The problem is that the union agreements and the management are both archaic state monsters of the past – the implementation of policies that monitor and support staff in equal measures are essential to bringing BA into the modern world.
The ability of cabin crew, management, drivers and other support staff to maintain their privileged positions of relatively high pay for the industry and a large number of staff – where others have managed easily with fewer – is simply a product of that heritage and continue to influence the thinking that perpetrates what the cabin crew on this thread write.
This has continued as the company – though forced on European routes to face low cost competition and up the game accordingly – still has a relatively protected position competitively, as no other can hope to compete with the route structure offered by BA to any London-based business. Businesses would not otherwise choose to fly BA these days with the service levels offered in many cases.
That is changing slowly, but don’t doubt that it will change faster once the EU renegotiate to remove Bermuda II.
The cabin crew ballot is quite frankly greedy – HOWEVER against the background of a management system that is ineffective and cannot sell policies such as the sickness monitoring to the staff effectively; their position is therefore entirely understandable.
An incorporation of cabin crew management with flight crew management is entirely sensible to reduce headcount at management level and enhance management of all crew with manageers who are effective for all staff, thereby eliminating any infighting between these two departments whose safety critical function is eroded by constant bickering and misunderstanding of each other.
Face facts though – with higher fuel costs in the future, the wages paid for what is effectively a job that can be done (legally) with just a few days training are excessive. The premium on top of that for ensuring a good cabin service above competitors and London weighting should not create a package anywhere near as high as it is.
Cabin crew / flight crew pay comparisons are irrelevant, as the latter requires 18 months training and in these days significant capital outlay.
The real comparison is with ground jobs that require erratic working hours in customer service roles with a strong element of responsibility. In this case grossly overpaid is not unjust. How can pay that – incorporating allowances and flight & duty pay – exceeds that of many professionals and graduates be justified? Recruitment policy should perhaps be reconsidered, when one experiences the appalling service levels of particular staff across all cabins – that is management’s problem again however.
All those are moot points however where the management and staff cannot work together. Blame never entirely lies with any one side.