I think that deadheading can include travel home AFTER your duty work as well as travel TO your duty work. That is certainly included in the definition of "deadhead" in the (bus) transit industry.

AC 470 is YYZ/YOW arriving YOW at approx.1130pm. What flights departing that night are the FAs arriving fresh for?

More evidence that you received a form letter and not an actual reply.

Scott, you will be amazed how many staff travel in J! :eek:

I traveled as staff (Con) for my first 25 years and knew how the game worked!

I travel paid customer now for the other 25 years and I have AC friends and family who travel in J, especially on long flights over status folks. I know why the first bathroom in J is "out of order" on some routes, where some food and wine goes and why! I am not going to sell out anyone or disclose more than I have, but as someone here once said. Sometimes its better to close your eyes an cover you ears and pretend nothing is happening!

Have I been passed over on upgrades (free ones too) absolutely. Have I been upgraded (for free) over others as SE MM or SE with higher fares, absolutely!

Yes there are rules, but we know what people say about rules!

If we want J then we buy J - If not than we hope that things works out in our favour as in the lottery, there are always more looser than winners :D

There is a huge difference in priority for opups though.

Again, I had always thought it was something along the lines of:

1. Paid J / Deadheading captains
2. eUps
3. Deadheading crew
4. Commuting crew
5. Operational upgrades

I have certainly been in J on flights that had weight and balance upgrades, and a bunch of staff were moved up. Fine. No revenue passengers were willing to pay (with any currency) for J.

But it's very different if #2 and #3 are trading places.

Rapidair flights aren't even worth upgrading at that time anyway.

You don't get any food, and the turbulence always screws with the drink service.

I'd be upset if it was an AM flight and I ran to the plane and absolutely need to scarf down something on board before running out the plane.


But WRT manual process of WL and that note on your file. I wouldn't assume anything that, as I seriously doubt anyone looks at alerts and comments.

I'm also convinced that most of the stuff is automated. I've seen it with my own eyes. I honestly think we will not know what truly happened here unless we worked at the airport (see what I did there), and I doubt someone hooked up a friend and risked a reprimand just for a late pm Rapidair flight of all things.










Oh. And no. eUps aren't a currency.

Oh Ken, that quote would have been a tiny bit better had you included the orgasm part. :D



1. Does such a thing exist?

2. If it exists, it's an oxymoron

"Managing expectations the Air Canada way"
.

I think most of us here have been aware that a Captain has the contractual right to a J seat, but the overall point from Canadiancow is that we have been under the impression that for other crew members J was on a space-available basis after upgrades had been confirmed at the airport. If the response was correct, this would appear to be a signficant change (at least on some routes).

If this is indeed AC's policy, I'd be interested in a bit more clarity on how AC applies this:

1. Does it only apply to the start of the shift (i.e. deadheading to go to work a flight) or does it also apply to going home - where the need to be rested and alert is presumably of less critical importance (to the airline).
2. Does it apply when the airline makes a crew member deadhead to start their day somewhere other than their official home station, or does it also apply when people have made a lifestyle choice to "commute" to their station?
3. Are AC employees who "commute" e.g. YYZ to YUL considered "crew"?

Good question. I have no idea about the returning to home base part. Although my personal opinion would be that while returning home may technically be a deadhead, a J seat is not required since the flight home is the last flight of their paring, which means the crew member is supposed to be getting the appropriate amount of time to sleep/rest before the start of the next pairing.

As far as I know, deadheading applies only when the flight is part of their duty day, the deadhead is built-in as part of the pairing. The deadhead could be part of the original pairing, or be part of a modified pairing due to crew constraints on an existing pairing.

Take this single day example pairing:
YYZ-SFO(lo)SFO-YUL-YYZ (layover in SFO before returning to home base)

A crew member becomes ill during the SFO-YUL flight, therefore the YUL-YYZ flight will be short one FA. That means a new FA is needed for the YUL-YYZ flight. The YUL base has no more FA's on standby at the airport, but the YYZ base does have some standby FA's. The standby FA in YYZ will deadhead to YUL, and operate the YUL-YYZ flight back in the place of the FA that became ill during the SFO-YUL flight.

** The above is just a purely speculative example **

AFAIK, commuting to/from home-base does not count as deadheading as the employee chooses to live in a city other than the city that is their home-base of operation - which are either YUL, YYZ, YYC, YVR for mainline FA's

They are consider airline crew and use their MoT badge (RAIC) in order to access to the airport, but they are not considered operating crew. Commuters also have to pay for their standby flight using their employee passes.

From what I understand from a pilot friend of mine:
Deadheading
1. Captain always entitled to a J class seat
2. F/O and cabin crew, J space available however..
3. Crew Sked may pos F/O and cabin crew in J depending on circumstances
4. Gate agent may pos them in J depending on seats avail in the back

Commuting
1. J space available only and usually only if the back is full.

one thing I know for sure, if there are several crew in whatever cabin, overhead bin space is limited big time...read: they have their overnight bag, brain bag (pilots) and usually another smaller item (lunch bag) etc....unless of course you beat them to the cabin during boarding....

An upgrade that didn't fly how 'annoying' . Join the club. Reading this thread took pretty much same time as the flight duration. Pick a better battle ground.

+ 1. I also know plenty of staff.

Staff can always end up making sure that done other emplyees gets j, regardless if they are entitled to it or not. That's simply life.

Don't bother to write in to AC about things that we will "never ever" have all the facts to.
Status works most of the time, knowing the right people works all the time..

Corrected.

Fair enough, but not an important point in the context of this thread :p

This must be for mainline staff only - I was on a YYC-YYZ the other day and there was a deadheading FA in Y. But she was AC Express so different contract.