Non Rev policies after merger?

[1AA]

i have 15 yrs with us and i cant remember the last time i actually nonrev but i know people with high seniority who both dont fly and who do and its amazing at how much they do either one

for d3 at aa what exactly is that

Non-Revenue Priority Codes
ID50

• OA deadheading or positioning crew
• OA company business travel (excluding FedEx crew positioning and company business travel)
  

A13I

• Other airline business travel ticketed by AA on form 029, upgrade as authorized
• oneworld business travel ticketed (paper or electronic) by the employing oneworld airline, upgrade one-cabin from economy
  

A14U

• Sabre Group business travel, confirmed in T inventory, requesting space available upgrade
  

A14

• Sabre Group business travel, confirmed in T inventory, requesting standby from alternate flight
  

C1I

• Non-employee for non-management interviews With AA/Eagle
  

C3I

• Other airline travel
• Ticketed by AA on form 029
  

D1

• AA employee, spouse, dependent child, registered companion, domestic partner, retiree
  

D2

• AA employee, spouse, dependent child, registered companion, domestic partner, retiree, surviving spouse
• Parent travel with the employee
  

D2P

• Parent traveling without the employee
• Extended travel privilege for furloughed employees
  

D3

• AA employee guest
  

TWR

• TWA retiree and eligible family
  

AAC

• American Connection employees and eligible family, see N*TVLAAC for details
• Ticketed by AA/001 using ticket designators IDAA
  

ONE

• oneworld employee personal travel (valid economy only)
• Includes employees of AY, BA, CX, IB, JL, LA, MA, MX, RJ, QF, and their affiliate airlines - see N*TVLONENDX or eworld.oneworld.com for more details
  

ID75

• Other airline personal or company business travel at a 75% discount
• Ticketed by the employing airline
  

D4I

• Other airline travel
• Ticketed by AA on from 029
  

D5

• FAA air traffic controller, FAA air traffic service evaluator, and national weather forecasters travel, valid cockpit jumpseat
  

E

• Other airline personal travel
• Ticketed by AA on form 029
  

ID90

• Other airline personal travel at a 90% discount
• Ticketed by the employing airline
  

ZED

• Other airline personal travel at ZED service charges
• Ticketed by the employing airline
  

D6

• OA cockpit crew member: valid cockpit jumpseat or main cabin
• OA participant: cockpit access security system /CASS/
  

D6U

• OA cockpit crew member (valid main cabin only)
  

D6L

• OA cockpit crew member (valid main cabin only)
  

AACW

• American Connection cockpit crew member, valid cockpit jumpseat or main cabin
  

D7

• OA flight attendant crew member (valid main cabin only)
  

 

[1AA]

Pass classification
The pass classification identifies the type of traveler you are and must be selected when you flight list. The pass classifications are as follows:
D1
Employees, their spouses or company recognized domestic partner, and their dependent children
D2
Employees, their spouses or company recognized domestic partner, and their dependent children
D2P
Parents of employees
D3
Extended family and friends
A9
Personal emergencies
A11
Business travel (management)
A12
Business travel (non-management)

 

[hula-flyguy]

What is the difference between D1 and D2?

 

[ChrisUS]

Question on DOH for retirees. Is DOH adjusted in any way for how long an employee worked or is is straight DOH? For example, would a 15 year employee (begins at age 40 and retired at 55 in 2002) come before a 25 year employee who began a day later and retired in 2012? Just wondering if length of service plays into anything in those cases.

The current policy on US puts all retirees behind active employees. So, as a 33 year veteran, when I travel, the guy hired two weeks ago goes ahead of me. He's an SA3, I'm an SA4. That was an American West addition after the merger. Prior, ALL employees traveled in the same category. For your scenario, the guy who worked for 15 years but retired, went ahead of the guy who started later but worked longer. In 40 years of non revving, I can't remember any time a retiree went and I didn't. I wouldn't have minded though, he started before me and most likely, worked longer than I had at that point. I have a lot of friends who have also retired and IF they travel, it's maybe once or twice a year. I keep hearing about the retirees or senior people that apparently hang out at the airport and suddenly decide to fly somewhere 15 minutes before departure time. SERIOUSLY FOLKS?? LOL! Does anyone REALLY believe this happens?

 

[ChrisUS]

Yep that is how it works. Not genuinely FCFS

The question is will the commuting flight crew working a flight inbound get the higher boarding code ahead of you

WOW! How is THAT fair? If you live in a hub or a city close to one, you are automatically at a disadvantage through no fault of your own.
Going by seniority solves that problem. You can check the standby list from home and see where you fall in seniority. Seems to me, THAT is more reliable.

 

[CactUSmx]

I agree with seniority. I don't think it's right a 2013 part time employee who works a 10 hour work week because he cs's his work days and has more time to travel should have higher priority on the standby list than a 20 year employee that wants to take his family on vacation once a year and who works his butt off and gives AA blood and sweat and works 60 hours a week with overtime.

 

[1AA]

What is the difference between D1 and D2?

The sum of 1. LOL you had to ask.

OK the difference is a D1 has priority over a D2. A employee is issued 4 D1's per year. D2's are unlimited. One D1 is for 1 segment. So a round trip would consume 2 D1's. This was done to try to give a employee a advantage over a D2 when they are on VC instead of just commuting or if a flight is tight and full of D2's.

 

[Crash Pad DCA]

The current policy on US puts all retirees behind active employees. So, as a 33 year veteran, when I travel, the guy hired two weeks ago goes ahead of me. He's an SA3, I'm an SA4. That was an American West addition after the merger. Prior, ALL employees traveled in the same category. For your scenario, the guy who worked for 15 years but retired, went ahead of the guy who started later but worked longer. In 40 years of non revving, I can't remember any time a retiree went and I didn't. I wouldn't have minded though, he started before me and most likely, worked longer than I had at that point. I have a lot of friends who have also retired and IF they travel, it's maybe once or twice a year. I keep hearing about the retirees or senior people that apparently hang out at the airport and suddenly decide to fly somewhere 15 minutes before departure time. SERIOUSLY FOLKS?? LOL! Does anyone REALLY believe this happens?

It doesn't happen..at least not for us normal level people...No check-in after you restrict the fight. Yes, TravelUS allows you to list last minute at the gate, but after I've restricted the flight and started clearing non-revs..IN ORDER...you just cant walk up the the gate and announce that you have a better hire date and walk on the flight.

HOWEVER, on 1 Jan 2010 a very very senior (I mean REALLY senior) US exec did list himself and his family (positive space bennies) on PHL-CDG at the VERY LAST minute blowing out all open first class seats...and his son was not conforming to the first class dress code at the time. That's the only time I've ever been walked to coach because of a last minute listing. The CDG staff even put two (2) revenue pax that had paid for Envoy upgrades in the back of the plane! It was not pleasant hearing both pax howl at US staff all the way from check-in up to the gate. It was very hard to smile at said exec walking back to coach. If he was going to blow out coach, he could have done us the courtesy of a PS listing the night before so expectations of an upgrade could be vastly lowered (LOL). But seriously, I got a seat so not a big deal, but it was REALLY unfair to the two revenue pax that had already paid for a confirmed Envoy upgrade to unceremoniously get bumped to coach. They weren't happy and they made sure everybody with a US Airways badge in the airport new it.

But back to the point..US people IN GENERAL a really very nice. I can't count the number of times on an extremely full flight that US pilots have offered to take the jump seat in order that another fellow non-reving employee can get on the flight. That has saved the day many a time and I hope that kind of US camaraderie carries over to the new US/AA.

Sure, agent boarding gaming can/does occur. But I think it is rare and you can easily report it in QIK (Ctl-W Shell pad) or email/call someone in PHX. And if you are going to jump around the priority list, you best better document why..and you can now do that in Gate Reader.

A colleague busted a BGI agent that was going to board a much lower priority pax (I guess a local friend/relative) ahead of her pass rider. My colleage was watching the clearing process in DC as it was occurring. A quick international cell call put the kibosh on that scam. This is the only incident I have heard of, but there are rumors about certain mainline stations. That said, I don't know that this is rampant at US. And if you observe boarding irregularities at US, you should document it and report it.

In general it's just not safe/worth it to play boarding games at US. Too many tools are out there for you to readily monitor, catch, document and report boarding shenanigans. You only get skipped if I've cleared you and called your name and you're not there. And if that happens....I DOCUMENT IT!

The only boarding Seniority priority fight I've ever witnessed was a five pilot fight over the jump seat on a flight to RDU. I called a name and a second pilot jumped in front of the pilot I called, blocking my attempt to give the first pilot a boarding pass and really let me know in no uncertain terms that he was senior to the other pilot. It was a bit of an embarrassing show especially in front of revenue customers. Another pilot tried to calm him down. Didn't work. I don't fight with people, I just called the supervisor over to handle it.

I must stress this was a VERY RARE incident. On many more occasions I've seen much more senior pilots let a more junior pilot get on a flight ahead of them if they know he/she has to get home.

This "last minute senior listing bumping" problem that is being bandied around to justify FCFS just isn't that rampant at US..it's like "voter fraud"..sounds great but no evidence.

If you like FCFS then fine, but no need to parade the "last minute senior listing bumping" problem to justify FCFS as much more fair than Seniority.

I don't have a great seniority date, but I have only been bumped off a flight once. Plan accordingly. Seniority gives you some idea of your chances in advance. I have no problem if someone more senior than me has to list at the last minute to travel or get home. Chances are if they are doing that, then they really need to get there.

I doubt there's a whole posse of senior retirees out there scanning flight loads daily and getting their jollies off of last minute listing to bump poor 25 year old new hires of their crazy day trips.

And oh the problems that must be concomitant with FCFS.

For example, let's say on "the start of my very important vacation day"
US 701 9a-10a DCA-East Gibib has 4 seats in coach and 7 nonrevs all with 1946 hire dates
US 702 10a-11a DCA-East Gibib has 50 seats in coach 0 nonrevs

With a SENIORITY system and my piss poor hire date, why bother listing for US 701? If you have been working for US since 1946 or there about, then by all means help yourself to the first flight. I'll just list on US 702. We will all get on that flight even if US 701 gets blown out.

But with FCFS, everybody in their Momma MUST list on US 701 just to ensure when the roll over occurs they are ahead of everyone foolish enough to check in for US 702. Too bad grandma and grandpa if you don't have an iPhone or your PC is a piece of cr*p. Those of us that are tech savvy are going to be listed first. So much for half a century of dedicated service to the industry. Hello, yet another crazy day trip! Woo hoo!

I guess whatever comes down the pike...comes down the pike. If it is AA's FCFS+"pay to play" then so be it. But I sure will miss the current US system...RIP.

 

[Crash Pad DCA]

The way AA does it is fair. Lets say you are traveling with fellow workers with different seniority. You all check in at the same time so you end up being on the list in sequence.
The flight is tight and all of a sudden a more senior person shows up 15 minutes prior to departure. That persons seniority could slot him or her between your group of non revs on the list. Now it is possible that everyone in your group does not get on. There goes your trip with your friends from work. Americans way is better because it allows a employee to be more responsible in showing up as early as possible. You want to fly then get their early.

Doesn't happen. We start boarding 30 minutes before departure at which time the flight is restricted for check-in. If you haven't checked in before the flight is restricted you just can't walk up at D-15 and demand to get on.

Flights book up due to delays and cancellations. So, even with FCFS (and no horde of very senior D-15 last minute listers!) there is no guarantee you and your group of friends will all get on. Not even sure FCFS gives you a better chance than Seniority.

So with both FCFS and Seniority groups have to plan accordingly. For example, 2 seats available at boarding time and 7 friends traveling together are all FCFS checked in at the same time. There's going to be a split up. Right? Same set up with Seniority.

It's not like we at US don't face this every day. Going PHX-OGG? There are usually 2 flights/day. Plan to leave when there's the best chance the group will get on with either FCFS or Seniority. Coming back from CUN? Just last month two senior colleagues moved to a CUN-PHL flight so lower seniority friends could get on CUN-CLT and make connections. It's really not that difficult.

Seniority is just not killing all of us over here at US everyday! And not all of US are clamoring to take AAdvantage of AA's FCFS+"pay to play" superior employee travel perks.

 

[cltrat]

Doesn't happen. We start boarding 30 minutes before departure at which time the flight is restricted for check-in. If you haven't checked in before the flight is restricted you just can't walk up at D-15 and demand to get on.

Flights book up due to delays and cancellations. So, even with FCFS (and no horde of very senior D-15 last minute listers!) there is no guarantee you and your group of friends will all get on. Not even sure FCFS gives you a better chance than Seniority.

So with both FCFS and Seniority groups have to plan accordingly. For example, 2 seats available at boarding time and 7 friends traveling together are all FCFS checked in at the same time. There's going to be a split up. Right? Same set up with Seniority.

It's not like we at US don't face this every day. Going PHX-OGG? There are usually 2 flights/day. Plan to leave when there's the best chance the group will get on with either FCFS or Seniority. Coming back from CUN? Just last month two senior colleagues moved to a CUN-PHL flight so lower seniority friends could get on CUN-CLT and make connections. It's really not that difficult.

Seniority is just not killing all of us over here at US everyday! And not all of US are clamoring to take AAdvantage of AA's FCFS+"pay to play" superior employee travel perks.

very well put on both your posts thanks Crash pad

 

[ChrisUS]

Doesn't happen. We start boarding 30 minutes before departure at which time the flight is restricted for check-in. If you haven't checked in before the flight is restricted you just can't walk up at D-15 and demand to get on.

Flights book up due to delays and cancellations. So, even with FCFS (and no horde of very senior D-15 last minute listers!) there is no guarantee you and your group of friends will all get on. Not even sure FCFS gives you a better chance than Seniority.

So with both FCFS and Seniority groups have to plan accordingly. For example, 2 seats available at boarding time and 7 friends traveling together are all FCFS checked in at the same time. There's going to be a split up. Right? Same set up with Seniority.

It's not like we at US don't face this every day. Going PHX-OGG? There are usually 2 flights/day. Plan to leave when there's the best chance the group will get on with either FCFS or Seniority. Coming back from CUN? Just last month two senior colleagues moved to a CUN-PHL flight so lower seniority friends could get on CUN-CLT and make connections. It's really not that difficult.

Seniority is just not killing all of us over here at US everyday! And not all of US are clamoring to take AAdvantage of AA's FCFS+"pay to play" superior employee travel perks.

GREAT PAINT SCHEME! I like it much better than battleship grey. Call it mica or whatever, grey is grey.

 

[ChrisUS]

I thought FCFS was supposed to level the playing field? If the HUB people don't have a shot with a lot of connecting non revs and not being able to have the same 24 hour check in requirement, how is that level? Also, when I'm traveling I check the flights all the way to try to have a shot. If one hub connection looks better than the other, I make my choice on which way I think I can get all the way. This wouldn't just affect a HUB employee either. What if people are flying from a hub connecting in a spoke to get to another hub? ORD-TUL-DFW. The people based in the connecting spoke (TUL) are going to get screwed as well with this policy aren't they? If I'm willing to make an effort to check in 24 hours ahead of time to get on a flight, why should I be penalized because of where I'm based? FCFS should be an equalizer right?

It isn't apparently.

 

[nycbusdriver]

Perhaps I am misunderstanding the apparent preference for non-revs going through a hub, rather than starting their trip at a hub. My understanding is that the preference only applies to "through" non-revs, meaning going through on the same flight number. If a non-rev comes into a hub and connects to another flight, doesn't he/she get in the FCFS pool for the outbound leg? Or does he/she get some preference because he/she arrived at the hub from another city?

If it is the first case, i.e. "through" on the same flight number, it is unlikely to have a huge affect anyway.

 

[lax]

Perhaps I am misunderstanding the apparent preference for non-revs going through a hub, rather than starting their trip at a hub. My understanding is that the preference only applies to "through" non-revs, meaning going through on the same flight number. If a non-rev comes into a hub and connects to another flight, doesn't he/she get in the FCFS pool for the outbound leg? Or does he/she get some preference because he/she arrived at the hub from another city?

If it is the first case, i.e. "through" on the same flight number, it is unlikely to have a huge affect anyway.

In order to be considered a through passenger at an intermediate/connecting city, you must:

• 
  Arrive at the intermediate/connecting city on a through (continuing) AMR Network flight. When connecting from one AMR Network flight to another, Sabre will automatically check you in as a through passenger on the connecting flight once you have been accommodated at the originating city as long as all of the flights are contained in a single reservation.
• 
  Arrive on a flight or other airline-provided transportation (for example, bus, train, etc.) at the intermediate city and check in for the first connecting flight (same day or next day) to your next destination. If you arrive the day before the first connecting flight, it is not necessary for you to arrive on the last arriving flight in the intermediate city.
• 
  Arrive on a flight at the intermediate city but cannot be accommodated to your destination due to revenue demands and/or higher priority standbys. You will then be transferred to the next AMR Network flight as a through passenger.
• 
  Arrive in/out of the same intermediate city (co-terminal). For example, you travel LHR-JFK and then depart later that same day LGA-ORD. You will be added to the Priority List as a through passenger from LGA-ORD.

 

[jimntx]

Non-rev "through" and "through" flight are not the same thing. A non-rev "through" simply means passing through that station whether on a through flight or connecting to another flight from that station. I hesitate to say hub because the non-rev "through" preference applies even if it is not a hub.

Say for instance, I need to go from DFW to ORD and all non-stop flights are full, but the non-rev travel planner app on Jetnet tells me that there is a flight from DFW-TUL and a flight from TUL to ORD that are both wide open. If I book that route, I would show on the standby list for the TUL-ORD leg as a through. If I book D2, it would show on the list as a D2T and I would be listed above any originating D2s on the TUL-ORD leg. The point is that, wherever and whenever possible, the company does not want to strand non-revs at a station where they would have to pay for hotel rooms or sleep in the terminal overnight. If it is my originating station, at least I can go home and sleep in my own bed and try again tomorrow.

Also, remember that if I book myself a non-stop to ORD and a backup of the TUL routing (which we are not supposed to do), and I get on the non-stop, it does not affect any originating non-revs because a seat is not taken out of inventory until a boarding pass for that flight has been issued and is scanned by the Electronic Gate Reader (EGR), and if I never get a boarding pass for the DFW-TUL leg, I will never show on the standby list for the TUL-ORD leg. I will show on the "XRV" (nonrev) list for that flight, but never on the actual standby list.

For that matter, even if I get a boarding pass at the gate for the first leg and get on the a/c and then get back off because "I left my phone/computer/child in the waiting area," (the most common excuses by revenue passengers ), do not re-board the flight, and the agent takes me out of the inventory for that flight, I will never show up on the standby list for the connecting flight.