June 19, 2026 

Final Version of Agreement (3.D.1.)

We have received a lot of questions about when the final version of CBA 2026 will be available. We are currently working on making final edits to numbering and formatting. We will then need to complete the index before sending it out for printing. We will update you when the final electronic version is available. Until then, you can use the TA version that we published in early April.

Deadhead Deviation – Downline Stations (3.H.12.b.)

Effective immediately, requests to check-in at a downline station must be made to Crew Scheduling a minimum of 12 hours prior to the deadhead flight’s departure time. As a reminder, Flight Attendants are still required to check-in at the downline station no later than the scheduled check-in time for the original deadhead segment.

Example:

A Flight Attendant’s first segment is a deadhead from Chicago to Minneapolis with a scheduled departure time of 11:00 a.m. Central Time (CT) and a scheduled check-in time of 10:15 a.m. CT (:45 prior to scheduled departure). The request to check-in downline must be made to Crew Scheduling not later than 11:00 p.m. CT the night before, and the Flight Attendant must check in with Crew Scheduling not later than 10:15 a.m. CT. During that check-in the Flight Attendant must confirm that they are already in Minneapolis and available to operate the outbound flight from Minneapolis.

Last Segment Deadhead – Domestic (3.H.13.a.)

Flight Attendants who are scheduled to deadhead on the last two segments in their pairing may now deviate on both of those segments (a Lineholder with appropriate prior notice to Crew Scheduling; a Reserve with appropriate prior approval from Crew Scheduling). This is a change to the JCBA where deadhead deviation could only be done on the final segment.

Flight Attendants deviating on the final two segments may elect to either be released from duty or deadhead on an earlier flight over the same routing, if seats are available. If a Flight Attendant is released from duty, they may request NRPS (currently PS5B) travel over the same routing for a period not to exceed 24 hours from the departure time of the earliest scheduled deadhead segment from which they were released.

Note: A Flight Attendant may deviate from the last deadhead segment without deviating from the first deadhead segment, however if a Flight Attendant is seeking to deviate from the first deadhead segment, they must also deviate from the last deadhead segment.

Example 1:

A Lineholder Flight Attendant is scheduled to deadhead from MIA to IAH and IAH to LAX. They may deviate on both segments with appropriate notice to Crew Scheduling. If the Flight Attendant is released from duty, they would be entitled to NRPS travel (currently PS5B) from MIA to LAX with the departure from MIA being no later than 24 hours from the departure time of the original MIA to IAH segment. While the routing does not necessarily need to be MIA-IAH-LAX (it could be, for example, MIA-SFO-LAX), the Flight Attendant is required to travel on all of the segments of the routing (using the example, they could not fly MIA-SFO and not travel on the SFO - LAX segment).

Example 2:

A Lineholder Flight Attendant is scheduled to deadhead from MIA to IAH and IAH to LAX. They may deviate on just the final segment with appropriate notice to Crew Scheduling. If the Flight Attendant is released from duty, they would be entitled to NRPS travel (currently PS5B) from IAH to LAX with the departure from IAH being no later than 24 hours from the departure time of the original IAH to LAX segment. In this case, the routing must match the original routing of IAH to LAX. 

Domestic Purser Pay (4.H.2.)

Domestic Purser pay has been updated for the June bid month. Narrow-body flying in the 48 contiguous States and Canada will be paid at $2; Narrow-body flying in Mexico, Caribbean, Central America, Alaska and Hawaii will be paid at $3; all wide-body will be paid at $4.

We have not yet introduced the Domestic Purser CBT training, so those rates are not yet in effect. Once that voluntary training is available, we will announce it through a One United communication.

Cab Reimbursement (5.D.2.a., 5.D.3., 5.D.3.a. & 5.D.3.b.)

The reimbursable cost for cab transportation for transportation between the airport and a Flight Attendant’s place of lodging for assignments departing between 10:00 p.m. and 8:00 a.m. and assignment arriving between 8:00 p.m. and 6:00 a.m. has now increased to $20.00 (Section 5.D.2.a.).

In addition, when a Reserve Flight Attendant utilizes cab transportation to the airport in order to respond to a call of less than 3 hours, they no longer need to obtain permission from Crew Scheduling to expense reasonable actual expense for the return cab transportation from the airport to their home or place of lodging when they were unable to utilize their personal transportation to make a call out that was less than 3 hours (Section 5.D.3.). Simply submit both the departure and return receipts for reimbursement.

Also, a reminder that all claims for cab transportation must be made within 60 days of when the expense was incurred (Section 5.D.3.b.).

Holding Time - Language Incentive Pay (“LIP”) (6.N.1.)

LIP will now be paid as part of Holding Time to Flight Attendants when the flight associated with the Holding Time is a LIP-designated flight and the Flight Attendant is qualified in the designated language. This does not apply to Flight Attendants in the LQ position on the flight as their Holding Time is paid at the LQ rate.

Ready Reserve Call Out (8.O.6. & 8.O.6.b.)

The terms of Section 8.O.6. provide that “A Reserve shall not be deemed unavailable for contact unless Crew Scheduling has made three (3) calls over thirty (30) minutes spaced approximately ten (10) minutes apart.” This is the current requirement for when Crew Scheduling is contacting Reserves with assignments and does not change under CBA26.

Effective June 30, 2026, the first day of the July bid month the terms of Section 8.O.6.b. will be in effect. 8.O.6.b. provides “A Flight Attendant shall have ten minutes (:10) following the last contact (call or text) from Crew Scheduling to respond or be deemed unavailable for contact.”

As Reserves do not yet have the ability to opt in for text messages for assignments, this means that if a Reserve does not respond to Crew Scheduling within 10 minutes of their last call, they can be deemed unavailable for contact. Responding to Crew Scheduling includes a return phone call or acknowledging the assignment through CCS, but the response must be made within 10 minutes of the last call or the Reserve is subject to being deemed unavailable for contact and subject to points/discipline. Please be certain that your correct contact information is updated in CCS and your phone is on and near you while you are on Reserve.

Rapid Re-Accrual (13.A.4.)

As part of CBA 2026, the terms of Section 13.A.4. on “rapid re-accrual” have been updated. A Flight Attendant who is absent as a result of maternity, or who as a result of a single injury or

illness, has used more than two hundred fifty-five (255) hours of sick leave will now re-accrue sick leave at the rate of 8 hours each month, up from 7 hours per month in the JCBA, until they reach reaches the same level of sick leave they had at the onset of the injury, illness or maternity.

As a reminder, to initiate the rapid re-accrual process, a Flight Attendant should contact their supervisor within 60 days of their return from the qualifying absence. Their supervisor will submit the request to Crew Pay for validation and set up.

Commuter Program – International Substitute Pairings (28.E.3.b.)

While the majority of the Commuter Program currently remains unchanged from the JCBA, the terms of Section 28.E.3.b. have gone into effect.

Section 28.E.3.b. provides: “For international pairings, the substitute pairing may not be scheduled to end later than the calendar day following the day on which the original pairing was scheduled to end. The Flight Attendant may advise the Company that they do not want to be assigned to a pairing scheduled to terminate the day after the original pairing was scheduled to terminate. In such cases, the Flight Attendant will not be entitled to a hotel room under Paragraph 28.E.5, and they will still be subject to assignment under Paragraphs 28.E.1, 28.E.2. and 28.E.4.” 

This provision only applies to Flight Attendants who were scheduled to fly an International pairing, were unable to commute for that pairing and who are assigned to a substitute pairing that is scheduled to terminate on the day after the original pairing was scheduled to terminate.

As a reminder, if the Flight Attendant declines this reassignment, they are still subject to a being assigned to report for their original pairing or a portion of that pairing (Section 28.E.1.); a substitute pairing that is scheduled to fly on the same days as the original pairing (Section 28.E.2.); or any other substitute pairing that is mutually agreeable to the Flight Attendant and Crew Scheduling (Section 28.E.4.).

Increase to 401(k) Matching Contributions (29.I.1.)

The July 1st paycheck will be the first paycheck issued under the terms of CBA 2026 and Company matching contributions to 401(k) accounts will be increased effective with that paycheck. All Flight Attendants should review the terms of Section 29.I.1. to determine how this increase will impact their retiree savings accounts.

As a general rule, it is a good idea to periodically review your employee contributions, as well as your investment strategy.

Flight Attendant Mailboxes

We will begin the process of removing Flight Attendant mailboxes from all of the bases, so please discontinue utilizing the Flight Attendant mailboxes effective immediately.  If there is anything in your mailbox currently that you want, we’d ask that you have it removed by August 1st.  (As a result of upcoming construction in SFO, SFO Flight Attendants will have an earlier date. Please review the specific information provided to you by the SFO base).