Uniformed Crew Bumping CPU List, Sitting in F
May 18, 2017, 8:03 pm
#46
Join Date: Jan 2016
Programs: UA 1K; *G, AA Plat
Posts: 1,700
As a golden rule, FA's and Tech Crew's should not be bumping business class passengers out of their seats which are confirmed.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
They were BOOKED into F. They sat in F. They flew in F.
May 18, 2017, 8:10 pm
#48
Suspended
Join Date: Jan 2008
Location: LAS
Programs: 1K---2,909,450 BIS miles
Posts: 214
As a golden rule, FA's and Tech Crew's should not be bumping business class passengers out of their seats which are confirmed.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
In this particular case it is in the pilots contract that they fly F/C when flying to a particular station to fly one of United's airplanes.
It would really be better if the upgrade list was eliminated so no-one would need to worry about who sits where.
Btw, the OP was on the upgrade list and was NOT BUMPED to the back of the bus.
May 18, 2017, 8:11 pm
#49
Join Date: Aug 2010
Location: KEWR
Programs: Marriott Platinum
Posts: 794
As a golden rule, FA's and Tech Crew's should not be bumping business class passengers out of their seats which are confirmed.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
Airliners should keep 4 seats vacant for all flights until 2 hours before a flight and then release them to the public and last minute travellers instead of bumping passengers off.
May 18, 2017, 8:28 pm
#50
Suspended
Join Date: Sep 2014
Location: Brunei
Programs: Enrich Sapphire. Kris Flyer Silver.Le Club Accorhotels,Starwood.
Posts: 2,201
And the 5 reserved seats should be in economy for the cheapest seats available on sale.
In Asia, FA's do not fly in C or F. They fly economy. Pilot's fly C. I don't know of any pilots who fly in F.
May 18, 2017, 8:29 pm
#51
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Join Date: Sep 2014
Location: Brunei
Programs: Enrich Sapphire. Kris Flyer Silver.Le Club Accorhotels,Starwood.
Posts: 2,201
This is where problems start once you start giving these employee's the royal treatment.
I agree pilots/tech crew should be given F or C class seats. Fair enough. But FA's? ...!
Seriously.
May 18, 2017, 8:37 pm
#52
Join Date: Feb 2002
Location: BNA
Programs: HH Gold. (Former) UA PP, DL PM, PC Plat
Posts: 8,184
Yes, leisure routes will sometimes have so few upgradable elites onboard that FC seats go empty. It always seems strange when that happens. I've had upgrades clear (behind all revenue passengers) on LAX-SJD and EWR-PUJ deadheads for just that reason. Also had an upgrade clear as a non-rev (vacation) on PUJ-EWR.
If the pilots were not booked into F, either because it wasn't available at booking or the specifics of the situation didn't warrant it to be booked into F, and there weren't anymore upgradable elites on the flight then the pilots upgrades would clear. They'd still be booked in Y, though.
May 18, 2017, 10:05 pm
#53
Join Date: Jan 2008
Location: FL 290 through FL390
Posts: 1,687
You weren't bumped; you bought a coach ticket and played the upgrade lottery. Unless you were upgraded, handed a boarding pass for F, and then they took your seat and reassigned you to Y.....then nothing happened here.
And crew in uniform usually means positive space and there are instances where they are contractually guaranteed a seat in F. If you moved down the list, it most surely wasn't a result of crew members because if they are booked into Y, they will clear into F only after revenue passengers are processed.
So moving on to the next UA horror story.....where nothing actually happened.
And crew in uniform usually means positive space and there are instances where they are contractually guaranteed a seat in F. If you moved down the list, it most surely wasn't a result of crew members because if they are booked into Y, they will clear into F only after revenue passengers are processed.
So moving on to the next UA horror story.....where nothing actually happened.
When I am contractually entitled to an upgrade, I will take it, not any differently as when a passenger's employer buys that person an upgrade.
If non-rev space-available pass riding, I remove all suspicious (IDs, bag tags, etc) and sit in my coach seat and keep to myself. I don't even identify myself to flight attendants, unless they ask for off-duty pilots to come forward.
I have not not had an upgrade since the policy of Unlimited Domestic Upgrades was implemented, and I don't expect that I will any time soon.
"witch-hunt" and "alternative facts"...oh wait, those lines have already been used😜
FAB
It's fairly complicated. If you are interested, the rules are in 14 CFR 117.
Deadheading time does not qualify as required rest time and it may, or may not, count as duty time depending on what else happens in the duty period.
We are only booked into F on very long flights or on medium-length flights when we will operate (fly) another leg(s) in the same flight duty period (FDP) without an intervening rest period
For example, the Caribbean islands typically have more service on the weekends than during the workweek. For this reason, we have to get extra crews into position to fly the extra flights on the weekends as many of the flights are too long to do as a round trip. i.e. EWR-AUA-EWR. In that case you'd DH pilots EWR-AUA who would then turn around and fly the airplane back to EWR. They'd be booked into F, if available at time of booking, because of the length of the flight and that they will be flying the return leg in the same FDP. If a crew were to fly EWR-AUA then DH back, in the same FDP, they would not be booked into F because they'd be going into rest when they reached EWR instead of flying another leg(s). They would be on the upgrade list but they would be below all revenue passengers.
As to duty period (FDP in 14 CFR 117), the crew that DH'd then flew would be on-duty for the DH. The crew that flew first then DH'd would not be on-duty on the DH but they would also not be in rest, either. Their rest would not start until they were released at the end of the DH and they would have to have the required rest before they could start a new flight duty period.
No, on a flight that long the crew would have to go into rest after the DH before they could operate another flight as the FDP would exceed max limits. DH isn't rest.
Deadheading time does not qualify as required rest time and it may, or may not, count as duty time depending on what else happens in the duty period.
We are only booked into F on very long flights or on medium-length flights when we will operate (fly) another leg(s) in the same flight duty period (FDP) without an intervening rest period
For example, the Caribbean islands typically have more service on the weekends than during the workweek. For this reason, we have to get extra crews into position to fly the extra flights on the weekends as many of the flights are too long to do as a round trip. i.e. EWR-AUA-EWR. In that case you'd DH pilots EWR-AUA who would then turn around and fly the airplane back to EWR. They'd be booked into F, if available at time of booking, because of the length of the flight and that they will be flying the return leg in the same FDP. If a crew were to fly EWR-AUA then DH back, in the same FDP, they would not be booked into F because they'd be going into rest when they reached EWR instead of flying another leg(s). They would be on the upgrade list but they would be below all revenue passengers.
As to duty period (FDP in 14 CFR 117), the crew that DH'd then flew would be on-duty for the DH. The crew that flew first then DH'd would not be on-duty on the DH but they would also not be in rest, either. Their rest would not start until they were released at the end of the DH and they would have to have the required rest before they could start a new flight duty period.
No, on a flight that long the crew would have to go into rest after the DH before they could operate another flight as the FDP would exceed max limits. DH isn't rest.
FAB
Last edited by WineCountryUA; May 18, 2017 at 10:18 pm Reason: merging consecutive posts by same member -- please use multi-quote
May 18, 2017, 10:48 pm
#54
Join Date: Apr 2017
Posts: 575
Domestic F is royal treatment?
May 18, 2017, 11:32 pm
#55
Join Date: Aug 2002
Location: Here, there, and everywhere
Posts: 540
Also don't forget employees can and DO buy tickets just like everyone else. I recently purchased a P class fare from my base to my home. My choice was a middle seat with no legroom or pay a few dollars more and take the P class seat...of course I took the P class seat. I had no choice to fly in uniform as I had just arrived and didn't have time to change clothes.
So many people make assumptions that are inaccurate. I'm sure someone thought I had poached their upgrade.
So many people make assumptions that are inaccurate. I'm sure someone thought I had poached their upgrade.
May 19, 2017, 5:46 am
#56
Join Date: Mar 2017
Programs: Does Non Rev count?
Posts: 588
The trial may be over, but the internet lynch mob, fueled by the unwashed masses, scumbag travel deal bloggers, and even FT itself (seeing as how this thread is linked to the front page) is still out to ruin United. Every article, every news story, every mention, whether United was right or wrong, comes with a clickbait title and a slanted story that makes it sound like United is always in the wrong. They're making it sound like the sky is falling on United's end and that couldn't be any further from the truth.
337 Destinations (airports served)
215 Domestic destinations (airports served)
122 International destinations (airports served)
54 Countries Served
4,496 Daily Departures
143 Million passengers in 2016
Now I'm not saying we don't have room to improve, but so does every other customer facing organization. United is a massive and far flung entity. With that many moving parts, things are bound to happen. Yes, unfortunately, people may get bumped, you many not get an upgrade or a PDB, but you know what you will get? Home safely....
May 19, 2017, 6:40 am
#58
Join Date: Aug 2008
Location: PHL
Programs: UA 1K 1MM, Marriott Gold, IHG Platinum, Raddison Platinum, Avis Presidents Club
Posts: 5,271
Or do you true get your pick of any open F seat?
Does sitting in F count towards your "rest time" versus sitting in Y?
May 19, 2017, 6:45 am
#59
Join Date: Jul 2005
Location: back in the saddle in AMWAJ
Programs: EK PLAT 2022-2023, UAplat soon to be LH senator!
Posts: 367
question for any ual pilots on here....i have had to opportunity a few times to sit next to pilots in F & Y....i've been told that its in the pilot contract that they are booked into F in certain situations(dead heading and training in denver) can any ual person confirm or deny this?
May 19, 2017, 6:56 am
#60
Join Date: Aug 2010
Location: KEWR
Programs: Marriott Platinum
Posts: 794
question for any ual pilots on here....i have had to opportunity a few times to sit next to pilots in F & Y....i've been told that its in the pilot contract that they are booked into F in certain situations(dead heading and training in denver) can any ual person confirm or deny this?