BA Direct Entry Pilot.
I took BA over an imminent command at Ryanair and would do so any day of the week. I far prefer moaning about BALPA to "working" for an airline with no union representation. Battles with management over rosters and T&Cs are hardly unique to BA. The whole experience of going to work (LHR embuggerance and driving half the M25 included) is significantly better than anything I had at FR.
Wider morale within the organisation isn't great, and the holy grail it certainly isn't, but I would still describe the job as first among equals. If you have no desire ever to do LH and you are at EZY say, consider carefully. If you are at Ryanair, I'd jump at the chance. If you just want longhaul Virgin is just as good an option, better in some ways given their lower annual hour limit and beach fleet options.
Wider morale within the organisation isn't great, and the holy grail it certainly isn't, but I would still describe the job as first among equals. If you have no desire ever to do LH and you are at EZY say, consider carefully. If you are at Ryanair, I'd jump at the chance. If you just want longhaul Virgin is just as good an option, better in some ways given their lower annual hour limit and beach fleet options.
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The sad fact of the matter is that flying is not what it was. Everyone wants to fly for next to no money, and yet the airlines' costs are forever increasing. The Brexit induced pummelling of the pound must be costing something like £150-£200m per quarter at the moment, and management are bound to be looking for ways to try and offset that. Who knows when the pound will rise again? IAG is not alone. Check out EasyJet's share price. Sadly EASA FTLs have been adopted as a target rather than a limit, but I'm not sure anyone expected anything else in such a competitive environment. Full-time shorthaul flying within the UK is no longer a sustainable lifestyle. There it is in black and white.
Most people are seeing longhaul as the way out, and so I guess they see BA as attractive even if they are close to a command at an LCC. Even if they have to accept a decrease in Ts & Cs in the short term by accepting a shorthaul placement, it is perceived as The price to pay to attain the goal that is longhaul flying. And then once you finally get to longhaul, all will be good. The flaw in that thought process is that I've flown with long haul DEPs who regret their decision to join too!
In my own personal opinion, longhaul in BA is still not bad, but the changes to lifestyle over just a few years have been severe. Unfortunately, I think it will only be a few more years before it too is unsustainable over an entire career on a full-time contract. It is the way of the world. Custom and practice dictates that BA say "Jump" and BALPA will say "How high?". Why does this happen? Probably because BALPA knows that to refuse will cost them and the pilots dearly.
Most people are seeing longhaul as the way out, and so I guess they see BA as attractive even if they are close to a command at an LCC. Even if they have to accept a decrease in Ts & Cs in the short term by accepting a shorthaul placement, it is perceived as The price to pay to attain the goal that is longhaul flying. And then once you finally get to longhaul, all will be good. The flaw in that thought process is that I've flown with long haul DEPs who regret their decision to join too!
In my own personal opinion, longhaul in BA is still not bad, but the changes to lifestyle over just a few years have been severe. Unfortunately, I think it will only be a few more years before it too is unsustainable over an entire career on a full-time contract. It is the way of the world. Custom and practice dictates that BA say "Jump" and BALPA will say "How high?". Why does this happen? Probably because BALPA knows that to refuse will cost them and the pilots dearly.
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2 whites 2 reds gave a similar experience to myself.
I'm a relatively newish joiner on LH. I think from the reading it's somewhat fleet dependant. I haven't been all that bowled over with my decision. This has been hard to stomach as I worked like a Trojan to join. I'm hopeful my view will change and I am working hard to keep my chin up with it.
For me the lifestyle and tiredness (dirty F word) are a problem. It's a dynamic situation (in the downward sense). Having tried LH elsewhere I don't feel the level of workload at the minute with the style of LH flying BA carries out goes hand in hand with the long term. It's 5 sometimes 6 complete nights sleep missing a month you never get back with lots of 2 "days off" between trips. Essentially it feels like long haul on a short haul roster.
You come back from a trip, spend the time off trying to recover and due to short time off go away again still not recovered - after a while you are simply frazzled. I work hard spending most of my time off dedicated to trying to recover, my own life seeming a sideline.
I do sense the tone from the machine is they want more. Already subtle tweaks here and there. With this sentiment perceptible from above I have asked myself what more my body can give. What is already in place is different to what was on the table when I joined and its still moving. I cannot see myself doing this for the next lot of decades. I'd have to take part time I think if they will give it to me or even look at other options. Something I didnt think id be saying.
BA is a good company itself. Its a little austere and icyly corporate - whether they know they come across like this or not. The pay is decent, the pension is still pretty decent, staff travel is ok, i wouldnt say its as great as you might expect from a huge scheduled airline. The leave is good and spread out - there's no "trump" off day system. From what I hear the line managers seem to be very helpful if something goes wrong for you in life which is good to know.
All my own perception and im sure there are people very happy there, it is a vast company.
I'm a relatively newish joiner on LH. I think from the reading it's somewhat fleet dependant. I haven't been all that bowled over with my decision. This has been hard to stomach as I worked like a Trojan to join. I'm hopeful my view will change and I am working hard to keep my chin up with it.
For me the lifestyle and tiredness (dirty F word) are a problem. It's a dynamic situation (in the downward sense). Having tried LH elsewhere I don't feel the level of workload at the minute with the style of LH flying BA carries out goes hand in hand with the long term. It's 5 sometimes 6 complete nights sleep missing a month you never get back with lots of 2 "days off" between trips. Essentially it feels like long haul on a short haul roster.
You come back from a trip, spend the time off trying to recover and due to short time off go away again still not recovered - after a while you are simply frazzled. I work hard spending most of my time off dedicated to trying to recover, my own life seeming a sideline.
I do sense the tone from the machine is they want more. Already subtle tweaks here and there. With this sentiment perceptible from above I have asked myself what more my body can give. What is already in place is different to what was on the table when I joined and its still moving. I cannot see myself doing this for the next lot of decades. I'd have to take part time I think if they will give it to me or even look at other options. Something I didnt think id be saying.
BA is a good company itself. Its a little austere and icyly corporate - whether they know they come across like this or not. The pay is decent, the pension is still pretty decent, staff travel is ok, i wouldnt say its as great as you might expect from a huge scheduled airline. The leave is good and spread out - there's no "trump" off day system. From what I hear the line managers seem to be very helpful if something goes wrong for you in life which is good to know.
All my own perception and im sure there are people very happy there, it is a vast company.
Last edited by Spookster; 7th Oct 2016 at 15:38.
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Lots of good points being made. I escaped SH to LH this year, and even being bottom 20% on my new fleet I have far more control of my workload than I did on the Airbus at Lhr. I'm a lot less tired and far more with it compared to 3 day, 10 sector disaster missions via T5 and T3. Even with nights out of bed it feels like a new job, new airline. And I have a young family and enjoy drinking as much beer as possible down route. The difference to me is night and day. I can do another 30 odd years LH.....I think. If I go part time....
So if you are recently joined on SH don't give up hope, I too had a "WTF have I done" moment during the first couple of years in the company having walked away from command at a Loco. With time in the company and seniority come options - and that is why I joined BA. A career path of sorts.
In short, all IMHO, BA short haul is a bloody disaster. Long haul is do-able, but 30-40 years of any form of full time flying....thanks EASA and welcome to the future.
A quick point re Balpa, lots of understandable griping over their supposed inaction but what they have done is keep all pilots on one Master Seniorty List, and kept all work in house - no mean feat given the reality of the aviation world outside BA. After 5 years in the company I had the seniority to bid for any LH co-pilot seat or go left seat SH Airbus Lhr or Lgw - those options were on the table solely because of the direction the Balpa guys have taken us. Keeping the career path open has involved some painful decisions, particularly for SH.
Ultimately, the comms from the union suggest (reading between the lines) that BA will keep our pay scales relatively intact, but the bidding system, lifestyle control and ability to self manage your workload that has for decades set BA apart from other airlines, are all features that are becoming nigh on impossible to defend in a new world of low cost thinking from a very aggressive management team.
When I joined the Training Captain at my sim assessment said something along the lines of "BA is a good company to work for on balance, but it is totally unrecognisable from the company I joined 20 years ago. I recommend working here but you must accept the company you are joining now will be completely unrecognisable in another 20 years." I remember thinking that was bloody good advice.
So if you are recently joined on SH don't give up hope, I too had a "WTF have I done" moment during the first couple of years in the company having walked away from command at a Loco. With time in the company and seniority come options - and that is why I joined BA. A career path of sorts.
In short, all IMHO, BA short haul is a bloody disaster. Long haul is do-able, but 30-40 years of any form of full time flying....thanks EASA and welcome to the future.
A quick point re Balpa, lots of understandable griping over their supposed inaction but what they have done is keep all pilots on one Master Seniorty List, and kept all work in house - no mean feat given the reality of the aviation world outside BA. After 5 years in the company I had the seniority to bid for any LH co-pilot seat or go left seat SH Airbus Lhr or Lgw - those options were on the table solely because of the direction the Balpa guys have taken us. Keeping the career path open has involved some painful decisions, particularly for SH.
Ultimately, the comms from the union suggest (reading between the lines) that BA will keep our pay scales relatively intact, but the bidding system, lifestyle control and ability to self manage your workload that has for decades set BA apart from other airlines, are all features that are becoming nigh on impossible to defend in a new world of low cost thinking from a very aggressive management team.
When I joined the Training Captain at my sim assessment said something along the lines of "BA is a good company to work for on balance, but it is totally unrecognisable from the company I joined 20 years ago. I recommend working here but you must accept the company you are joining now will be completely unrecognisable in another 20 years." I remember thinking that was bloody good advice.
BMRR..
Excellent post, one observation
Fair point, but at danger of going off at a tangent increasingly that seems to be the leading item in any newsletter, and almost the Union's only "raison d'etre" at BA....as you know we've just had another major impostion of agreement change by BA and the relevant newsletter leads with :
" We find ourselves in the fortunate position of having over 4,000 pilots in BA for the first time, following a sustained period of growth and unprecedented pilot recruitment. We have succeeded in maintaining a single pilot workforce within the airline"..
Well yes, well done, but rather than starting the newsletter by patting yourself yet again on the back it might have been better to cut to the chase and tell us about what is going to be done over yet another line in the sand being crossed. I honestly think it is time we were told if the endless emphasis from some at BALPA about BA pilot numbers and the single seniority list are actually hints about some unspoken threat from IAG which could lead to a reduction in headcount if BALPA stands firm on anything, at all........err, ..sorry...(/rant and thread drift off....)
BTW I think your last two paras were spot on, and your Training Captains advice was excellent.
Excellent post, one observation
A quick point re Balpa, lots of understandable griping over their supposed inaction but what they have done is keep all pilots on one Master Seniorty List, and kept all work in house
" We find ourselves in the fortunate position of having over 4,000 pilots in BA for the first time, following a sustained period of growth and unprecedented pilot recruitment. We have succeeded in maintaining a single pilot workforce within the airline"..
Well yes, well done, but rather than starting the newsletter by patting yourself yet again on the back it might have been better to cut to the chase and tell us about what is going to be done over yet another line in the sand being crossed. I honestly think it is time we were told if the endless emphasis from some at BALPA about BA pilot numbers and the single seniority list are actually hints about some unspoken threat from IAG which could lead to a reduction in headcount if BALPA stands firm on anything, at all........err, ..sorry...(/rant and thread drift off....)
BTW I think your last two paras were spot on, and your Training Captains advice was excellent.
Last edited by wiggy; 7th Oct 2016 at 17:35.
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This makes very interesting reading indeed. I joined in the spring straight onto longhaul having previously been an Easy skipper. I completely second the somewhat disillusioned thoughts of those above. I genuinely enjoyed the flying at Easy more than I do at BA. I too am more tired than I used to be (several nights a month of lost sleep are already taking their toll) and I wonder if even a 75% part time option would be sufficient to recover. A good friend of mine joined on the 747 from Ryanair (also a former skipper) and truly hates it. Now that is saying something! Yes, it has its advantages but if you're approaching or already have a loco command and are based in the country of your choice, think very carefully about a job at BA. I miss my old 4 sector days, believe it or not! No jetlag, no nights out of bed, 3 or 4 days off after a hard week, no living out of a suitcase, better salary. All worth considering in my view!
jwscud makes a fair point,
Despite rumours to the contrary regardless of the airline Long haul can be v hard on the body, especially the 2 pilot stuff across the pond or similar which usually involves a day flight, 24 hour slip and then a night shift home... 2 clear days at home, wash and repeat. I've certainly seen a few internal transfers from BA shorthaul come to Longhaul and not settle at all and try to get back to short haul ASAP, so it is not just a LoCo to BA thing - Long haul can be a lifestyle that some people simply don't adapt to. I'd also add that when it was 600-700 hours flying a year full time it was sustainable, nowadays most mere mortals are going to need to be on part time even in Long haul to survive a full career.
Despite rumours to the contrary regardless of the airline Long haul can be v hard on the body, especially the 2 pilot stuff across the pond or similar which usually involves a day flight, 24 hour slip and then a night shift home... 2 clear days at home, wash and repeat. I've certainly seen a few internal transfers from BA shorthaul come to Longhaul and not settle at all and try to get back to short haul ASAP, so it is not just a LoCo to BA thing - Long haul can be a lifestyle that some people simply don't adapt to. I'd also add that when it was 600-700 hours flying a year full time it was sustainable, nowadays most mere mortals are going to need to be on part time even in Long haul to survive a full career.
Last edited by wiggy; 7th Oct 2016 at 20:53.
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Just to add to wiggy's point, I actually have flown LH in the past, albeit different type - it wasn't nearly as tiring. So for me it's not that I can't stomach long haul itself. It's the combination of the BA style of LH coupled they do not mitogate that with a healthy level of work, addtionally the minimum time off between trips due to the way credit/cap works make it so destroying. You simply can't get away doing that in LH for 40 years without something breaking. Normally on the body first.
Every return is a deep night and there is often only regional airline length of days off afterwards. It simply isn't enough to recover let alone have a life that involves human interaction beyond a grunt. When I looked at sample rosters prior to joining it seemed 3 days plus were the norm after trips. Even at that, I knew that having done LH that was ok, not ideal but ok. The reality when I got here was semmingly different. It seems every minute there's a sentiment or e mail from above regarding working levels. I do regret my choice at the minute.
That said, I am aware that having been here just over a year it maybe worth giving it some time, have to see how it pans out. Like I said the company are decent and there are many benefits so that side is good.
Every return is a deep night and there is often only regional airline length of days off afterwards. It simply isn't enough to recover let alone have a life that involves human interaction beyond a grunt. When I looked at sample rosters prior to joining it seemed 3 days plus were the norm after trips. Even at that, I knew that having done LH that was ok, not ideal but ok. The reality when I got here was semmingly different. It seems every minute there's a sentiment or e mail from above regarding working levels. I do regret my choice at the minute.
That said, I am aware that having been here just over a year it maybe worth giving it some time, have to see how it pans out. Like I said the company are decent and there are many benefits so that side is good.
Last edited by Spookster; 8th Oct 2016 at 05:54.
Sorry to hear that. Problem was for a while some (even well meaning folk) were using traditional Bidline as part of the sales pitch. Under that system you'd often see at least 3 days of between trips and still have a chance of making CAP. As you say the reality has very rapidly changed and now on many lines you're more likely to see 2 days off. Worse still is if you've got have by good fortune got a big gap in your published line regardless of how hard you've worked previously you'll need to consider opting to do extra work yourself or risk being Assigned work in the gap, so even if you've made CAP there's no respite, something that was utterly utterly unthinkable even a couple of years ago.
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Wiggly
I'm obviously missing something??
If annual CAP (your contracted work commitment) has not changed, and the Duty Rig (calculation of a trip's 'worth') has not changed. On Long Haul at least, how can you have fewer days off????
Notwithstanding Roster Assign, which generally only affects a few people on any status.
I accept SH has been totally sold down the river by the BACC, and their 'so called' SH reps, many of whom were on Long Haul, and some of whom had never flown a single aisle Airbus!!!!
Under that system you'd often see at least 3 days off between trips and still have a chance of making CAP. As you say the reality has very rapidly changed and now on many lines you're more likely to see 2 days off.
If annual CAP (your contracted work commitment) has not changed, and the Duty Rig (calculation of a trip's 'worth') has not changed. On Long Haul at least, how can you have fewer days off????
Notwithstanding Roster Assign, which generally only affects a few people on any status.
I accept SH has been totally sold down the river by the BACC, and their 'so called' SH reps, many of whom were on Long Haul, and some of whom had never flown a single aisle Airbus!!!!
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For me, there is a small element of left to right regret but the main issue is longhaul and its physical effect on my body and mind. I've turned into a miserable git at home! As far as BA itself is concerned - no grumbles. Everyone is very friendly and training was enjoyable. I just don't see longhaul as a way of life for more than a couple of years without - as someone said - something breaking. And sadly a move to SH seems like a no-go at the moment due to lack of lifestyle and levels of work. I'd always held out hope that once into BA my career would be 'sorted' but sadly it's left me wondering if flying is even for me. It's not so much a BA thing - more an industry thing I guess.
4468
I understand the scepticism but one look at my diaries and logbook shows it to be so, though I appreciate that's almost ancient history by some standards.
More recently there have been more lower credit three day trips than their used to be on some fleets ; some of it the routes, basically "Short Longhaul"...some of it with the newer equipment is down to faster flight times..often marginal differences but they add up, so yes you may well need to work more days to make CAP....Whilst I accept forced assign (FA) only effects a few how many people now feel they have to bid for a trip of their choice to CAP + to try and avoid being FA'd in the first place? It's no wonder people are having problems controlling their banks...something which of course is not going to be helped by the recent change.
how can you have fewer days off????
More recently there have been more lower credit three day trips than their used to be on some fleets ; some of it the routes, basically "Short Longhaul"...some of it with the newer equipment is down to faster flight times..often marginal differences but they add up, so yes you may well need to work more days to make CAP....Whilst I accept forced assign (FA) only effects a few how many people now feel they have to bid for a trip of their choice to CAP + to try and avoid being FA'd in the first place? It's no wonder people are having problems controlling their banks...something which of course is not going to be helped by the recent change.
Last edited by wiggy; 8th Oct 2016 at 07:06.
Just found this thread (as a link from the BALPA forum) and am VERY impressed at how fair and balanced the comments are.
I have just moved to LHS on L/H and for ME the move has been a complete joy! Lots of years LHS on the airbus flogging around Europe was very hard work indeed. I thoroughly enjoyed the flying, with lots of really top people, but the ‘LHR factor’ is awful. Long taxi times, no stands available, no tugs etc etc and the slothful union driven working practices from ground staff can make it much more challenging and energy sapping than it needs to be. Unfortunately, particularly with the new EASA limits S/H in BA has become very, very tiring indeed.
The L/H lifestyle suits me very well. I seem to do a good job ‘managing’ jet-lag and find that I am much more refreshed after a L/H trip than I was after a multi-day S/H tour. That said I enjoy the benefit of lots of 3-person trips and the bunks really are very comfy indeed.
The BIGGEST problem at present in BA is the VERY LOW MORALE amongst all staff – not just pilots. The level of ‘management’ is really poor and there appears to be a complete breakdown in trust between 90% of senior managers and pilots. Decisions are made by bean-counters!!! Cost of everything and value of nothing is very much the BA bean-counter mantra!
I feel that the BALPA guys and girls have received a lot of unfair stick over the last few pages. Particularly with the many problem areas at the present time it would be inappropriate for them to make too much comment – in case comments could be used by legal teams later. I cannot see BA pilots taking strike action, but I do feel that some kind of go slow is very much on the cards.
One thing is a definite – the vast majority of BA pilots have always been very ‘on-side’ and willing to go the extra mile. I see that coming to an end and for the first time in decades I feel that I will not be busting a gut any more.
Challenging times ahead for pilots in BA! I echo the balanced comments of DEPs above, but the variety, options for fleet and seat changes and ‘job security’ still mean BA is a good option – even with dreadful management!!!
I have just moved to LHS on L/H and for ME the move has been a complete joy! Lots of years LHS on the airbus flogging around Europe was very hard work indeed. I thoroughly enjoyed the flying, with lots of really top people, but the ‘LHR factor’ is awful. Long taxi times, no stands available, no tugs etc etc and the slothful union driven working practices from ground staff can make it much more challenging and energy sapping than it needs to be. Unfortunately, particularly with the new EASA limits S/H in BA has become very, very tiring indeed.
The L/H lifestyle suits me very well. I seem to do a good job ‘managing’ jet-lag and find that I am much more refreshed after a L/H trip than I was after a multi-day S/H tour. That said I enjoy the benefit of lots of 3-person trips and the bunks really are very comfy indeed.
The BIGGEST problem at present in BA is the VERY LOW MORALE amongst all staff – not just pilots. The level of ‘management’ is really poor and there appears to be a complete breakdown in trust between 90% of senior managers and pilots. Decisions are made by bean-counters!!! Cost of everything and value of nothing is very much the BA bean-counter mantra!
I feel that the BALPA guys and girls have received a lot of unfair stick over the last few pages. Particularly with the many problem areas at the present time it would be inappropriate for them to make too much comment – in case comments could be used by legal teams later. I cannot see BA pilots taking strike action, but I do feel that some kind of go slow is very much on the cards.
One thing is a definite – the vast majority of BA pilots have always been very ‘on-side’ and willing to go the extra mile. I see that coming to an end and for the first time in decades I feel that I will not be busting a gut any more.
Challenging times ahead for pilots in BA! I echo the balanced comments of DEPs above, but the variety, options for fleet and seat changes and ‘job security’ still mean BA is a good option – even with dreadful management!!!
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Couldn't agree more.
Wiggy
All I'm trying to do here is 'pressure test' the claim that LH works more days than it did? Or more precisely, understand WHY we might?
Annual CAP has not changed significantly? (Though CAP overrun in certain months can be significant.) Also the duty rig (on LH) has not changed either. In any event, LH credit is usually based on nothing more than 'block time'.
So my two questions are; what are these 'new' "Short Longhaul" destinations, and how much faster is the new equipment?
Because I don't think they're the reasons we are working harder.
In any event, significant numbers on LH always worked very close to 900 hours. That limit hasn't (yet) changed. So if they have remained on the same status, with similar destinations, how CAN they be working any harder?
I think you have to look elsewhere for your answers!
Edited to add: Obviously SH has 'enjoyed' a seismic shift in output under the current BACC!
Couldn't agree more.
Wiggy
More recently there have been more lower credit three day trips than their used to be on some fleets ; some of it the routes, basically "Short Longhaul"...some of it with the newer equipment is down to faster flight times..often marginal differences but they add up, so yes you may well need to work more days to make CAP.
Annual CAP has not changed significantly? (Though CAP overrun in certain months can be significant.) Also the duty rig (on LH) has not changed either. In any event, LH credit is usually based on nothing more than 'block time'.
So my two questions are; what are these 'new' "Short Longhaul" destinations, and how much faster is the new equipment?
Because I don't think they're the reasons we are working harder.
In any event, significant numbers on LH always worked very close to 900 hours. That limit hasn't (yet) changed. So if they have remained on the same status, with similar destinations, how CAN they be working any harder?
I think you have to look elsewhere for your answers!
Edited to add: Obviously SH has 'enjoyed' a seismic shift in output under the current BACC!
I have to say as a recent addition to the pool, the last few pages on here paint a very bleak outlook on the airline I've worked so hard to join.
As an 8 year contractor to the company I 'provide a service' to, where I am on a zero hours contract, have spent many of my days off commuting back an forth to various bases in different countries for my entire career, where I have to pay for my uniform, food on board, medical renewals, sim checks, where I get zero pension, zero paid holiday/sick pay, zero travel benefits and zero loss of licence insurance, I find it hard to stomach that BA's management is dreadful compared to how bad it could be.
Is it likely that on the whole, as a human race, we are just never satisfied? Sure BA's management might be trying to squeeze more and more out of their workforce, but that's just the way of the world these days, and I'd love to know if there has ever been a BA pilot that has left to go seek work at the airline I describe.
If staff have low morale, I'm of the opinion that you simply can't just blame other people. I fully expect to work hard when I finally join, I want too! I'm pretty sure that if and when I meet someone in BA that tries to put a dampener on the company and morale, and then having explained where it is I've just come from, it will soon make them realise in fact they don't know how fortunate they are.
I bet the average office workers are tired on their 9-5 jobs Monday to Friday, working for a fraction of what we make, getting less days off a month then we get. Being tired by definition is the net result of 'work' and should be expected.
Of course people are all different. Different stages of their career and family life, so what might be tough for one person might be perfect for another. Everyone is entitled to their opinion, and the last few paragraphs is simply mine. I still can't wait to join. The last few pages have been extremely helpful though so thanks for all the input and advice. It would be foolish of me however to go to BA thinking everything is perfect there, what I'm certain of is it's a ridiculous amount better than where I am, and if BA management is dreadful, we're all in trouble.
As an 8 year contractor to the company I 'provide a service' to, where I am on a zero hours contract, have spent many of my days off commuting back an forth to various bases in different countries for my entire career, where I have to pay for my uniform, food on board, medical renewals, sim checks, where I get zero pension, zero paid holiday/sick pay, zero travel benefits and zero loss of licence insurance, I find it hard to stomach that BA's management is dreadful compared to how bad it could be.
Is it likely that on the whole, as a human race, we are just never satisfied? Sure BA's management might be trying to squeeze more and more out of their workforce, but that's just the way of the world these days, and I'd love to know if there has ever been a BA pilot that has left to go seek work at the airline I describe.
If staff have low morale, I'm of the opinion that you simply can't just blame other people. I fully expect to work hard when I finally join, I want too! I'm pretty sure that if and when I meet someone in BA that tries to put a dampener on the company and morale, and then having explained where it is I've just come from, it will soon make them realise in fact they don't know how fortunate they are.
I bet the average office workers are tired on their 9-5 jobs Monday to Friday, working for a fraction of what we make, getting less days off a month then we get. Being tired by definition is the net result of 'work' and should be expected.
Of course people are all different. Different stages of their career and family life, so what might be tough for one person might be perfect for another. Everyone is entitled to their opinion, and the last few paragraphs is simply mine. I still can't wait to join. The last few pages have been extremely helpful though so thanks for all the input and advice. It would be foolish of me however to go to BA thinking everything is perfect there, what I'm certain of is it's a ridiculous amount better than where I am, and if BA management is dreadful, we're all in trouble.
4468
I think our debate might be for another place, and I'm not about to turn this into a LH vs. Shorthaul argument....but briefly once you start batting around at the sort of Mach numbers the 380 and 787 do on longer sectors flight times come down, even slightly, and a flight time credit trip will have it's value reduced, (with the backstop of TAFB /4) , but nevertheless reduced - marginal perhaps on a daily basis but over year it will make a difference, especially if you're junior and have a significant number of such trips ( it was interesting to me to hear someone describe their situation as doing Longhaul on a shorthaul roster, you would never have describe it as such a few years back)
Short Longhaul would be something like a TLV nightstop ( which seems to switch between LH or ) or Cairo.
I think our debate might be for another place, and I'm not about to turn this into a LH vs. Shorthaul argument....but briefly once you start batting around at the sort of Mach numbers the 380 and 787 do on longer sectors flight times come down, even slightly, and a flight time credit trip will have it's value reduced, (with the backstop of TAFB /4) , but nevertheless reduced - marginal perhaps on a daily basis but over year it will make a difference, especially if you're junior and have a significant number of such trips ( it was interesting to me to hear someone describe their situation as doing Longhaul on a shorthaul roster, you would never have describe it as such a few years back)
Short Longhaul would be something like a TLV nightstop ( which seems to switch between LH or ) or Cairo.
Join Date: Mar 2010
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CAI (and TLV) are Longhaul routes flown on long range A321s with a LH cabin fit. As trips, they are handled slightly differently within the SH rule set (for example, a day off afterwards and a trip constructed to LH rules).