Do not be unduly disturbed by anecdotal evidence of the lengths to which SQ will go in their quest to achieve their aims (read cost cut targets) – what you write of is SOP for the present flt ops management and is regarded as the normal cut and thrust of industrial relations. As it happens, I can lend support to your narrative, as I had heard the story first hand a month ago from an ex Air India, SQ colleague, who knows two of the Indian Airlines pilots personally. Such, in fact, is the reputation of SQ on the sub-continent (and indeed world-wide), that the guys wisely refrained from tendering their resignations to IA and merely took extended leave until they were able to judge the situation in SQ land! Smart guys!
You may be interested to note that a similar situation arose 3-4 years ago when a group of South African pilots, all 747 qualified, took extended leave from SAA, to join SQ on either the –300 or –400 fleet, the latter badly in need of a pilot influx. When they arrived in Singapore with families and possessions in tow, they similarly found that “the situation had changed” and they were then obliged to train on the 340 fleet or return to SA, suffering substantial financial penalty. The reason for this? SQ needed to bond and bank guarantee the pilots (S$300,000/S$45,000 – the latter in up front cash to a Singapore bank to provide collateral for the BG!) so that when they quickly realized the mistake they had made in joining SQ, they could not just resign and find another job elsewhere. As it happened SAA financially underwrote the pilots but any early leavers (before five years) would have to come to a settlement with SAA, to refund the settlement required of SAA by SQ.
If your posting is an oblique fishing trip to gauge the advisability of applying to SQ, may I paraphrase GBS in his “advice to those about to …. – don’t”. What happened to the Indian and the South African groups has happened to dozens of individuals in their dealings with the “world’s best airline” and could indeed happen to you. The situation has not changed – SQ is desperate for 310 pilots and will go to any lengths to fill the vacant slots, so, although you may interview for and be offered a fancy type, you may end up consigned to three years or so as a galley slave on this self same fleet – that is unless, of course, you are already 310 qualified, in which case you would never go near the fleet, in an un-bonded state but would guarantee to go (bonded and BG’ed) to a fancier fleet (still on very poor pay). Isn’t life great in Wonderland?
Whilst I am writing on this theme, perhaps those UK pilots considering applying for London basings on the SQ 744 fleet may wish to consider a couple of points:
1. The intention is shortly to advertise these positions in FI using the newly offered pay scales in the ad series. As these scales are currently under Singapore Industrial Arbitration Court binding arbitration proceedings, the outcome of which is far from certain, this move may be considered somewhat ambitious and, indeed, the “situation may have changed” again for any pilot who accepts the Republic’s shilling and arrives to start the indoctrination course at rates somewhat below those expected.
2. The UK Inland Revenue is now fully up to speed on Singapore Airlines (Mauritius) Ltd – the employing company for this particular exercise and will shortly be bringing to bear the full weight of IR investigations on ex BA 744 fleet employees who presently purport to be non-resident UK (Cyprus seems to be the vogue for accommodation addresses) and who top up their BA pensions with the little earners from SQ. Those future ex BA employees who wisely do not attempt this little dodge may care to tot up the tax bill on pension and projected SQ earnings and then weigh the incremental after-tax benefit gained from joining SQ.
Good luck to all aspirants.