grip-pipe
24th Feb 2005, 10:14
LongJohn on a different thread put forward the observation we as a work group appeared to headed in a race to the bottom. That thread seems a little diverse at the moment so here's another go at some discussion.
First light aircraft GA is dead, it merely requires a proper funeral. It now becomes harder to find a start to develop experience, true but light aircraft GA is not simply a feed stock for the airline industry, or the ideal stepping stone to heavy aircraft airlines. GA's market has withered and died, end of story, its not attractive as a pastime, its no longer affordable for agricultural properties, its importance as a quick form of transport is now over with the improved highways, freeways and modern cars. The car murders GA as it is the major airlines competitor. Where GA once was is now part of history. The technology is dated, the equipment clapped out and its discomfort unwanted.
It is not a race to the bottom it is the bottom. The golden age of jet transport with high yield but low cost loads has vanished with mass transports minimum cost operational focus. As the avenue of a diversified and healthy aviation sector receded so di the ability to obtain skills and qualifications. 1989 saw globalisation arrive to the piloting world and ten years of deregulation has now taken its toll. Apart from QF every other major heavy jet equipment operator functions via EBA's or Workplace Agreements with capped wages and allowances, roster flexibility is non existant and they have aircrew pay for their training, that is you do. So your buying yourself a job.
All the corporate sharpening has been on labour and labour costs, training costs heaps much better if the employee presents qualified at their cost. Piloting has not changed pilots like every other occupation have always had to pay for their base grade training. The issue is the offloading of what are proper business internal costs, that is endorsement training onto the employees pilots. Everyone knows that unless your lucky enough to get a start at QF every other hirer makes you pay, that's the way all those companies do business simple. Because there are more drivers than positions, then we have no market clout, it has ever been thus.
Here's the rub! All this job buying via paying for endorsements has nicely occured in the start up phase of these businesses, it has not seemed a too high a price to pay to get a position flying good equipment at reasonable salary levels and good prospects, OR was it?
So let's fast forward to where we are going. It is now several years down the track of travelling shiftwork and ad hoc roster changes, you have an upgrade opportunity to a command or a new type, great, one problem, you now have a house a car and kids and no $ for the upgrade, that is your command slot. Now you can not buy yourself a job. Your stuck.
Best solution is a Tax Office ruling to make the companies have type training put back into the business cost box. A dollar or two on the ticket is cheaper than a redraw on your mortgage. But who is going to do that?
First light aircraft GA is dead, it merely requires a proper funeral. It now becomes harder to find a start to develop experience, true but light aircraft GA is not simply a feed stock for the airline industry, or the ideal stepping stone to heavy aircraft airlines. GA's market has withered and died, end of story, its not attractive as a pastime, its no longer affordable for agricultural properties, its importance as a quick form of transport is now over with the improved highways, freeways and modern cars. The car murders GA as it is the major airlines competitor. Where GA once was is now part of history. The technology is dated, the equipment clapped out and its discomfort unwanted.
It is not a race to the bottom it is the bottom. The golden age of jet transport with high yield but low cost loads has vanished with mass transports minimum cost operational focus. As the avenue of a diversified and healthy aviation sector receded so di the ability to obtain skills and qualifications. 1989 saw globalisation arrive to the piloting world and ten years of deregulation has now taken its toll. Apart from QF every other major heavy jet equipment operator functions via EBA's or Workplace Agreements with capped wages and allowances, roster flexibility is non existant and they have aircrew pay for their training, that is you do. So your buying yourself a job.
All the corporate sharpening has been on labour and labour costs, training costs heaps much better if the employee presents qualified at their cost. Piloting has not changed pilots like every other occupation have always had to pay for their base grade training. The issue is the offloading of what are proper business internal costs, that is endorsement training onto the employees pilots. Everyone knows that unless your lucky enough to get a start at QF every other hirer makes you pay, that's the way all those companies do business simple. Because there are more drivers than positions, then we have no market clout, it has ever been thus.
Here's the rub! All this job buying via paying for endorsements has nicely occured in the start up phase of these businesses, it has not seemed a too high a price to pay to get a position flying good equipment at reasonable salary levels and good prospects, OR was it?
So let's fast forward to where we are going. It is now several years down the track of travelling shiftwork and ad hoc roster changes, you have an upgrade opportunity to a command or a new type, great, one problem, you now have a house a car and kids and no $ for the upgrade, that is your command slot. Now you can not buy yourself a job. Your stuck.
Best solution is a Tax Office ruling to make the companies have type training put back into the business cost box. A dollar or two on the ticket is cheaper than a redraw on your mortgage. But who is going to do that?