100 Qantas Pilots to join Jetstar
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You nare all wrong acutally, CTC is the company that is placing Easyjet pilots from previous cadet courses with Jetstar NZ. But the requirement to apply for the secondment (which by the way is only a short term 4 month placement) is to have atleast 1500 hours on type. CTC is offering $10,000 nzd per month and a conversion to the NZ ATPL for the contract. So they will be experienced.
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AH,
Thanks for the finer detail.
I knew cadets came from Easyjet however was not aware that they already had time with the airline.
I was in no way questioning the standard of the flight crews, cadets or otherwise ex EZY.
A good friend works in standards with BA and speaks extremely highly of all the crew/cadets who are ex Easyjet.
As I understand when things return to normal in Europe the cadets will rush back to Easyjet.
Good pay and conditions, fast progression to command and good representation from BALPA. Not like the race to the bottom mentality here.
I'm sure they will be surprised how bad the pay/conditions are with Low cost carriers in Australia/NZ.
Jetstar should have been looking for Ryanair cadets.They will be used to the mindset in these parts.
Thanks for the finer detail.
I knew cadets came from Easyjet however was not aware that they already had time with the airline.
I was in no way questioning the standard of the flight crews, cadets or otherwise ex EZY.
A good friend works in standards with BA and speaks extremely highly of all the crew/cadets who are ex Easyjet.
As I understand when things return to normal in Europe the cadets will rush back to Easyjet.
Good pay and conditions, fast progression to command and good representation from BALPA. Not like the race to the bottom mentality here.
I'm sure they will be surprised how bad the pay/conditions are with Low cost carriers in Australia/NZ.
Jetstar should have been looking for Ryanair cadets.They will be used to the mindset in these parts.
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hmmm, i wonder if any of us in the Q group will ever again see the opportunity to join a European airline like easyjet or ryanair on a 'short term contract'......sounds like a hell of a lot of fun!!!
doubt it though......
doubt it though......
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Well look on the brightside, at least you will get a command before you are to old to care, less bucks yes, but it is amazing what you can used to, send the missus and the kids if necessary, back to work, by the time krudd has finished with you, (no private medical reductions, more tax (to pay for the bogans to get more tatoos) no maternity leave assistance, and god only knows what other little surprises they have in store for us tomorrow, all because we got off our ar#e and studied for a profession in flying/aviation, and had the hide to make a buck, so going to JQ might be a blessing in disguise, less pay, less tax, for you young blokes, who knows you might be better off in the long run.
Spot on Teresa. You wont need as much money up in Darwin, the cost of the endorsement will be tax deductible (unless that changes tonight as well!), and you can salary sacrafice the cost of relocating all of your family.
Something about spitting Mr Hat?
Something about spitting Mr Hat?
teresa green
Just a clarification (and a bit of thread drift):
The maternity leave assistance which will be announced tonight is only means tested on the primary carer (i.e. usually the mother). Therefore you could earn $1 million but as long as your wife doesn't earn more than $150,000 you qualify. I agree the new rules on the private health insurance rebate are a kick in the nuts.
As for the command, I'm willing to wait if it means it's got a Kangaroo on the tail and flown under decent conditions.
Just a clarification (and a bit of thread drift):
no maternity leave assistance
As for the command, I'm willing to wait if it means it's got a Kangaroo on the tail and flown under decent conditions.
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Beg to differ Hotnhigh, the expense of living in Darwin is huge. I'm currently looking for another rental, and there is nothing decent under $700 a week. Happy hour at deck bar is the only thing cheap up here!
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Capt Kremin
You may well be right . . . but the 'rumour' might also be the result of a change in consumer sentiment to select cheaper fares (see below).
Also, if air fares have fallen between 20% - 40% (as reported below) and there are fewer people flying, those airlines with a lower cost base are probably in a better position for the current circumstances.
But this is based entirely on one article - perhaps there is more?
Cheers
Pedota
Air fares cheapest for decade
Jonathan Dart
May 13, 2009
AIR FARES are at their cheapest in more than a decade as airlines discount tickets in a contest for budget travellers.
The managing director of Webjet, David Clarke, has calculated that international fares have fallen, on average, by 40 per cent, and domestic fares by about 20 per cent, this year.
He said a range of factors had contributed to the bargains: a fall in demand for first-class and business-class tickets, increased capacity, greater competition and a fall in the number of tourists travelling from countries such as the US.
But the main trend has been a shift in consumer sentiment. Passengers are hunting for budget tickets and are not willing to pay the normal fare.(My emphasis).
New carriers such as Tiger Airlines have joined the domestic market in recent months, and Delta Air Lines will break into the trans-Pacific market in July.
Return fares to Los Angeles are about $1000, down from about $2000 a year ago, while return tickets to London cost about $1500, down from $2500.
"A major discount on domestic air fares was launched (last) Wednesday morning and the reaction from the travelling community was absolutely instantaneous," Mr Clarke said. "By 9am we were running at absolutely peak levels, so the market is very, very sensitive to bargains. It waits for them, it hunts them out."
A Flight Centre spokesman, Haydn Long, said there had been a fall in demand for long-haul international flights.
Mr Clarke said: "Where we've most noticed the change is the premium long haul, the top end of the market. The adventure market has been quite strong all year - those guys who are the backpackers and are not concerned about mortgages or job security."
While there is disagreement as to how long the discounting will last, Mr Long said current prices were unsustainable.
But for businesses, at least, the thrift mentality will be hard to shake.
Linda Brettell, managing director of Sanford Travel in Sydney, is working with a large number of her corporate clients to adjust to the recession.
She said there had been a significant reduction in first-class and business-class travel and an increase in teleconferencing as an alternative to travel.
But she said there were some important caveats for businesses trying to cash in on airlines' race to the bottom, with strict conditions being placed on the discount fares.
"Companies are going best fare or the cheapest fare of the day, however it is not always in their best interest - companies need to consider the real cost," Ms Brettell said.
"Buying the cheapest flights and pre-paying accommodation in full prior to travel leaves no flexibility for changes or cancellations and companies are forfeiting hundreds of dollars when travel plans change," she said.
You may well be right . . . but the 'rumour' might also be the result of a change in consumer sentiment to select cheaper fares (see below).
Also, if air fares have fallen between 20% - 40% (as reported below) and there are fewer people flying, those airlines with a lower cost base are probably in a better position for the current circumstances.
But this is based entirely on one article - perhaps there is more?
Cheers
Pedota
Air fares cheapest for decade
Jonathan Dart
May 13, 2009
AIR FARES are at their cheapest in more than a decade as airlines discount tickets in a contest for budget travellers.
The managing director of Webjet, David Clarke, has calculated that international fares have fallen, on average, by 40 per cent, and domestic fares by about 20 per cent, this year.
He said a range of factors had contributed to the bargains: a fall in demand for first-class and business-class tickets, increased capacity, greater competition and a fall in the number of tourists travelling from countries such as the US.
But the main trend has been a shift in consumer sentiment. Passengers are hunting for budget tickets and are not willing to pay the normal fare.(My emphasis).
New carriers such as Tiger Airlines have joined the domestic market in recent months, and Delta Air Lines will break into the trans-Pacific market in July.
Return fares to Los Angeles are about $1000, down from about $2000 a year ago, while return tickets to London cost about $1500, down from $2500.
"A major discount on domestic air fares was launched (last) Wednesday morning and the reaction from the travelling community was absolutely instantaneous," Mr Clarke said. "By 9am we were running at absolutely peak levels, so the market is very, very sensitive to bargains. It waits for them, it hunts them out."
A Flight Centre spokesman, Haydn Long, said there had been a fall in demand for long-haul international flights.
Mr Clarke said: "Where we've most noticed the change is the premium long haul, the top end of the market. The adventure market has been quite strong all year - those guys who are the backpackers and are not concerned about mortgages or job security."
While there is disagreement as to how long the discounting will last, Mr Long said current prices were unsustainable.
But for businesses, at least, the thrift mentality will be hard to shake.
Linda Brettell, managing director of Sanford Travel in Sydney, is working with a large number of her corporate clients to adjust to the recession.
She said there had been a significant reduction in first-class and business-class travel and an increase in teleconferencing as an alternative to travel.
But she said there were some important caveats for businesses trying to cash in on airlines' race to the bottom, with strict conditions being placed on the discount fares.
"Companies are going best fare or the cheapest fare of the day, however it is not always in their best interest - companies need to consider the real cost," Ms Brettell said.
"Buying the cheapest flights and pre-paying accommodation in full prior to travel leaves no flexibility for changes or cancellations and companies are forfeiting hundreds of dollars when travel plans change," she said.
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No-one is denying that demand for air travel has fallen due to the GFC.
However, this thread specifically mentions that "meetings" have taken place to allow 100 pilots from Qantas to be transferred to Jetstar. The originator of the thread speculated it was to facilitate the transfer of mainline A330's to Jetstar and that the transferred pilots would be FO's.
AIPA had a COM meeting yesterday and no such proposal was mentioned. You would think such a proposal would have been number one on the agenda. Nothing.
Either the AIPA Exec aren't telling their own COM something extremely important or there is absolutely no substance to the rumour. My bet is on the second option.
The AIPA Exec brought the further transfer of mainline A330's to Jetstar up with Joyce who ruled it out categorically. Take that for what it is worth. If redundancies are going to happen in mainline they will be by the contract. So unless the bottom 100 pilots are A330 endorsed then that would mean redundancy out of seniority or the transferring of pilots, against their will, to a different lower paying airline to do the same job .
Regardless of what the AFAP did or did not do to defend the Virgin pilots from that, AIPA is cashed up and the Company could expect one hell of a fight. Transferring pilots from one base to another out of seniority is one thing; transferring them out of seniority, possible out of category, into a supposedly separate airline is quite another.
Nothing of the sort has been mentioned by AIPA and it is a legal morass without AIPA's express consent, which one would hope, they would never give.
It's a load of codwallop.
However, this thread specifically mentions that "meetings" have taken place to allow 100 pilots from Qantas to be transferred to Jetstar. The originator of the thread speculated it was to facilitate the transfer of mainline A330's to Jetstar and that the transferred pilots would be FO's.
AIPA had a COM meeting yesterday and no such proposal was mentioned. You would think such a proposal would have been number one on the agenda. Nothing.
Either the AIPA Exec aren't telling their own COM something extremely important or there is absolutely no substance to the rumour. My bet is on the second option.
The AIPA Exec brought the further transfer of mainline A330's to Jetstar up with Joyce who ruled it out categorically. Take that for what it is worth. If redundancies are going to happen in mainline they will be by the contract. So unless the bottom 100 pilots are A330 endorsed then that would mean redundancy out of seniority or the transferring of pilots, against their will, to a different lower paying airline to do the same job .
Regardless of what the AFAP did or did not do to defend the Virgin pilots from that, AIPA is cashed up and the Company could expect one hell of a fight. Transferring pilots from one base to another out of seniority is one thing; transferring them out of seniority, possible out of category, into a supposedly separate airline is quite another.
Nothing of the sort has been mentioned by AIPA and it is a legal morass without AIPA's express consent, which one would hope, they would never give.
It's a load of codwallop.
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Codwallop - Correct
Per the MOU, only those employed at the time of the agreement are elgible for the exchange of career opportunities afforded by the MOU.
Those who do choose to avail themselves of the MOU, do so on a voluntary basis & as such are required to meet the selection criteria of the recipient airline.
Except that:
The MOU has a redundancy clause, whereas should a pilot be made redundant from one group airline, then transfer would be facilitated, should the recipient airline need crew & subject to the recipient airlines selection criteria.
Any redundancy in mainline would have to be as per the certified agreement. Last ON first OFF principle. So any reference to transfer of crew would be applicable to SO's, of which a large proportion are not eligble. As for those SO's remaining, SO's who really wanted to transfer to J* have already done so a few years back or weren't allowed release from mainline at the time.
Per the MOU, only those employed at the time of the agreement are elgible for the exchange of career opportunities afforded by the MOU.
Those who do choose to avail themselves of the MOU, do so on a voluntary basis & as such are required to meet the selection criteria of the recipient airline.
Except that:
The MOU has a redundancy clause, whereas should a pilot be made redundant from one group airline, then transfer would be facilitated, should the recipient airline need crew & subject to the recipient airlines selection criteria.
Any redundancy in mainline would have to be as per the certified agreement. Last ON first OFF principle. So any reference to transfer of crew would be applicable to SO's, of which a large proportion are not eligble. As for those SO's remaining, SO's who really wanted to transfer to J* have already done so a few years back or weren't allowed release from mainline at the time.
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Any redundancy in mainline would have to be as per the certified agreement. Last ON first OFF principle. So any reference to transfer of crew would be applicable to SO's, of which a large proportion are not eligble. As for those SO's remaining, SO's who really wanted to transfer to J* have already done so a few years back or weren't allowed release from mainline at the time.
The whole deal of assigning leave & LSL to mainline crew whilst employing/OS contractors in j* would appear demonstrable example of loading the costs onto the mainline side of the business. To what end?
The last AIPA president begged and pleaded to allow flexibility (the sort mainline pilots are accused of not being able to demonstrate) in crewing group aircraft to minimise this exact problem.
It would appear that management are demonstrating their inflexibility, perhaps this has been the problem all along.
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The whole deal of assigning leave & LSL to mainline crew whilst employing/OS contractors in j* would appear demonstrable example of loading the costs onto the mainline side of the business. To what end?
Leave entitlements are a liability incrementally incurred by the employer during the course of an employees work. Even if as you infer, crew were transferred to J* instead of contract workers, the leave liability still exits within mainline.
tsalta