CJ was an ACMI operator for AF. Once it left the fold it lost its way a bit, and had 2 revenue streams; legacy work for AF and it's own routes out of LCY. VLM fits in here as well, but is not key to the story. It was this period that it failed to make any money.
Founder returned, and turned things around. At present lots of effort going into new ACMI work (CJ nordic, finland operation with CRJs) and charters (SSJ). RJ's on core operation need replacing, but can't use SSJ on LCY operation (can't land there yet) or AF network. The AF work is scheduled to ramp down by next year and the LCY operation has been more or less ignored of late.
Future seems to be a mix of ACMI contract work and charters. Crew flexibility is core to this. Recent events indicate that in future crew:
1) may find their base being changed at short notice having been given a base elsewhere at selection. Crew already in a base may also be moved.
2) find themselves bonded for the SSJ after having paid for the RJ rating.
3) the closest thing that there is to a rostering agreement at present are the ICAO FDP rules. You will work to the legal limits. Captain's Discretion seems to form part of operational planning. Fatigue is best managed by drinking coffee.
4) Because there is no rostering agreement, as crewing levels have collapsed, remaining crew have had more and more asked of them - think working more days every year, denied leave, disrupted rosters, and pressure to work days off.
4) There is presently a fixed roster, implemented presumably to stem the flow. However, it will only run until April 2017. After that, you will not know your days off more than one roster ahead. Your (statutory minimum) annual leave will frequently be denied, especially during the summer holiday period. Net result is that you will not be able to make or confirm any social plans more than 4-6 weeks ahead - assuming the roster is on time.
5) CJ used to be a company where the best thing about it was the crew, but so many have left that it's a completely different atmosphere. A lot of people are there to get their hours and move on.
7) The RJ's are literally falling to bits. It is unusual to have an aircraft not carrying defects. Due to frequent tech issues it is unusual to finish on time. The SSJ is too new to really comment; apparently it's great, but there have been a few issues. It's a new type and that is to be expected.
8) Operational 'planning' makes the situation worse, for example on some routes crew wait for scheduled hotel transport on minimum rest (10h) overnights. In accordance with FTL's 1h of this time can be spent travelling....Other routes the duty time is so very close to max FDP that discretion and delayed reporting is common.
That's the bad stuff. The good stuff is:
1) Pay is more or less OK, you will be paid in time and correctly. Irish Revenue take a fair chunk of allowances, but for the moment in the UK the HMRC tax treatment of allowances is generous meaning that Net pay is higher than at other (similar, i.e. Stobart, CityFlyer, Flybe) airlines.
2) Staff travel is OK.
3) Some of the flying is fun, especially if you enjoy simulator LOFT sessions.....
4) The company is secure for the moment. It's expanding very, very quickly, but on the back of investment capital. It is reasonable to assume that this investment will put the company on a more profitable path.
5) Recruitment is beginning to catch up with attrition so rosters/AL should improve.
6) The 7 year pay freeze seems close to being lifted. Though, perhaps the existence of a Seven. Year. Pay. Freeze. should be in the negatives section.
So, if I were to speculate why I and so many others before me have left, it would be that there is no good reason for them to stay; neither the pay, nor the flying, nor the lifestyle, nor the roster are better than the available alternatives (Aer Lingus, Jet2, EasyJet, BA, Ryanair even CityFlyer). But, CityJet is perfect for those who need some jet time to forward their career.
Last edited by throwaway85; 11th Sep 2016 at 21:11.