Section 3
Embedded Files
General
We have received a number of inquiries about when the final version of the 2026 -2031 Agreement will be available. As you might expect, ensuring an accurate document is our first priority, and with a document the size and complexity of the Agreement, that takes time. We are happy to say that we are nearing the end of that process. We expect to have the final proof of the formatted document by the end of this week, then we will need to update the index before it will be ready for posting and electronic distribution. Once the electronic version has been formatted, it will be sent for printing and then 15% will be distributed at each local base. More information to follow.Â
Onboard Crew Rest (3.CC)
Onboard Crew Rest (3.CC)
As a follow up to our communication regarding the use of Crew Rest facilities by jumpseating Flight Attendants, it will be necessary for the International Purser/ Purser to know the bunk availability in advance, so that unused bunks, if there are any, may be used by jumpseat riders without an interruption to the working crew’s rest.
On flights where crew rest is required, breaks are coordinated by the International Purser/ Purser. As part of that process, the International Purser/ Purser should also coordinate bunk assignments for the breaks, taking into account each individual’s Flight Attendant seniority.
If there are remaining crew rest facilities after the International Purser/ Purser schedules crew rest breaks and bunks, available bunks will be allocated to jumpseat riders in seniority order.
The use of the crew rest facilities by jumpseat riders cannot interfere with the scheduled crew rest for the working crew and any issues related to crew rest will be managed by the International Purser/Purser.
Use of Crew Rest by Jumpseat Riders (3.CC.9.c)
Use of Crew Rest by Jumpseat Riders (3.CC.9.c)
Effective August 1, 2026, United mainline Flight Attendants who have been awarded to, and are occupying a jumpseat may utilize the crew bunk and crew rest seats. The IPPM will be updated shortly with the following information governing the use of the crew rest areas by jumpseat riders:
The jumpseat rider will coordinate with the International Purser/Purser to determine if a bunk or crew rest seat is available to use. The working crew has priority and there is no guarantee a bunk or seat will be available to use for the entire flight.
Crew rests seats are only available for use by jumpseat riders on flights where crew rest is required for the working crew. Crew rest seats will not be blocked or available for use by jumpseat riders on flights which do not require crew rest.
Available crew rest bunks will be assigned, based on availability, in seniority order.
Crew rest bedding kits are not provisioned to accommodate use by jumpseaters. Additionally, you are not permitted to request additional premium cabin pillows and blankets.
The bunk area may not be occupied while the aircraft is below 25,000 feet (15,000 feet on the B787). The jumpseater will coordinate with the International Purser/Purser prior to entering the bunk. The International Purser/Purser will ensure the rest of the crew is aware that a jumpseater is using the bunk area.
Follow maximum occupancy guidelines for crew bunk modules. Only one flight attendant is allowed per bunk.
Jumpseat riders may change clothes once in a bunk or behind a curtain. However, they must comply with company pass travel attire guidelines any time while in the aircraft cabin.
Care should be taken so as not to disrupt or interfere with the crew rest breaks of the working crew. The jumpseater will keep the bunk or seat area tidy when not in use. If the facility is needed to provide breaks for the working crew, the jumpseater will vacate the crew bunk or seat area at least 15 minutes prior to the scheduled crew break and make it available to the working crew.
Seat belts are provided for each crew rest seat or bunk. Jumpseat riders occupying crew rest areas must fasten their seat belts whenever occupying crew rest seats or bunks.
Jumpseat riders may not take sleeping pills or other sleep aids (with or without a prescription) while occupying the jumpseat or crew rest areas.
The jumpseat rider must vacate the bunk area forty-five (45) minutes prior to landing. The Flight Attendants assigned to jumpseats closest to the bunk area will verify the bunk area is empty prior to landing.
Non-revenue travelers and those awarded a seat in the cabin are not eligible to utilize crew rest bunk areas.
Crew rest bunk areas are for the exclusive use of United flight attendants as defined in Section 2.N of the CBA 2026 which states: A “Flight Attendant” means an employee whose duties consist of performing or assisting in the performance of all cabin safety related functions, all en route cabin service or ground cabin service to delayed or canceled passengers in a resourceful manner, and shall include responsibility to apply these services for the safety, welfare, and comfort of passengers.
The crew rest bunk areas are not to be used by flight-qualified members of management or by personnel of other airlines even if they are eligible to occupy the jumpseat.
Jumpseat riders who do not abide by the policies and procedures outlined in the IPPM can be asked by the International Purser/Purser to vacate the crew rest area (i.e., bunk or seats).
We encourage everyone to remember that use of the jumpseat is considered non-revenue travel and subject to United’s Pass Travel Guidelines. Please be considerate of the working crew when using the crew rest areas, just as you would any other time you are traveling space available.
Final Version of Agreement (3.D.1.)
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.)
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.)
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.Â
Parking Reimbursement (3.R.2)
Parking Reimbursement (3.R.2)
Effective for the June bid month, Flight Attendants utilizing out-of-base parking may be reimbursed for up to $60 per month, up from $35 dollars per month under the JCBA. There are no changes to any other aspect of how to seek reimbursement; only the amount per month has changed. If you have questions about parking or the parking reimbursement, please contact your local Base management.
Effective DOS (June 2026 bid month)
Effective DOS (June 2026 bid month)
Emergency Assignments- 3.J.
Emergency Assignments- 3.J.
Jury Duty/ Court Witness- Section 3.EE. [Moved from Section 15 to Section 3]
Jury Duty/ Court Witness- Section 3.EE. [Moved from Section 15 to Section 3]
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