (HSB) and Airport Standby (ASB).

Summer Season (Annual Leave and Personal Differential Days) The calendar months from April to October inclusive.

Trump Days (TDY) – Days off that can be booked in the future prior to any bid period. These days are guaranteed once they are booked.

Unplanned Any changes to your duty that occur after report time are deemed unplanned.

Unserviceable Bunk - This is an engineering definition covered in the AML.

Unusable Bunk This is where the SCCM determines the bunk environment is unsuitable to achieve bunk rest. This will include elements such as lighting, noise, extremes of temperature and safety.

Working Block A period of working time between two periods of time off (days off, part time or leave).

Winter Season (Annual Leave and Personal Differential Days) The calendar months from November to March inclusive.

Working Time Regulations Leave (WTD) Working Time Regulations leave entitlement is a minimum required level of leave that must be taken by a crew member in a leave year. This is pro rated for part time cabin crew.

900 hours A crew member may only be rostered to a maximum of 900 flying hours (chocks off to chocks on) in any rolling 12 month period in order to maintain compliance with the Civil Aviation (Working Time Regulations) 2004.

1.2 Your Roster

1.2.1 Key roster facts

Frequency of publication Monthly for the following calendar month

Timetable for publication

Minimum 21 days prior to the start of the calendar month e.g. publish roster for 1 to 31 December by 10 November

Content of roster For each day of the roster period, the roster will contain the following: Pre booked time off e.g.: part time days off, annual leave (including wrap around days) unpaid leave, special leave etc. Rostered time-off i.e. OFF days Duties for your working days e.g.

• Flying duties

• Standby

• Reserve Days

• Ground Duties

1.2.2

Stages of rosters

There are three main stages of your roster:

Stage one: Building your roster

Everything that happens before publishing your roster is referred to as ‘planning’ in this document. You can shape your roster at this stage through roster bidding (CrewBid). The planning stage ends when your roster is published to you.

Stage two: Maintaining your roster

From the moment your roster publishes through to the “operational window”. During this period, your roster will be maintained by the Scheduling team e.g. managing leave bookings in your published roster, resolving SEP and recency issues etc. and filling any remaining gaps from reserve or home standby, prior to handover to Crew Control.

• Your trips and days off, once published, are fixed and will not be changed by either scheduling or global ops, except as below

o Your rostered trip is delayed, re planned or extended and the next trip cannot be maintained.

o You can opt to subsequently flex both trips and or days off, on an individual basis or via the crew swap system to shape your own roster by swapping trips or filling any reserve days during this period, without any need for scheduling intervention.

o Additionally, crew will be allocated into 13 roster groups, made up of a mix of aircraft qualification and rank. On a rolling 13 month basis, your roster group for that specific calendar month will be a “flexi month” and your roster may be altered during the flexi month, if necessary. This ensures a balance between roster stability, choice and the need for some operational flexibility.

Stage three Operational window

The Global Operations (Crew Control) team look after your roster for the day before and the day of the operation and for an extended period over Bank Holidays and Weekends. During this period, if you are in your flexi-month, we will aim to keep the level of roster change to a minimum. It is important that we can respond to unplanned operational events quickly and therefore some flexibility, may be needed via any remaining reserve and or home and airport standby duties.

1.3 Days Off

be fixed (unless you opt to flex them or in exceptional operational disruption) and will be planned as follows: minimum of 10 off days for every month, with the exception of February, which will be planned as a minimum of 9 off days. A maximum of one single day off will be planned per roster period, all other days will be planned as a minimum of at least two days.

2. How You Can Shape Your Roster

2.1 Crew Bid (Planning Stage)

Each month, you will have the opportunity to submit preferences (“bids”) to shape your roster for the next month, although these cannot always be guaranteed. There will be a bid window available to you during which you can submit requests for:

• Days Off

• Trip Choices

o Length of trip (short haul v long haul)

o Early/Late report and clear times

o Specific areas of the world/destinations

o Buddy bids request to fly with fellow colleague(s)

A more detailed guide to bidding can be found within the Crew Bid system which can be accessed on any device through Crew Mobile Gateway.

2.2 CrewSwap (Maintenance Stage)

Once your roster has published, you have further opportunity to shape your roster and the type of trips operated, by swapping current trips or reserve days for alternate or available trips, through real-time CrewSwap (which you can access 24 hours a day) on any device through Crew Mobile Gateway (CMG).

Actions which you can take through CrewSwap include:

• Mutual swap with a colleague

o Single trips of same length

o Roster blocks (multiple trip/days off) of same length

o Standby duties

• Fill your own reserve days duties from trips in open time

• Swap annual leave with a fellow colleague

CrewSwap is available to colleagues through to four days (to be reviewed) prior to the operational day. At that point any remaining reserve days and standby duties will be managed by the operational teams.

Here’s a link to the CMG guide: CMG guide

3. Structure Of Your Roster

Your roster will be made up of a combination of working days; contracted time off e.g. annual leave, part timedays off androstered days off.

3.1 Working Blocks

A “working block” is the period of working time between one period of time off (e.g. annual leave, part time, unpaid leave, rostered days off) and another. Working block lengths can vary in length up to a maximum planned period of 6 days, with the exception of long haul trips which are longer in length (e.g. SIN/SYD)

Examples of how working blocks appear in your roster are shown below. In each example, WD indicates the “working day” and the number within the block e.g. WD1 means the first working day, WD2 thesecond andso on.

3.1.1 Short-haul working block

OFF WD1 WD2 WD3 WD4 WD5 OFF OFF OFF S/H S/H Night stop S/H OFF OFF

3.1.2 Long-haul and short-haul integrated working block

OFF WD1 WD2 WD3 WD4 WD5 WD6 OFF OFF OFF S/H S/H S/H ORD OFF OFF

3.1.3 Long-haul working block

OFF WD1 WD2 WD3 WD4 OFF OFF OFF OFF SFO OFF OFF OFF

3.1.4 Block including ground duties

OFF WD1 WD2 WD3 WD4 WD5 WD6 OFF OFF OFF SEP SEP TRAIN JFK OFF OFF

3.2 Contactability

You must provide a phone number in the UK on which you are able to be personally contacted by British Airways to be advised of a cancellation/delay to your trip, or when you are on standby.

4. Reserve & Standby Periods

At the time of roster publication, the objective is that all trips and standby duties are covered. The combined effect of crew factors (e.g. sickness, leave bookings, personal emergencies) and the unpredictable nature of the operational environment (e.g. adverse weather, operational delays) means that flights may become uncovered. To mitigate this, reserve, standby duties and ‘flexi month’ are also rostered so that these uncovered duties can be reallocated to alternative crew.

This requires a balance. If insufficient reserve and standby is rostered, this can lead to a need to disrupt rostered trips for other crew or place flights at risk of cancellation. It is also recognised that excessive rostered standby and reserve days create instability for crew and additional cost to the company. Every effort has been made within the following reserve and standby arrangements to achieve a balanced position for both crew and the operation.

4.1 Frequency of Reserve and Standby

A maximum of 12 days of standby, airport, home and/or reserve days, may be allocated within a three calendar month period, rolling one month at a time These may be allocated as either single days or blocks.

Example: showing reserve and standby duties per month with the total not exceeding 12 days in the 3 month rolling period

January 4 days, February 4 days, March 3 days Total 11 days

In the above example, if in February one of your SH trips was cancelled due to a change in the operation and you were placed on standby for a day, your standby ‘count’ would take into account this additional unplanned standby day. Over the next 6 months, your roster would be adjusted to reflect this increase (i.e. a cap of 24 SBY/RSV days over 6 months, thereby taking into account any unplanned standby duties).

Being placed on SBY/RSV from reporting fit or lateness would not count towards the maximum total.

Prior to the day of operation, in the event that a trip is removed from your roster due to a cancellation, the priority will be to replace that trip with another trip at the time the trip is removed. If this is not possible, RSV will be placed in your roster and if the CrewSwap window is open, you can replace the trip yourself as trips become available.

**Considerations for part time colleagues will be made with a pro ration applied, depending on contracttype and workingpattern.

An overview of what creates the need for reserve and standby is shown in the table below:

4.2 Reserve (RSV), Home Standby (HSB) and Airport Standby (ASB) Duties

These are rostered working days where workis not yet allocated. These could be multiple orsingle days.

4.2.1 Reserve Days (RSV)

Reserve days can be converted to duties in one of two ways

1. Fill your own Reserve days

Through CrewSwap, you have visibility of all uncovered duties. Where there is a match between duties in open time, and your own RSV days in your roster, you can use CrewSwap to convert your RSV days to flying duties at any time prior to the “Operational Window”.

You have the option to swap your RSV days with trips in open time through the choices below more detail about CrewSwap can be found in the CrewSwap User Guide

Scenario

Your current roster Open trips you can swap for

Exact match in number of RSV days and available trip days e.g. 3 consecutive days of RSV 3 day trip

Match in combination of consecutive RSV and currently rostered Trip Days e.g. RSV day + 3 trip days 4 day trip

Match in combination of consecutive RSV, currently rostered Trip and OFF days

e.g. RSV day + 2 trip days + day OFF 4 day trip

2. Reserve days filled by Scheduling or Crew Control

Although the first preference is for colleagues to fill uncovered trips themselves through swapping RSV days for duties via CrewSwap, Scheduling will endeavour to cover all trips and standby duties prior to the operational window. During the operational window, Crew Control must also ensure all trip and standby gaps remain covered in line with normal planned requirements.

Where possible, uncovered duties can be filled by colleagues with the same number of RSV days(e.g. 3 day tripfor3RSV days).

Where that isn’t possible, uncovered duties can be rostered using a combination of RSV/HSB/ASB days and/or replacement of existing trips for those crew with a flexi month roster.

In all cases, time off at the end of the working block will remain fixed. Crew members have the option to volunteer to work in their time off period.

3. Reserve days unfilled for tomorrow

Crew control will replace all RSV days with a duty prior to the operational day. This can be done in one of the following ways:

As a first priority, your RSV will be converted to a flying duty to cover any remaining gaps.

A planned standby duty, if there is a shortage of crew planned to undertake standby in line with normal planned requirements. Where operational disruption e.g. severe adverse weather, air traffic control delays is expected the following day, Crew Control may convert RSV days to standby above normal planned standby levels. Any additional standby requirements will be communicated as part of the daily operational brief between the Duty Cabin Crew Managers and Trade Union.

If there is no requirement as above, Global Ops will consider any outstanding requests for annual or unpaid leave. Crew should contact Global Ops to request leave for the following day. Your request will be held until the operation and crewing needs have been finalised and will be granted only if operationally possible. If successful, the leave day will become visible on your roster from 18:00 via CMG/Crewlink If the leave day has not been granted at 18:00 the rostered duty must beundertaken.

Once a Non Op (NOP) day is placed into your roster, this will remain and will not subsequently be changed to a duty.

4.2.2 Reserve on first day of a Working Block (Following Days Off, Part Time or Annual Leave)

If you have a rostered reserve day on the first day of your working block after time off, Scheduling will make every effort to allocate a duty prior to you clearing from duty, prior to your time off.

If there is no flying duty available at that point, the company will make contact with you between 06:00 13:00 on your first day back at work, after your time off.

You can only be allocated to a duty with a minimum of 10 hours’ notice from the time you are contacted i.e., you could be rostered a trip with a report time from 16:00 onwards, if contacted at 06:00.

If no contact has been made by 13:00 you will not be required for that day (Non Op’d) and must check your roster at 13:00 for the following day if subsequent, consecutive Reserve Days.

4.2.3 (a) How to retrieve Reserve Days within a Working Block

• If you are on a duty that clears prior to 18:00 and on the following day you have a RSV day rostered, you will need to check your roster at your clear time, to see if a duty for the next day has been allocated. If no duty has been allocated when clearing, the company may still subsequently notify you of a duty, up to 18:00.

• You are not required to check your roster after clearing, British Airways must proactively contact you for any duty allocated for the next day. If the company does not notify you by 18:00, you will be Non Op for the next day.

• If personal contact is not made, a voice message will be left with details of the trip, including the time that the call was made. If no voice message facility is available, then a text message will be sent with the same details. Contact will be classed as made, if one of these agreed contact methods is used.

• Contact will be via the phone number you have provided to BA for contact purposes. This may be a trip (subject to normal rest and trip allocation restrictions), standby (within agreed standby limits), or allocated a Non Op day.

• Flying pay will continue to be paid and additional duty time included into your cumulative duty hours limits, until the point that you have been contacted and given an alternative duty, up to 18:00. Example: LHR MAD LHR (clears at 16:50), no duty for the next day on the roster, but subsequently, crew member is notified at 17:55 of a duty for the next day. Crew member’s clear time is extended until you are notified at 17:55, and your duty pay amended to account for this extension of clear time.

• If you are on a duty that clears AFTER 18:00, you are required to check your roster, only at the point that you clear. If no duty is allocated at that time, you will be Non Op'd for the next day.

• All Trips and standby duties allocated from RSV are subject to normal rest, trip allocation restrictions and agreed standby limits.

• Note A process will also be put in place so that IFMs who currently have hourly pay included in their PDP are not disadvantaged.

4.2.3 (b) Subsequent, Consecutive Reserve Days- Within a Working Block

After your first RSV day, for any subsequent consecutive RSV days where you have not been used/notified of a duty as above, a duty can only be allocated by 13:00 on each subsequent reserve day, for the following day. You should therefore check your roster at 13:00. If the crew member has not been allocated a duty by 13:00, for the following day, this day will automatically revert to a Non Op day and no duty may be allocated. This process then repeats for each subsequent RSV day. To illustrate how notification might look like within a RSV block, here is an example:

Day 1 Crew to be contacted between 06:00 and 13:00 for a duty for that day (10 hrs notice of duty), if no contact has been made by 13:00 crew must check roster at 13:00 for a duty for the following day.

Day 2 Non Op Crew must check roster at 13:00 for the following day

Day 3 LHR MCU LHR, clear 14:25. Crew must check roster at clear time, if still RSV Global Ops have until 18:00 to allocate trip (duty to be extended).

Day 4 Non Op Crew must check roster at 13:00 for the following day.

Day 5 Non-Op No action required unless you next working block starts with RSV then you must

check roster at 13:00. Day 6 OFF

4.3 Airport Standby (ASB)

Airport standby duties are rostered for a maximum of 6 hours to cover late notice gaps which arise on the operational day.

You should report to the Crew Report Centre and will be required to remainin the terminal building. You must be contactable on the mobile number, which you have given to the company for the duration of your airport standby duty, as you could be called for a trip with immediate effect.

You can be called for a flying duty at any time during your standby period. You can only be called for a flying duty which reports after the end of your standby duty if you agree to this.

If called for a flying duty from standby, your Flying Duty Period (FDP) is calculated from your report time for the standby duty. The planned minimum rest period between consecutive days of airport standby duty is 12 hours 30 or greater depending on the length and clear time of the duty undertaken on the day.

Where you see an Airport Standby duty (ASB) followed by multiple days of Home Standby (HSB), the primary purpose of your airport standby duty will be to cover trips of the length of the standby block. Dueto thelimitonFDP associated with AirportStandby, your standby starttimeis therefore likely to coincide with a specific long haul flight or range of long trips which could be operated with your available FDP.

ASB HSB HSB HSB OFF OFF

If you are not required to operate the long haul trip/range of trips originally intended, you could be used for alternative duties (including short haul) flying on the day, subject to having the available FDP.

If not used on the airport standby day at the start of your standby block, you will revert to Home Standby for the remaining days and be considered for alternative duties which can be accommodated within your working block prior to your next trip and without impacting your days off (unless you agree to it). Your trips may be changed if you are in your ‘flexi month’, but your days off will remain fixed.

Where you have stand alone, single or consecutive days of airport standby, unless you are in your flexi month or opt to flex your next trip, it is likely that you would be called for short haul trips. However, you should ensure you report with an overnight bag prepared.

4.4 Home Standby (HSB)

Home standby duties will be rostered for a maximum of 8 hours and will only form part of a standby block which starts with an airport standby duty intended for long haul work (see Airport Standby above).

You must be able to report at base within two hours for the duration of your home standby duty and must be contactable on the number that you have given to the company for contactability.

You may be called out for a flying duty any time between the start and end times of your home standby duty. If you have been called out at any time after six hours on your HSB (and before the end of the your HSB period), for each additional hour after six hours, one hour would be deducted from the allowable Maximum FDP.

You may only be called for a flying duty, which reports up to a maximum of two hours, beyond end of your standby.

You will not be contacted between 22:00 and 08:00 to be given notice of a change of start time for HSB (OMA 7.6.2).

How do home standby days get filled?

• HSB allocation prior to the day: The operational teams can convert HSB to an alternative duty in advance of the operational day during a standby block. You must be notified of this change before you finish your duty prior to the HSB. An alternative duty may start earlier than the original HSB providing all HCC agreed rest requirement are adhered to.

Notification can be a phone call or a text message.

• HSB allocation on the day You can be called out any time between the start and the end of your HSB duty. You can only be converted to Airport Standby within the first 2 hours of your HSB duty and with two hours notice of the airport standby start time. The end time of any combined HSB and ASB duty will be no later than that of the original HSB duty.

5. Annual Leave

5.1 Annual Leave Entitlement (includes bank holiday equivalent days)

Years’ Service Annual Leave Entitlement

21/7 21/21

0 2 30 days 23 15

2 4 32 days 24 16

4+ 34 days 26 17

5+ 35 days 27 18

(*) Pro rata for part time contracts

N B : For former colleagues of Eurofleet and Worldwide, annual leave levels remain unchanged from previous entitlement.

5.2 Annual Leave Seasons

There are two annual leave seasons each year which align to the flying schedule seasons as follows: Summer leave season runs from 1st April to 31st October

Winter leave season runs from 1st November to 31st March

Within each leave season, the maximum leave entitlement is 50% of the full year annual leave entitlement. For colleagues with an odd number of leave days, you can request the additional day in either season.

For colleagues with an odd number of leave days, the odd day will initially be part of the summer leave allocation. When making your summer bid, you can withhold some or all of your summer leave allowance to use in the winter period within the same leave year.

5.3 Seasonal Leave Bidding

At the start of each seasonal bid window, Resource Planning will communicate the timetable and process for leave bidding. This will follow a three step process as follows:

5.3.1 Step 1: Initial bid

You can bid for your seasonal leave entitlement using the leave portal and can submit bids for single or multiple days of annual leave. Leave will be allocated by grade (IFM, IFL and Cabin Crew).

The process for allocating leave bids at this initial bid stage will be based on points. Where dates are over subscribed, the leave system will allocate the leave to colleagues with the highest points score. Colleagues accumulate points based on their actual leave achieved in the previous five corresponding seasons. Off peak leave periods attract the highest number of points, popular peak leave periods attract few or no points. For colleagues with less than five years’ service, they will have an average point score for the seasons with no points accrued. The purpose of the points system is to ensure all colleagues achieve leave over both popular and unpopular periods. Resource Planning will publish the points calendar each leave season so colleagues know how many points their leave bid will accumulate for future seasons.

5.3.2 Step 2: Grace Period

After the leave system has completed the initial bid allocation, colleagues will have a second opportunity to book, cancel or amend their annual leave subject to leave slots being available on their chosen date.

5.3.3 Step 3: Working Time Directive Allocation

As a final step, Crewlink/Scheduling will allocate leave to colleagues who have not managed to book enough leave through Step 1 and 2 to meet the minimum required levels in the summer season. All outstanding annual leave for the winter season will be rostered ensuring Working Time Directive requirements are met.

5.4 Trump Days

Trump days are priority days off that can be booked in the future, prior to any bid period. Crew on full time contracts will be allocated four pairs of Trump days per annum, pro rata for part time colleagues. These days are guaranteed once they are booked. Trump days are booked via Crewlink ‘Leave’ on a ‘first come, first served’ basis. The code seen within your roster will be TDY and they count towards your monthlyday off total.

5.5 Wrap Around Days

As long as you request at least five consecutive days of annual leave, you may also request two of your flying roster days off in advance, to be placed around the leave period, as part of your seasonal leave bid.

Although these days off will form part of your monthly rostered days off, if requested as part of the seasonal leave bid process, these will be automatically confirmed at the same time as your annual leave bid rather than having to wait until the roster month is published. This will help you to achieve off days attached to your annual leave and allow you to plan accordingly.

The two days off may be requested to be placed either before or after the leave days or one placed before and one placed after the leave days.

Outside of the seasonal Annual leave bid, wrap around days can only be requested via scheduling. (N.B.: Wrap days can’t be requested in a published roster or during a roster freeze period).

5.6 Personal Days Off Differential (eligible crew only)

Your allocation of days (pro rata for part time) will be held separately to your normal annual leave entitlement but will be bookable through the annual leave system.

At the start of each leave season, Scheduling will release specific slots for the discharge of your personal days off differential. They will ensure sufficient daily slots are made available to allow all crew to book, subject to slots being available on your chosen days. Eligible crew will be notified of this process.

5.7 Managing Annual Leave In An Unpublished Roster

You can book, cancel or move booked leave in unpublished rosters using the annual leave portal which displays current leave availability. Once the roster freeze begins for the roster month, you will no longer be able to book leave through the annual leave portal.

5.8 Managing Annual Leave In a Published Roster

Booking leave

• Booking leave outside the operational window: To book annual leave in a published roster, crew must check the leave required is available via Crewlink. If leave is available, crew must contact Scheduling and they will allocate the leave as requested.

• Booking leave inside operational window: To book leave within the operational window, crew must contact Global Ops (crew control) and they will allocate the leave if operationally feasible.

Cancelling leave

• Cancelling leave outside the operational window: Crew should contact Scheduling who will cancel the leave, replacing it with an alternative duty if there is an operational requirement for crew in that grade/qualification.

• Cancelling leave inside the operational window: Crew should contact Global Ops (crew control) who will cancel leave if there is an operational requirement for crew in that grade/qualification and the cancellation of the leave does not render the rosterillegal.

5.9 Disruption and Annual Leave

On request, every effort will be made to repatriate crew delayed in order to achieve their annual leave where there is a BA service or a cost equivalent service on another carrier.

If you are disrupted and are delayed back to base (clearing after 0000), resulting in being unable to take the annual leave day, you will be Non Op’d for that day and the annual leave will be re credited to you. You will also have the option of cancelling your leave.

5.10 Roll over leave

If you have been unable to take your annual leave due to operational restrictions, you can request via Crew Success Hub to “roll over” up to 5 days annual leave to the following year.

If you have a specific reason, where you wish to defer leave, such as getting married, you should approach Crew Success Hub, who may authorise an agreed amount of annual leave to be rolled over to the following year.

All leave must be used by the end of the following year, including rolled over leave.

6. General Section

6.1 Hours of Work

6.1.1 Cumulative flying and duty hours limits (EASA)

Your roster will be planned to ensure you do not exceed the following limits on a cumulative basis over the specified period of time.

Time Period

Flying Hours (1) Duty Hours (2)

7 days n/a 60 hours

14 day n/a 110 hours

28 days 100 hours 190 hours

12 Calendar Months 900 hours 2000 hours

1. Flying Hours from the moment the aircraft starts moving (chocks off) until it comes to rest in its final parking position (chocks on). This excludes positioning duties.

2. Duty Hours from themomentyou report forworkuntil you clear from duty andfor specific non flying duties associated with your role as cabin crew e.g. airport standby, training days. Thisincludes positioning duties.

6.1.2 Limits within a single Flying Duty Period

Your Flying Duty Period (FDP) starts from report time through to the time when the aircraft comes to rest in its final parking position (chocks on) but excludes your clear time.

6.1.3 Your planned FDP

Your roster will be planned to the following maximum FDP limits which vary according to your report time.

6.1.4

Planned Maximum FDP when Acclimatised

Report Time

1 2 sectors 3 sectors 4 sectors

06:00 13.29 12:30 hours

11:30 hours 11:00 hours

13:30 13.59 12:15 hours 11:15 hours 10:45 hours

14:00 14:29 12:00 hours 11:00 hours 10:30 hours

14:30 14.59 11:45 hours 10:45 hours 10:15 hours

15:00 15.29 11:30 hours 10:30 hours 10:00 hours

15:30 15.59 11:15 hours 10:15 hours 09:45 hours

16:00 16.29 11:00 hours 10:00 hours 09:30 hours

16:30 16:59 10:45 hours 09:45 hours 09:15 hours

17:00 04:59 11:00 hours 09:30 hours 09:00 hours

05:00 05:14 11:30 hours 10:30 hours 10:00 hours

05:15 05:29 11:45 hours 10:45 hours 10:15 hours

05:30 - 05:44 12:00 hours 11:00 hours 10:30 hours

05:45 05:59 12:15 hours 11:15 hours 10:45 hours

NB: In an unplanned delay situation, your FDP may be extended by up to 30 minutes beyond the published times above for 1 and 2 sectors and 60 minutes for 3 and 4 sectors, before reaching the maximum legal FDP. Number of sectors during a long haul trip: 2 planned with 12 hours maximum FDP. Max FDP does not include clear time.

6.1.5 Managing acclimatisation for your FDP

You remain acclimatised to your base time zone, for up to 48 hours from the commencement of your FDP.

After 48 hours, if you remain in a time zone which is under 4 hours’ time change from your base you will be acclimatised to that new time zone.

After 48 hours, if you remain in a time zone which varies by up to plus or minus 6 hours from your base. You will be in an unknown state of acclimatisation. After 72 hours you will become acclimatised to that time zone.

After 48 hours, if you remain in a time zone which varies by up to plus or minus 9 hours from your base, you will be in an unknown state of acclimatisation. After 96 hours you will become acclimatised to that time zone.

After minimum rest or a night stop in a time zone of +/ two hours, you will be using the local time for working outyourmaximum FDP.

For full details about acclimatisation please refer to OMA section 7.

If you are in an unknown state of acclimatisation, due to travel from your home base and/or without sufficient rest afterwards to become acclimatised, the maximum FDP that you can operate to is reduced and limited to the timings listen in 6.1.6 (prior to anyuseof methods to extend FDP as outlined below). This would normally only be applicable if down route but can also apply at base, following travel duringannualleave ortime off.

6.1.6

FDP when in an unknown state of acclimatisation

No. Sectors 1-2 sectors 3 sectors 4 sectors

Maximum FDP 11:00 hours 10:30 hours 10:00 hours

It is British Airways’ responsibility to ensure that you are rostered within the correct limits within your working time. However, it is also your responsibility to ensure that you report for work suitably rested for your rostered duty and with the ability to operate to the FDP limits needed to complete that duty. During your working blocks, the company will always plan your roster to ensure sufficient restis achieved, to doso.

Where you have periods of time off and have plans to travel to a different time zone during that period, you have a personal responsibility to ensure that you are adequately rested to operate to the full FDP of your next rostered duty upon your return to work.

However, if you have been rostered a flying or standby duty, following a period of annual leave involving travel, this may not be possible to achieve. If you believe that you will not be acclimatised (due to travel during the period of annual leave, you should notify the company)

• Wherever possible, you should notify Scheduling prior to your period of annual leave

• In exceptional cases where that isn’t possible, you should notify the Duty Cabin Crew Manager team on theday

Scheduling ortheDutyCabinCrew Manager team will thenreview yourrosterand confirm whether you have sufficient available FDP to legally operate your next duty, including through the use of Inflight Rest.

If they confirm that you have sufficient FDP available (including the use of inflight rest), you will remain on your rostered duty but should advise the operating SCCM in the briefing of your unknown state of acclimatisation so that they know what action to take in the event of any subsequent delay.

or

If they confirm that you do not have sufficient FDP available to remain on your rostered duty, they will remove you from your duty and look to roster you to an alternative duty with alower FDP. The replacement trip and or duty will not be longer than the trip being replaced.

7. Extending Flight Duty Period

7.1 Short haul

In an unplanned delay situation, your FDP may need to be extended, post report to complete your subsequent sector. Your FDP may only be extended beyond the maximum limits (outlined in the previous tables, 6.1.4) via the following action(s) and in order of priority.

1. Re-crew the delayed flight

2. Commander’ s discretion

7.2 Long-haul

In an unplanned delay situation, your FDP may need to be extended to complete your subsequent duty. Your FDP may only be extended beyond the maximum limits outlined in the previous tables (6.1.4), via the following action(s) and in order of priority.

Up to an overall maximum of 18:45 FDP.

1. Use of bunk rest

2. Re crew the delayed flight (if bunk rest cannot be used to extend the duty)

3. Commander’ s discretion

8. Report and Clear Times

Aircraft Type

AT BASE

A319/320/321: 75 mins 777/787/A350: 90 mins

A380: 105 mins

Terminal 3: plus 10 mins to above

A319/320/321: 60 mins 777/787/A350: 60 mins

AWAY FROM BASE Report Time before flight departure

A380: 75 mins

Clear Time after end of Flight Duty Period

A319/320/321 30 mins 777/787/A350/A380: 45 mins

All aircraft types: 30

NB: There may be exceptional occasions where an extended report or clear time is needed (e.g.special flights, airport specific infrastructure requirements, positioning duty). Where this is the case, the report time will not be varied without reference to the trade union. Your roster will be updated with therevised report or cleartime.

In the event that your duty is extended beyond standard clear times, e.g. due to lengthy delay upon arrival back at base or down route, the SCCM will contact the Duty Cabin Crew Manager team to update rosters with the extended duty periods to ensure that your working hours are correctly recorded.

8.1 Earliest report and latest clear times

The start and finish times of your rostered flying, standby and reserve duties are planned in line with the published flying schedule to ensure each flight can depart on time and with the required number of crew.

Following any period of time off, the first duty at the start of your working block will be planned in line with the earliest report time shown in the table below.

Prior to any period of time off, your last duty within the working block will be planned to clear in line with the latest clear times shown in the table below.

TypeofTimeOff

Part Time days off Days OFF

Unpaid leave booked before roster publication

Earliest Report Time (after time off)

Latest Clear Time (before time off)

06:00 22:00

Annual leave booked before roster publications 08:00 20:00

When booking leave after roster publication, any duties already in your roster before or after your booked leave day will remain unchanged, irrespective of report or clear time.

In an unplanned delay into base before an OFF day (including part time days off), there is a 30 minutes ‘grace’ period to your latest clear time (22:00). Any clear times after 22:30 will accrue an OFF day.

9. Integrated short/long-haul working

Routes in category 1 3 are classed as short haul (see categories below). Routes in category 4 6 are classed as long haul (see category descriptions in 9.3).

IFM is SCCM on twin aisle aircraft; IFM or IFL is SCCM on single aisle aircraft.

Maximum combined long haul/short haul working block or short haul stand alone working block 6 days.

Short haul can be linked to US East Coast, Africa, Middle East, Category 6.

9.1 Ground/Flying Duties

A mixture of ground and flying duties is allowable to a maximum duty day of 12 hours 30 minutes. The flying duty will not exceed 7 hours (this includes brief and debrief time) therefore your ground duty will be no greater than 5 hours 30 minutes. Any formal policy meeting that can result in a sanction will not be linked to a flying duty.

9.2 Rest at Base and Down route

All routes currently operated will be placed into six groups with planned local night’s rest and days off as per the table below. Any new routes operated will be classed accordingly.

• Where a down route rest period is planned, rest will be a minimum of 18 hours down route (long haul debrief to brief) and 13 hours ‘chocks to chocks’ (short haul) and will include a local night rest, except where specified.

• A long haul sector will always be followed by a minimum planned number of days off as per the category table below.

9.3 Description of Categories

Category Type of Flying

Description of Rest Requirements 1 Short haul No minimum night’s rest required down route nor days off at base

Short haul Minimum single nights rest required down route or 18 hours off at base

Short haul Minimum single nights rest required and day(s) off at base

Long haul Minimum single nights rest required down route 2 days off at base

Long haul Minimum single nights rest down route 3 days off at base

Long-haul Minimum double nights rest required down route 3 days off at base

Short Haul Long Haul

1 2 3 4 5 6

DME

AMM

ABV** JED** ATL BKK MRU

IST CAI ACC** JFK** AUS CPT OAK

LCA TLV AUH** KWI** BLR CUN PHX

PFO BAH** LHE DEN DUR PKX

DLM

BDA** LOS** DFW EZE PVG

BGI MCT** HYD GIG SAN

BNA MSY IAH GRU SCL

BOM NAS MAA HKG SEZ

All destinations are category 1 (except those on category 2 & 3)

No minimum nights rest required down route nor days off at base

Minimum single nights rest required down route or 18 hours off at base

BOS** NBO** MCO HND SFO

BWI** ORD** MIA ICN SIN

CHS PHL** PDX JNB SIN/SYD*

DEL PIT** SEA KIX SJC

DOH** RUH** TPA KUL SJO

DXB** YUL** YVR LAS

EWR** YYC LAX

IAD** YYZ** LIM ISB MEX MLE

Minimum single nights rest required

Minimum single nights rest required down route ** These Cat 4 trips can be linked to Short Haul

Minimum single nights rest required down route

Minimum double nights rest required down route

Minimum 1 day off at base Minimum 2 days off at base Minimum 3 days off at base Minimum 3 days off at base *Minimum 4 days off

9.4 Short-haul working blocks

Maximum of 6 days

• 5 working days 2 days off

• 6 working days 3 days off

9.5

Long-haul/integrated working blocks

For any long haul/integrated working block of 5, 6 or 7 days (or above) not listed above, or listed above but the trip contains additional sectors/days away from base, the following planned minimum days off will apply,if greater:

Length of working block

Minimum number of days off 5 days 2 6 days 3 7 days (or above) 4

Note

If you volunteer to extend your working block by flexing a trip either on short or long haul, your original number of planned days off may apply.

9.6 Working in a different Rank

At the point of roster publication, crew will always be rostered in their rank. When on standby or RSV duties the following will apply:

• IFM

Can be called to operate as IFL from standby and RSV, (once all IFLs on standby/RSV have been exhausted).

• IFL

Can be called to operate up or down one grade from standby and RSV (once all IFMs and Cabin Crew on standby/RSV have been exhausted).

• Cabin Crew

Can be called to operate as IFL from standby/RSV for a duty on a twin aisled aircraft only, (once all IFLs on standby/RSV have been exhausted).

IFLs and Cabin Crew can work up away from base due to sickness or unforeseen circumstances.

10. Reporting Late

If you arrive at the COR desk within 15 minutes of your report time on long haul and 5 minutes of your report time on short-haul and had notified the COR desk of your anticipated late arrival, you will continue with your rostered duty. There may be occasions when exceptional circumstances occur or mass disruption where this may not be possible.

If you arrive at the COR desk outside of the above timings, or on the rare occasions where this may not be possible, you will be placed on airport standby from the point of arrival at the COR desk for a period of no longer than 6 hours. The remaining days of the trip that was lost will be converted to RSV. Consideration will be given to replacing the lost trip with a similar trip (long haul for long haul and short haul for short haul).

Lateness will be recorded.

11. Reporting Sick

When you report sick your planned roster will be removed on a rolling 4 day basis including the day of reporting sick. Planned days off not affected by the absence will remain fixed.

12. Reporting Fit

The day you report fit will be classed as a FIT day. At the point you call in fit, if the following day is a working day, you can be given notice of a new duty with a report time from 06:00 with a minimum of 12 hours’notification.

The table below shows two examples of what will happen to your roster after calling in fit. When calling in fit, the gap created (up until your next trip) can be filled with duties or RSV.

If

13. Cancellation/Delay to Service/Aircraft Substitution

13.1 At LHR

o Over 24 hours from your original report time

If you are notified of a cancellation or aircraft substitution at least 24 hours before your original report time, a new duty with a report time earlier than the original may be rostered.

o Within 24 hours of your original report time (prior to the day of operation)

In the event of a cancellation or aircraft substitution and you are unable to operate the original service, Global ops will advise you before you clear from your previous duty (or 22:00 if you are on an annual leave, day off or part time) that you are either non op, or have been allocated a different service and reporttime.

13.1.1 Replacement duty

Your new report time for the next day, will not be earlier than the original report time (unless by mutual agreement). Every effort will be made to give you trip(s) of same length and type (e.g. long haul for long haul and there and back for a there and back etc.).

13.1.2 If contact is not made to advise you of a change of duty

If a crewmember is not contacted personally (either within or over 24 hours and on the day) before leaving home/place of rest, then the original report applies.

If a flight is subsequently cancelled, after report, Global Operations must either:

• Allocate an alternative duty: FDP would start from original report time, providing the crew member has not left CRC or been on duty for more than 3 hours. The alternative duty will be no longer than the original trip, unless mutually agreed.

Or

• Allocate an airport standby for a maximum 6 hours. The FDP would start from original report time. If called out, the length of the new trip (days) will be no longer than the original trip (unless alternative is mutually agreed).

Or

• Place the crew member in hotel accommodation to be used with 2 hours’ notice for a period of 8 hours following a minimum of 12 hours rest. If called out, the length of the new trip (days) will be no longer than the original trip (unless alternative is mutually agreed). Your first rest period down route may also be reduced to off schedule limits in order to maintain operational integrity. On a voluntary basis you may opt to flex any impacted, days off (subject to a minimum one day) to maintain your forward roster.

If a flight is cancelled after report and crew member is not allocated an alternate duty via the above options the following may apply:

• Crew member will be stood down and given 12:30 hours rest if stood down prior to 22:00.

• Crew member will be stood down and given 15:00 hours rest if stood down after 22:00 and the following days duty is a short haul flight.

• Crew member will be stood down and given 16:00 hours rest if allocated a long haul duty.

Any subsequent days prior to your next trip and or days off will become Available days (RSV) . Normal RSV notification will apply. If disrupted after 18:00, the DCCM will facilitate a duty or non op before your clear time using the above rules.

Days off, annual leave and part time days will not be changed, unless mutually agreed. All time spent in hotel accommodation at base will count towards UK per diems

13.2 Multi sector short haul cancellation

On multi sector trips, if you have not received prior notification you will continue operating the remainder of the trip, duty hours would start from the original report time. If the first part of a linked trip is cancelled, an alternative trip can be re linked to the rest of the original trip, as long as planning parameters are adhered to (e.g. timings of turnarounds etc.).

13.3 Away from base disruption

If disruption occurs away from base, crew members must not drop below minimum days off requirement for that station on return to base unless mutually agreed. Days off must only be to a minimum of one day. The accrued days off will be re credited.

Every attempt will be made to repatriate crew who are going into annual leave on a BA service or a cost equivalent service on another carrier.

13.4 Aircraft substitution – removal of crew

13.4.1 At home base

Global Operations will remove the crew whose roster would be least impacted by the change. Crew who have successfully bid for the trip should be removed as a last resort. Annual leave, part time and days off will be protected unless the crew member requests otherwise. After this, crew will be removed on a “best fit” basis, ensuring that experience in premium cabins is considered.

13.4.2 Away from base

Global Operations will consider in the first instance whether the ‘excess’ crew would operate home would be appropriate, taking into account the available onboard rest facilities. If this is not possible, the crew whose roster would be least impacted by the change would position home, ensuring experience in the premium cabins is considered. Crew who have successfully bid for the tripshould be removed as alastresort.

Every attempt will be made to repatriate crew who are going into annual leave on a BA service or a cost equivalent service on another carrier. Crew may also request to remain on the duty.

14. Positioning

14.1

Positioning duty Periods

Wholly positioning: 24 hours

Before operating: Same limits as operating duty period

After Operating: Under normal circumstances this will not exceed 12hrs 30mins (total combined duties including operating sector/s). In exceptional circumstances such as an unsafe slip station, this may be extended, after the requirement has been discussed with the trade union.

Full details of arrangements for positioning crew can be found in the 'Travel' section on the BA Intranet. All British Airways' tickets have two designated codes; the on load priority and the cabin entitlement code. On load priorities are used to determine each staff member's priority for traveling situations where one or more cabins of the aircraft are overbooked at the time of departure. Staff passengers do not normally take priority over commercial passengers. However, flying staff should not be offloaded without Ops Control being consulted.

Positioning cabin crew on duty have a 04 onload priority and cannot be offloaded from the aircraft in advance of other staff passengers with a lower priority within the same cabin. Cabin crew with a First Class cabin entitlement will be upgraded subject to commercial load, the cabin entitlements of other staff passengers and the conditions covered in this section.

14.2 Class of travel (BA services)

The booking and on load of cabin crew on duty differs dependent on the class configuration of the aircraft cabin. Full details can be found in the 'Travel' section on the BA Intranet.

•

Inflight Manager

On duty travel, the cabin entitlement for IFM will be First Class (on load priority 04/F11), subject to availability. On Cat 6 duties the IFL will also have an F entitlement (04/F12)

• IFL/Main Crew

On duty travel, the cabin entitlement for IFLs (04/J12) and main crew will be Club Class (on load priority (04/J12), subject to availability

Crew travelling on duty will be booked World Traveller class and upgraded to Club Class at check in if space is available. Cabin upgrade will be ordered in rank followed by date of joining.

14.3 Rest After Outbound Positioning Sector

• Planned FDP of up to 14 hours normal planned rest as per Cat 4/5 FDP of 14 hours and above planned rest as per Cat 6

• Unplanned Rest as per operating crew

15. Working Positions

All working positions must be filled by suitably qualified cabin crew e.g. crew working in the F cabin must have been trained in First etc.

All HCC will be allocated alphabetically into five equal size groups: A, B, C, D, E.

This letter will be adjacent to each crew member’s name on the briefing sheet. The SCCM will offer a preference for choice of working position, in group letter order. Each letter will rotate monthly in order and the letter ordering published by IFCE at the start of each month.

In January, crew in group A will have first choice, group B second choice, C third choice, D fourth choice and E fifth choice. In February, Group B would have first choice, Group C second choice, Group D third choice, Group E fourth choice and group A fifth choice and so on.

Additionally, each month every crew member will be allocated a randomly generated number as a secondary indicator to their allocated letter group. This will be based on the total HCC for that month. This number will also be on the briefing sheet adjacent to each crew member’s group letter. When allocating the choice of working positions to crew within the same group letter, the SCCM will use the number as a secondary reference.

For example, in a month where Group A crew have first choice and there are 3 crew with a group A code on the roster, working position preference within group A crew would then be offered their choice, based on the secondary number indicator, with the lowest number being offered first choice, the second lowest number, second choice, and the third lowest number, the third choice. From there onwards, the SCCM will offer the choice to group B crew using the same method, if there is more than one crew member with a group B notation and so on.

If crew who have been away from the business, for a considerable amount of time, such as maternity, or long term sick need additional support to assist their return to the workplace, or are brand new to the aircraft type, the SCCM on the day may allocate a specific working position to facilitate any necessary support they may need.

16. Joint Rosters

Crew members who previously qualified as a couple for Joint Roster status and have been rostered as ‘OJs’ will be able to continue to be rostered together for planned trips and planned days off.

Joint rosters bids will be recognised during the bid window. The Carmen system runs as normal and then the Scheduling team puts in an additional measure so that couples on joint rosters are jointly allocated. Joint rostering will normally not be possible from standby nor subsequent duties are operationally amended. In the event that the joint roster link is broken by, sickness, non-available periods of time or an off schedule operation, then the joint roster facility may be lostfor that

published roster period.

Both crew members must be on the same contract type i.e. full time, 21/7 etc. Documentary evidence of a committed relationship, such as marriage, civil partnership, living together must have already been provided.

In addition, IFCE commits to engage in discussions for providing this facility in the future across HCC (up to an operational cap). IFCE will work with Unite to devise a process that is easy for the company to administer and gives qualifying couples the opportunity to be rostered together in the future.

17. US VISA Process

Cabin Crew are advised twelve months prior to expiry to renew their Visa. Crew will receive reminders via Crewlink at nine months, six months and three months.

Once the crew member has been advised to renew their visa, they should apply online, complete the DS160 form and then book an appointment for a date that is during their non published month. Crew will be able to book an appointment online up to six months in advance.

When the appointment has been confirmed online, the crew member should contact the Crew Success HUB (HUB) to confirm the appointment date. Crew member’s roster will reflect PPT for day of interview and day of collection. Crew can be rostered domestic flights only whilst waiting the return of the passport/US visa.

If Passport is not returned prior to next duty, crew member must contact the HUB who may need to facilitate additional PPT days in the published roster.

If visa renewal is due to expire and an appointment has been booked in a published roster, crew member should contact the HUB to ensure BA can operationally remove them from their duty and time off may be facilitated. Leave or adhoc Unpaid leave may need to be used to facilitate this.

Individual circumstances will be considered if the crew member has had no opportunity to book an appointment i.e. longterm sickness and maternity. In these circumstances the VISA appointment day and the collection of VISA day will still be shown as PPT.

If your appointment has been cancelled by the company in an unpublished roster due to operational demands, the use of Leave or Unpaid Leave will not be applied if crew member can only rebook in a published period.

NB: PLEASE NOTE NO VISA APPOINTMENTS SHOULD BE BOOKED BETWEEN 12th DECEMBER until 05th JANUARY TO ENSURE NO IMPACT UPON CHRISTMAS OPERATION. British Airways will pay the associated costs incurred during US Visa and Passport renewal. Crew who are unable to obtain a US Visa should contact the HUB to manage restrictions in iFlight.

18. Lost/Damaged Luggage

The process detailing how crew should make a claim for baggage or personal property that is lost or damaged while on duty can be found on One under Cabin Crew Admin> Crew Baggage.

19. Short-Haul Operations

All flights will be crewed from LHR to the levels outlined in the relevant crew matrix. Short haul crewing levels are determined by Club Europe booked customer levels and historic purchase of Euro Traveller on board product offering. This matrix is amended on a seasonal basis. For the current matrix please refer to One.

19.1 Types of Short-Haul Work

Short haul trips typically operate as below:

Type No. Duty Days

Round Trip / “There-andback”

Description

One A two sector duty operating outbound ex LHR and inbound to LHR in the same day. e.g. LHR FRA LHR

Double One A four sector duty in the same day e.g. LHR CDG LHR EDI LHR

(Single) Night stop

Two A trip spanning two calendar days with the intervening night in suitable hotel accommodation provided by British Airways

Euro link Three / Four A three (or occasionally four) day itinerary of continuous shorthaul flying of multiple sectors with two (or three) down route night stops on day one, two (and three)

19.2 Short Haul Trip Linking

Multiple short haul flying sectors can be linked together within a single Flying Duty Period as shown in the table below the maximum number of flying sectors in any individual Flying Duty Period will be four.

In each example, the start of the duty day will begin at report time and end at clear time, before beginning a period of rest (see section on Rest Periods).

One-sector duty period

One sector is operated in a duty period e.g.

LHRFCO(withanightstopinFCO)or GVALHR

Two sector duty period

Two sectors are operated in a duty period e.g. LHRFCOLHR or GVALHREDI(withanightstopinEDI)

Three-sector duty period

Three sectors are operated in a duty period e.g.

LHRFCOLHRMAD(with a nightstop in MAD) or GVALHREDILHR

Four-sector duty period

Four sectors are operated in a duty period e.g. LHREDILHRFRALHR or

EDI LHR NCL LHR ABZ (with a night stop in ABZ)

Additional planning parameters: for a 3 day short haul trip, no more than 8 sectors will be planned; for a 4 day short haul trip, no more than 10sectors will be planned. The maximum planned duty hours in a short haul working block are 52.

19.3 Planned Rest Periods, On or Off Schedule in any Working Blocks with Short haul Flying

Your roster will be planned in accordance with the rest requirements below:

• Rest At Base

Starts from the moment you clear from duty at base until your report time for your next duty at base.

• Rest Away From Base: When you are operating on a night stop (excluding split duty) away from home base, you will have a planned rest period down route which will take place in suitable hotel accommodation provided by British Airways. Rest anywhere other than your base is classified as ‘down route’.

Rest Scenario

Minimum Planned Rest Period

At base, before and between short haul duties up to 12hours 12:30 hours (or at least as long as previous duty period if greater)

At base, after a duty period above 12 hours 15 hours Next duty to be limited to 10 hours

After Cat 2 trip 18 hours if no local night achieved

After CAT 3 Trip 1 day off

At base, prior to long haul flight (restriction on flights following short haul blocks)

Integrated working block limited to a maximum of 48 planned duty hours 18.5 hours planned between short haul clear time and long haul report time at publication, which can be reduced to 15 hours when gap filling/called from standby/off schedule delay

Maximum planned duty of 9 hours on the duty preceding long haul

Away from base except split duties

13 hours chock to chock or at least as long as previous duty, if greater

19.4 Minimum Rest Following a Delay

At Base If your planned duty is less than 12 hours but extends beyond 12 hours, due to a delay

Down route

19.5 Short-haul refreshment breaks

15 hours at base prior to next duty on request. Request must be made within 3 hours of landing

10 hours key to key (or at least as long as previous duty period if greater)

The allocation of your break will be coordinated by your SCCM who will ensure that legal rest requirements are always adhered to and service standards maintained.

Rest may take place off the aircraft during turnaround or on the aircraft.

Duty Hours Break required

3-6 20 minutes

6 10 40 minutes (can be 2 breaks of 20 minutes)

10-12 hours 1 hour (can be in 2 breaks of 30 minutes or 3 breaks of 20 minutes)

Above 12 hours 20 minutes per hour or part of an hour above 12hours

On short haul aircraft the Jump seat at Door 1L will be curtained off to allow rest to be taken. The timescale to retro fit a suitable curtain will be detailed in a side letter. Vacant passenger seats may be utilised if necessary (on aircraft which are yet to be retrofitted with the D1L curtain). This will be managed by the SCCM on the day and must not adversely impact upon customer experience.

For rest breaks on fixed links, please see the section on fixed links.

Note

If the SCCM is unable to allocate the required rest due to serious unavoidable, reportable incidents (such as severe turbulence, disruptive passenger incidents, medical situations, death onboard or diversions etc.), the crew should report the matter to the DCCMs. Any trends identified (either individual or schedule based) will be addressed and remedial action taken. On the rare cases, where no rest is possible due to passenger care, after approval, an accrued day off will be given to affected crew.

19.6 Base Turnaround

Transiting via LHR within the same duty period is known as a ‘base turnaround’. There are three types of base turnaround, either with or without a change of aircraft.

A. Airside turnaround with or without a change of Aircraft (crew remain airside)

B. Landside turnaround with or without a change of aircraft (crew return to CRC)

C. Fixed link on the same aircraft (during turnaround crew remain onboard)

19.6.1 Airside Turnaround with or without a change of aircraft (crew remain airside)

During a base turnaround and crew can, where eligible (see below), remain airside to maximise their break time.

To be eligible for an Airside turn (remaining airside during the base turnaround the inbound flight must arrive into T5A and both the inbound and outbound sectors must be to/from an EU, EEA or Swiss station. The minimum planned turn time for an Airside Turn is 1hr 45 mins which assumes a minimum of 55 minutes off the aircraft (post customer disembarkation and prior to reporting at the new aircraft).

During the briefing, the SCCM will confirm the critical path for the linked sector. To ensure you arrive at the new aircraft on time, please check the Operational Dashboard for gate information in order for crew checks to be carried out ahead of customer boarding. Whilst you remain airside you must not enter the Arrivals corridor.

Crew members should aim to stay airside on turns to help protect the integrity of the operation. Should crew members choose to return to CRC rather than remain airside, you must ensure you meet the critical path times outlined on the briefing sheet.

19.6.2 Landside Turnaround with or without a change of aircraft (crew return to CRC)

If your trip is not eligible for an Airside Turn (due to restrictions) the minimum planned turn time will be 2 hours 15 minutes. During the briefing, the SCCM will confirm the critical path timings for the linked sector. To ensure you arrive at the new aircraft on time, please check the Operational Dashboard for gate information in order for crew checks to be carried out ahead of customer boarding.

Upon arrival into LHR on the base turn, you should proceed through Arrivals using the normal channels. You must check in again for the outbound sector.

Not all of the crew will always follow the same itinerary upon arrival at LHR you should follow your own individual roster.

19.6.3 Fixed Link on the Same Aircraft (during turnaround crew remain on board)

A Fixed Link occurs when crew remain on the same aircraft when they arrive into LHR and head back out on the next sector without disembarking. This allows the flight crew, cabin crew and aircraft to remain together, allowing the most efficient turnaround.

A duty containing a Fixed Link will be planned at 10 hours or less and identified on the roster as FIX so that crew know to remain on the aircraft. Not all crew will always remain on the same itinerary and therefore it is possible that some members of the crew will remain on a Fixed Link while others will disembark. You should follow your own roster.

If your Fixed Link cannot be maintained due to operational changes on the day, crew will either be notified by ACARS or upon arrival at base. In most cases, if your fixed link is broken, your duty day will end at that point and the subsequent sector will be re crewed by a new team. In exceptional cases, you may be asked to complete a new link where the new clear time is within 1 hour of original clear time. The SCCM must ensure that applicable minimum rest is taken in line with the short haul rest break table (see above).

19.7 Turnaround Disrupted Due Delays

19.7.1 Airside

If your turnaround drops below 1 hour 30 minutes, the SCCM will review what breaks have already been achieved (if any) and the feasibility of achieving them on the remainder of the duty. Based on this information the SCCM will decide whether they can maintain the roster and you operate the next sector. Then the SCCM will inform the DCCMs.

In this event, Global Operations can re time the following service to allow for the required rest break to be taken.

If none of the above are achievable, you will either be stood down from duty or undertake a new linked sector, whilst ensuring the appropriate rest break applicable to the duty day is achieved, as per the standard short haul rest break table.

a) if you were originally on a night stop, this can be linked to an alternative night stop Or b) if you were originally on a round trip, this can be re linked as long as the clear time is within an hour of original trip.

The minimum off schedule Airside turnarounds is 1 hour 15 minutes.

19.7.2 Landside

If your turnaround drops below 1 hours 50 minutes, the SCCM will review what breaks have already been achieved (if any) and the feasibility of achieving them on the remainder of the duty. Based on this information the SCCM will decide whether they can maintain the roster and you operate the next sector. Then the SCCM will inform the DCCMs. In this event, Global Operations can re time the following service to allow for the required rest break to be taken.

If none of the above are achievable, you will either be stood down from duty or undertake a new linked sector, whilst ensuring the appropriate rest break applicable to the duty day is achieved, as per the standard short haul rest break table.

a) if you were originally on a night stop, this can be linked to an alternative night stop

Or

b) if a you were originally on a round trip, this can be re linked as long as clear within an hour of original trip.

The minimum off schedule landside turnaround is 1 hour 30 minutes.

19.8 Break and meal arrangements

A crew meal will be provided on all flights with a duty of six hours or more, regardless of first departure pointor time of day.

For all flights that depart at 08:00 or earlier and include a fixed link, sandwiches will also be loaded (in addition tobreakfast).

Your crew meal will be loaded for your first sector, but you can choose when to eat it throughout your duty.

19.9 Crew Meals Including a Turnaround at Base

In the rare event that crew food is not loaded in line with the above arrangements, the SCCM should assess whether there is surplus Club Europe catering which could be allocated to crew, or organise a request for crew food/additional Club Europe meals, to be loaded during the turn at LHR for your next sector.

19.10 Split Duties

• A planned flying period which consists of no more than 2 sectors and separated by less than the minimum rest period outlined in the General section.

• Split duties will have a maximum of two hours scheduled flight time per sector, this does not include any delays. E.g. LHR BRU LHR operated within a single duty period where total FDP from leaving LHR to returning to LHR is continuous and can exceed normal FDP due to the break taken on the ground in BRU.

• Break on the ground counts as part of the FDP and must be a minimum of 3 hours.

• Break on the ground excludes pre-and post- flight duties and any travel time where applicable.

• Break must be taken in suitable hotel accommodation provided by British Airways

• The maximum FDP for a split duty is calculated by adding half the number of consecutive hours rest between the 2 sectors to the allowable FDP.

20. Long-Haul Operations

20.1

Crew Complements

Crew complements will take into account inflight product and cabin crew rest requirements and may need to be reviewed from time to time. Crew complements do not form part of an individual’s contract of employment.

All flights will be crewed from LHR to the levels outlined below in the relevant crew matrix. Aircraft

20.2 Down route Replanned Aircraft Integration

On the rare occasion an aircraft is substituted down route to a larger aircraft for the return sector due to unplanned circumstances, the following applies:

• Every attempt will be made to position a crew member out, in order to maintain a full crew complement. The use of available ICC/OCC will also be utilised where possible, in order to maintain agreed crewing levels.

• If the full crew complement cannot be maintained, the SCCM may adapt the service to ensure rest is achieved as per the relevant flight category rest table whilst trying to minimise the impact on customer service.

• If the load goes beyond original configuration total on board (TOB) and crew are due to operate minus 2 or more, Global Operations may utilise crew from another service on a ‘best fit’ basis from the same station. This is providing the crew member has achieved sufficient rest and received sufficient notification of change of duty. Where this is not possible, all operating crew will be credited with an accrued off day.

The SCCM should seek to maximise rest as appropriate to the duty but this must be no less than the minimum rest break table. The scheduling of your rest break will be at the discretion of your SCCM who ensures that cabin standards are maintained, and legal rest requirements are always adhered to. Cabin crew take off seats (that are curtained off and Class 3 compliant rest seats) or curtained off designated rest seats, or vacant passenger seats may be utilised if necessary. This will be managed by the SCCM on the day and must not adversely impact upon customer experience.

N.B.: Certain duties with an FDP below 12 hours may require bunk rest in order to extend the maximum FDP. Please refer to DocuNet/One for details of these flights.

20.4 Inflight Rest Category 6

20.4.1 Rest is Based on FDP (planned or unplanned)

• Category 6 routes will have a bunk rest facility.

SCCMs will allocate bunk rest to the table(s) below. They should always ensure that crew receive the maximum rest available in case of an extension to FDP. Breaks will be allocated as per the agreed current Service Standards and will be planned to be taken in onecontinuous period.

FDP Bunk Rest (minimum)

12.00 12.30 1 hour 30 (may be seat or bunk rest) 12.31-13.30 2 hours 30

Above 13.31 3 hours

20.4.2 Unserviceable/Unusable Bunks on Category 6 Flights

The following outlines the procedure if/when the cabin crew bunk area is found to be unserviceable pre flight or unusable inflight.

20.4.3 Bunk Facility Unserviceable Pre-flight Category 6

Seats must be secured before departure by the SCCM in conjunction with the Operations Team (DCCMs) to allow horizontal rest to be taken by each crewmember. If the use of bunks was planned to extend the FDP then the seats used will be detailed in OMA 7.9.7. The SCCM will need to complete the tech log, (if not already recorded as an ADD). The operating crew will receive one OFF day per crewmember. The claim should be processed by the DCCMs.

20.4.4 Bunk Facility Unusable Inflight Category 6

If a bunk unit is found to be unusable inflight, the SCCM should secure available, suitable horizontal seating for crew to take their required rest. In the event that there are insufficient suitable seats, the SCCM will allocate available seats in the next most suitable area. These crewmembers who take rest in these seats will accrue one OFF day.

The SCCM will liaise with the Commander as discretion may be needed to complete the FDP.

20.4.5

Rest in a Delay Situation

Where a service is delayed post report, rest may be reduced as follows

Category

Minimum rest (at hotel, key to key) 4 and 5 10 hours 6 18 hours (must include a local night)

Minimum notification of change of duty down route: 10 hours

If the change of duty is notified to you prior to receiving your key at your place of rest, the minimum off schedule rest may apply. After minimum rest has been taken, 10 hours’ notice must be given to notify you of the start of a new duty that is earlier than the one originally planned. There is no requirement for you to stay in the hotel or in the immediate vicinity, however if you are not taking your rest in the hotel, you should advise your SCCM of your contact details.

e.g. You are due to operate a 3 day LHR JFK LHR. On day one your aircraft goes tech at base.You are placed in hotel accommodation for 12 hours in order to operate your original delayed flight. You are notified that on arrival at JFK you will take minimum off schedule rest and then operateyouroriginalflighthome.

DAY DEP ARR

FDP REST AT HOTEL

1 LHR LHR (flight tech) 3 hr. delay 12 hours

2 LHR JFK 9.40 10 hours

2/3 JFK LHR 8.00

20.4.6 Down Route

The hotel will be notified of any delay to your next duty. A silent message (or note under the door) will be left for your attention. If advised of a delay within 15 minutes of your planned pick up time, your duty will begin at your original planned report time. If notification is more than 15 minutes prior to pick up your duty will begin at the new report time (Scheme permitting).

20.5 Days Off Following a Delay

20.5.1 At Base

• If your trip is extended prior to report, you have the option to reduce one OFF day to remain on your forward roster. That OFF day will then be accrued. You cannot reduce below a minimum of one OFFday.

• If you choose not to reduce an OFF day you will be removed from the trip and either be rostered an alternative duty which accommodates your rostered OFF days or placed on Reserve until the start of your OFF days. If you are allocated an alternative duty this should be of the same type (i.e. long haul for long haul or short haul for short haul where possible).

20.5.2 Away From Base

• If your trip is extended/delayed to the extent that you are clearing into your OFF day/s you have the option to voluntarily reduce your OFF days to remain on your forward roster down to a minimum of one OFF day. If you do not choose this option or this is not possible, your original amount of OFF days will be taken prior to commencing a new duty.

20.6 Accrued Days Off

• Your accrued day off will be in addition to your minimum OFF days per month.

• Accrued days off may be rostered around leave, part time, or taken in one block.

Any accrued days off must be taken at a mutually agreed time within 6 months of the date of accrual. This may be during a published roster if operationally possible.

21. Flying Out of LGW

Outbound

Report at LHR 00.00 Surface transport LHR LGW 1.30

Brief/Aircraft 1.30 Total before STD 3.00

Inbound

Disembark 0.30 Transport LGW LHR 1.30 Debrief 0.15

Total (after ATA) 2.15

22. IFM Room Upgrade

Where the hotel upgrades the SFO/FO then the IFM will receive the equivalent upgrade.