Letter to Geoffrey Thomas (Aviation expert)
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Letter to Geoffrey Thomas (Aviation expert)
Sent today -
G’day Mr Geoffrey Thomas (Aviation expert),
I’ve had a few days now to breathe after negotiation meetings and a bit of press. I said I would give you a full rundown on our discussions so you are in a position to report both sides of the story. It was our members who rang us after your words on Sunrise the other day, they were angry with what you said, as they were after reading some of your comments and views from earlier Sunrise appearances. I didn’t see the program but the perception our members get is that your opinion of LAMEs is that they are overpaid tradesman and not professional Engineers. You have also on a number of occasions supported Qantas comments about overseas facilities being as good as those in Australia. It appears from what we have heard that you are running directly from a Qantas PR running sheet and it is disappointing that you have not contacted me prior to your public comments. When I speak to journalists I always expect them to hear the other side of the story and that is usually the case.
Firstly regarding Licenced Aircraft Engineers, particularly at Qantas. Most have completed year 12 and then commence a 4 year apprenticeship as most tradespeople do. For other trades, that is the end of the formal process that gives them their trade qualification. Not so for a LAME. At the end of our apprenticeship, we are then Unlicensed Aircraft Engineers. I takes many years of post-trade study to acquire an initial Licence. There are a series of exams known as basics. In my case (avionics) there are 25 of these exams that are extremely difficult to pass and on my journey I failed a number and had to re-sit them. Beyond that you have to complete specific training on an aircraft you seek to be licenced on, this is a classroom course full time of approximately 3 months, hours of study each night and another 12 exams. Once completed you have to demonstrate to CASA that you have carried out tasks to the value of over 1000 hours on that aircraft, this work that must be documented takes years. In total, to become licenced on 4 aircraft I have been required to pass over 120 exams. LAMEs study their whole lives to remain current, much of it in their own time to keep you safe in the air. I would challenge you to find any profession, be it Doctor, Barrister, Playwright or Rocket Scientist who is required to pass as many exams as us to attain their qualification.
In return, we get paid a reasonable wage and so we should. Our remuneration is certainly not excessive. Our wages start at $63,440 when we have one licence. The absolute maximum is $113,516 for a person licenced on a multitude of aircraft with many years (usually over 20 with Qantas) experience. Out of over 1600 LAMEs at Qantas, only 45 are on that top level. The vast majority fit well below 100k and to be considered an overpaid tradesman at these levels is an insult when you consider our training and responsibility. Anything we earn above those amounts is because we work extra hours and extensive shiftwork. 40% of our members will not spend Christmas with their families. Nearly all work nights and weekends which makes it practically impossible to have a partner who works which means most of us are one income families. Please do not attack our wages again.
Overseas facilities. Well I could talk forever about these and can support everything I say with documents that are known to Qantas and should be made public. We don’t always do that though because we want issues addressed in house. When the Qantas management team and people like you go on about the top class overseas facilities we are forced to go public because we know it is simply not true. Heavy Maintenance of the tin cans that carry people at 40,000 ft is a serious matter and there is no room for errors by the people entrusted with those functions. Nearly all fatal accidents caused by maintenance error emanate from a small mistake. They all could have been prevented. Small mistakes happen every day in our industry and at home, we seek to learn from those mistakes so they don’t reoccur. Over many years, our Australian experience has seen these mistakes reduce to a point where they are practically eliminated. This is in many ways due to the attitude of Aussies with regard to authority. We have always had the ability to stand up to our superiors and say – hey mate, I think something is wrong here, we need to look into it a bit further. The yes Sir, no Sir approach adopted elsewhere is not conducive to a culture of learning and prevention of maintenance error. Qantas are trying to change the culture at home so we can become more like the efficient operations overseas and it will be a sad day if they achieve that objective. These changes are often driven by managers with little or no LAME experience and undertaken with one eye on the operation and another on the bonus they put at jeopardy if they don’t achieve their performance targets.
What price do you put on efficiency? I’d like just to explain how cheap these overseas facilities are. In December last year we were approached by Qantas management to rush through a new wage deal for Forstaff employees at Avalon in Victoria. They were told a new deal was crucial to establish a stable industrial environment so they could press for a reconfiguration program on Qantas 747 aircraft. The members ultimately accepted the deal and the contact was awarded to the facility. During the process it was explained that the contenders were Avalon and HAEKO in Hong Kong. The project was worth $200 million bucks and the Hong Kong bid had come in $5 million cheaper. That of course is 2.5%, peanuts in the scheme of things. To consider using these facilities for such small gain is a farce in my view and I will now go to some reasons why. Before I do I’d like to describe the makeup of Australian facilities for Heavy Maintenance. We do things better because we have a higher ratio of Licenced Engineers per workgroup. Melbourne sits around 60% LAME, Brisbane and Avalon around 40%. Qantas have a target of 30% in Australian facilities.
Hong Kong – I don’t have exact figures on LAME ratios but have been advised that they are about 1 in 10 or 10%. The facility up there have made serious errors on Qantas planes in the past few years. Corrosion is now being uncovered on two Qantas 747-400 aircraft that had been up there for D checks in 2009. The corrosion would have been evident back then and was missed, made worse by incorrect installation of fittings and sealants in the galley areas. We are now fixing that problem (the 5% savings of course are being borne by the Aussie facility). A couple of years ago they had mounted 3 out of 4 engines incorrectly on one 747 with load bearing countersunk washers installed upside down. We tried to address that issue in house and wanted it reported formally to CASA because we were concerned that other engines installed in the facility could be flying on live aircraft around the globe. Qantas spent the next six months arguing with us as to whether they were required to report the issue or not. No formal report was ever submitted. The last 747-300 maintained up there had an issue with the flaps, the facility were unable to rig them and the aircraft flew home on a concession where, you guessed it, the Aussies rigged them correctly.
Singapore – Another regular destination for Qantas jets with a ratio of 1 licenced Engineer per 12 or 8.3%. I’m sure you have seen what they do up there with household staplers, that’s how they repair broken wires. Not just on one plane but a number that had been through there. What you may not be aware of is the internal Qantas reports we have on the facility. In the Qantas Quality Assurance words –
“This supplier must demonstrate a quality improvement in at least the above mentioned areas before Qantas can have confidence that Qantas and CASA requirements are
being met. Qantas management must consider whether the risks of continued usage of this supplier are acceptable to Qantas and with close scrutiny, if quality improvement will be
demonstrated with future checks.”
The report contains details about an Engineer who carried out 52 hours’ worth of critical safety inspections on one rostered shift and others who had certified for flight control operational checks at a time when the aircraft was not supplied with the hydraulic or electric power to carry out the said check. This practice is known in our industry as pencil whipping. It’s when you sign to say you have carried out an inspection when you haven’t actually done it. The report is comprehensive and has many such instances. Qantas still send aircraft to Singapore, maybe they are saving 5% in doing so, it may be more but I sure as hell know they are not getting what they are paying for.
Malaysia – Some 737’s have been sent there as overflow work. Without too much detail it was in 2008 that an aircraft returned from a C check with over 90 active defects. In Australia, we are embarrassed if an aircraft comes out of heavy with one. The next check it was decided that some Aussies would go up there as inspectors. They recorded over 500 maintenance errors on a list and handed it to the management team, the list was later found in the bin. The list of errors now sits in our office as a reminder of how proud we are of our work in Australia and why we should get upset when reporters support the notion of overseas facilities being “top notch”.
Lufthansa Technik Manilla – A330’s were maintained there but they are back home now. Whilst in the facility it was noted that 2 Licenced Engineers were certifying for a workforce of 44, that is 1 to 22 or 4.5%. As you can imagine, it was absolutely impossible for them to check all of the AME work. This leads to a situation where mistakes occur. In the equipment compartments resides a number of emergency oxygen bottles. When they are fitted we are required to open the bottle and fit a special locking wire so the bottle doesn’t work its way closed. In Manilla, the wire was fitted with the bottle closed in a way that it would have prevented the tap opening if vibrations allowed it to. That bottle was the emergency bottle for the pilots. If that aircraft had suffered a rapid decompression, the Tech Crew would have reached for their masks, found no breathable oxygen and at 30, 000 ft would have been unconscious in less than 60 seconds. It’s little things that make our industry safe or unsafe.
Lufthansa Technik Frankfurt - We have no reports of quality deficiencies there but would like to respond to press comments you have supported about critical mass of aircraft being required before the ability to carry out heavy maintenance is viable. They are currently undertaking the first round of A380 C checks. Qantas has said that it does and will not have enough A380’s in their fleet to justify HM on this aircraft type. Qantas will ultimately have 20 A380’s. Lufthansa on the other hand have 8 in service and 7 on order. Please do not support Qantas statements about aircraft numbers to justify maintenance facilities knowing that Lufthansa can do it with less planes than Qantas.
Engine Maintenance – Now all fully outsourced, mostly overseas. The 747-400 RB 211’s have been failing at an ever increasing rate. Most of the failures have been sourced to one factor and part of the engine. There is a modification to prevent this but because of the closure of the Sydney Engine line where this work would have been done, Qantas can’t immediately carry out the modification. They continue to fly today, awaiting their repairs and unable to fit them in to the overseas facilities that can do them because the lines are full and you have to book in advance. Another few bucks saved, millions wasted through engine failures and many lives put at risk. Is this a safety issue? You bet it is. Please do not mimic Qantas when they comment on in flight failures of components by saying “this was not a safety issue”. In our view, every failure degrades safety. In the Qantas view, its only safety related if someone is injured or worse.
Component Maintenance – The Australian workshops are a shell of their former being. Again mostly outsourced overseas. Engine and Component Maintenance are not the domain of our members however we are concerned about fitting faulty parts because it increases failures and makes our work look substandard. Qantas claim that only 7% of maintenance is carried out overseas. This figure is distorted, they are only referring to 7% of some maintenance. In a whole with Engine, Component and some heavy maintenance overseas we estimate the real figure of maintenance carried out offshore in man hours closer to 50%.
Qantas LAMEs are proud of what they do and want nothing more than the airline to succeed. The main concern is that the foundations that made Qantas the safest airline in the world are being torn down piece by piece and for the sake of small savings that are making the operation less efficient. When we raise issues publically it is not an Industrial tactic, scaremongering or game, it is invariably because the airline is unwilling to address the issues in-house. The Accountants and Mathematicians running the airline do not understand this. Not one member of the Qantas board have operational airline experience and it is clear that they are making uneducated decisions that will ultimately lead to the demise of an Australian icon. Now off to our claims.
The Job Security section of our claim list is the most important and split 6 ways. They all tie together and relate to job security in more than one way. Everyone understands that security of employment or the functions that make it up give us surety. Security is also achieved by knowing that the airline is free from the maintenance issues that have plagued it in recent years and ultimately led to the demise of Ansett. A safe Qantas protects our reputation and jobs.
· A380 and 787 maintenance ability in Australia – These aircraft are here or on the way. We need the facilities, training and tooling to carry out this work. The way things look at the moment, the airline is not preparing as they did for the 767, 747 and other aircraft well before they arrived.
· In Flight Entertainment Servicing – This is a large chunk of Avionics work. Qantas had outsourced this function to a two bit operator called IASA a number of years ago. That operator has failed to pay many of the entitlements due to it’s employees, predominantly super. They went bankrupt 2 weeks ago leaving Qantas high and dry with no servicing of this equipment and the IASA employees unemployed and owed thousands. Qantas LAMEs have stepped up to the plate and filled the void, the airline are shopping around for another third party contractor to do the work. If Qantas have a hernia every time we talk of Protected Industrial Action, why do they allow themselves to be left high and dry by a contractor with no notice who could go broke at anytime.
· Small ports to be manned – Some ports such as Karratha have upwards of 40 flight now per week. We think it crucial that when services meet a certain level that LAMEs should be there to check the aircraft.
· Cat A licences – CASA are aligning with a new licencing system that allows a person to attain a part licence. It may restrict them to work on brakes and wheels, lighting systems or pre-flight inspections. We are concerned that use of these licences will end the days of a person being fully trained on all systems on the aircraft. It looks to us like a dead end career and we do not want this new licence type used by Qantas. The A licence system is currently falling apart in Europe.
· Existing job function retention – We are seeking to hold all the current functions we do.
· Contractors to be paid no less than as if they were employed under the Qantas Agreement – Qantas accountants have worked out that you can bypass employment contracts and agreements by opening shelf companies ie. Jet connect, to employ people on lesser rates. It is a sham and we don’t want it to happen. It is also a safety issue. If they offer LAMEs jobs through third party contractors at $50k per year, they won’t find many people. These companies will be understaffed and undue pressure will be placed on the employees there to meet contract requirements. Corners will be cut.
Much has been said about LAME and pilot wage claims in the press. I’d ask that you not mimic the Qantas spokesmodel as she rolls out her fabricated figures. They are not reflective of the claims made by our members and do not incorporate considerations such as the savings we are offering and outstanding commitments. Our claim has always been for a two year agreement, not three as they keep stating. Of course if you want to assist Qantas by spreading false propaganda, please just extend the Agreement period to any length you want. If our 3% wage claim was viewed over a 30 year period, yes it is a 90% wage claim. Our claims are –
· 3% increase pa on wages and allowances over 2 years
· More rapid progression through our graded system. To counter this we have offered that all future training be carried with no wage increase on completion of training. Currently we are paid a minimum of $5000 pa annum for each new licence we acquire. We are prepared to forgo that in order to stimulate training in this country. The two claims when combined almost neutralise each other adding .14% pa extra.
· Movement to an annualised salary rather than wages plus shift penalties. This is so we don’t lose money when we are sick or take long service leave. This commitment was agreed by Qantas in 1998 in return for efficiencies and placed in our certified Agreement back then. They have never delivered it. It is simply an outstanding commitment they have never honoured. They say it will cost them $70 million dollars, that is $70 million dollars of our money that they owe us and have never paid. Our claim is not to recover all the lost money over the period since 1998, its just to have it put in place from today.
· 50% increase to Senior LAME allowance. This amount is currently $110 per week. It applies to less than a quarter of the members and is a small amount in the scheme of things.
Other claims are varied and I will touch on them briefly. Please remember this is a log of claims, it is not a list of our entire expectations. It provides a range of ideas and options for the airline to consider in preparation for an offer. I have never been involved in negotiations where all expectations are met and these round is no different.
· One week extra leave per annum – this claim is simple, an extra week is worth about 2.5% pa. Virgin did not hesitate to implement this in their recent Agreement and six weeks leave for us has now become an industry standard.
· Increases to redundancy entitlements – We shall only press these claims if Qantas refuses to deliver the job security we are after. The idea is that if you want to tear the house down, we will make it too expensive for you.
· Laptops – Currently resolved by reinstatement of the ability to purchase salary sacrifice computer.
· Qantas Club Membership – We don’t want this for free as has been reported. We want LAMEs with 5 year service to be able to purchase membership like 20,000,000 other Aussies can do. We are sick of being described as grubby Engineers who are overpaid tradespeople who must be kept out of these facilities at all costs.
· Confirmed Long Service Leave trips after 10 years – Claim dropped.
· Revision to previous priorities for staff wishing to travel – When we use standby travel whilst on holidays, the old system saw staff allocated seating based on years of service and your position in the company. Qantas recently changed the policy so that 500 managers can jump the queue. An IT manager with 12 months service can now trump a Qantas Captain with 35 year’s service. If you think that’s fair, fill your boots. Your dwindling respect from airline employees will plummet, I’d suggest further comments by you in the press about it will leave you with only about 500 fans, all managers of course.
· Transition to retirement scheme – This claim is for some provision to increase access to part time work or job share. It benefits both parties.
· Long Service Leave to be taken in smaller blocks – We must take 15 days minimum now, trouble is finding a slot where you can take it. If you can take it in smaller packets we could actually use the well-earned leave.
· Meal allowances at ATO rates – Simple claim, the current rates for our members are less than ATO and the Unlicenced Engineers.
· No Cancellation of Annual Leave – When our members have leave approved and go and book their holidays, they don’t want the decision reversed.
· Consultation on business decisions – This is a mandatory term, we want the consultation to occur before final decisions are made.
· A Fair Disciplinary Procedure – We don’t want members punished in a harsh, unfair or unjust manner.
· Single dollar payments for short notice secondments – Our members repair aircraft at outstations, when the aircraft is ready to come home the Engineer often doesn’t get given a seat home. We say he should be paid at single time until he gets home. They shouldn’t sit around at airports waiting for seat whilst their dinner goes cold at home.
So that’s about it. Hope you have a good understanding of where we are at. I am hoping that your future reports are a little more balanced. You have my number, please don’t hesitate to use it.
Cheers
Steve Purvinas
ALAEA
Federal Secretary
G’day Mr Geoffrey Thomas (Aviation expert),
I’ve had a few days now to breathe after negotiation meetings and a bit of press. I said I would give you a full rundown on our discussions so you are in a position to report both sides of the story. It was our members who rang us after your words on Sunrise the other day, they were angry with what you said, as they were after reading some of your comments and views from earlier Sunrise appearances. I didn’t see the program but the perception our members get is that your opinion of LAMEs is that they are overpaid tradesman and not professional Engineers. You have also on a number of occasions supported Qantas comments about overseas facilities being as good as those in Australia. It appears from what we have heard that you are running directly from a Qantas PR running sheet and it is disappointing that you have not contacted me prior to your public comments. When I speak to journalists I always expect them to hear the other side of the story and that is usually the case.
Firstly regarding Licenced Aircraft Engineers, particularly at Qantas. Most have completed year 12 and then commence a 4 year apprenticeship as most tradespeople do. For other trades, that is the end of the formal process that gives them their trade qualification. Not so for a LAME. At the end of our apprenticeship, we are then Unlicensed Aircraft Engineers. I takes many years of post-trade study to acquire an initial Licence. There are a series of exams known as basics. In my case (avionics) there are 25 of these exams that are extremely difficult to pass and on my journey I failed a number and had to re-sit them. Beyond that you have to complete specific training on an aircraft you seek to be licenced on, this is a classroom course full time of approximately 3 months, hours of study each night and another 12 exams. Once completed you have to demonstrate to CASA that you have carried out tasks to the value of over 1000 hours on that aircraft, this work that must be documented takes years. In total, to become licenced on 4 aircraft I have been required to pass over 120 exams. LAMEs study their whole lives to remain current, much of it in their own time to keep you safe in the air. I would challenge you to find any profession, be it Doctor, Barrister, Playwright or Rocket Scientist who is required to pass as many exams as us to attain their qualification.
In return, we get paid a reasonable wage and so we should. Our remuneration is certainly not excessive. Our wages start at $63,440 when we have one licence. The absolute maximum is $113,516 for a person licenced on a multitude of aircraft with many years (usually over 20 with Qantas) experience. Out of over 1600 LAMEs at Qantas, only 45 are on that top level. The vast majority fit well below 100k and to be considered an overpaid tradesman at these levels is an insult when you consider our training and responsibility. Anything we earn above those amounts is because we work extra hours and extensive shiftwork. 40% of our members will not spend Christmas with their families. Nearly all work nights and weekends which makes it practically impossible to have a partner who works which means most of us are one income families. Please do not attack our wages again.
Overseas facilities. Well I could talk forever about these and can support everything I say with documents that are known to Qantas and should be made public. We don’t always do that though because we want issues addressed in house. When the Qantas management team and people like you go on about the top class overseas facilities we are forced to go public because we know it is simply not true. Heavy Maintenance of the tin cans that carry people at 40,000 ft is a serious matter and there is no room for errors by the people entrusted with those functions. Nearly all fatal accidents caused by maintenance error emanate from a small mistake. They all could have been prevented. Small mistakes happen every day in our industry and at home, we seek to learn from those mistakes so they don’t reoccur. Over many years, our Australian experience has seen these mistakes reduce to a point where they are practically eliminated. This is in many ways due to the attitude of Aussies with regard to authority. We have always had the ability to stand up to our superiors and say – hey mate, I think something is wrong here, we need to look into it a bit further. The yes Sir, no Sir approach adopted elsewhere is not conducive to a culture of learning and prevention of maintenance error. Qantas are trying to change the culture at home so we can become more like the efficient operations overseas and it will be a sad day if they achieve that objective. These changes are often driven by managers with little or no LAME experience and undertaken with one eye on the operation and another on the bonus they put at jeopardy if they don’t achieve their performance targets.
What price do you put on efficiency? I’d like just to explain how cheap these overseas facilities are. In December last year we were approached by Qantas management to rush through a new wage deal for Forstaff employees at Avalon in Victoria. They were told a new deal was crucial to establish a stable industrial environment so they could press for a reconfiguration program on Qantas 747 aircraft. The members ultimately accepted the deal and the contact was awarded to the facility. During the process it was explained that the contenders were Avalon and HAEKO in Hong Kong. The project was worth $200 million bucks and the Hong Kong bid had come in $5 million cheaper. That of course is 2.5%, peanuts in the scheme of things. To consider using these facilities for such small gain is a farce in my view and I will now go to some reasons why. Before I do I’d like to describe the makeup of Australian facilities for Heavy Maintenance. We do things better because we have a higher ratio of Licenced Engineers per workgroup. Melbourne sits around 60% LAME, Brisbane and Avalon around 40%. Qantas have a target of 30% in Australian facilities.
Hong Kong – I don’t have exact figures on LAME ratios but have been advised that they are about 1 in 10 or 10%. The facility up there have made serious errors on Qantas planes in the past few years. Corrosion is now being uncovered on two Qantas 747-400 aircraft that had been up there for D checks in 2009. The corrosion would have been evident back then and was missed, made worse by incorrect installation of fittings and sealants in the galley areas. We are now fixing that problem (the 5% savings of course are being borne by the Aussie facility). A couple of years ago they had mounted 3 out of 4 engines incorrectly on one 747 with load bearing countersunk washers installed upside down. We tried to address that issue in house and wanted it reported formally to CASA because we were concerned that other engines installed in the facility could be flying on live aircraft around the globe. Qantas spent the next six months arguing with us as to whether they were required to report the issue or not. No formal report was ever submitted. The last 747-300 maintained up there had an issue with the flaps, the facility were unable to rig them and the aircraft flew home on a concession where, you guessed it, the Aussies rigged them correctly.
Singapore – Another regular destination for Qantas jets with a ratio of 1 licenced Engineer per 12 or 8.3%. I’m sure you have seen what they do up there with household staplers, that’s how they repair broken wires. Not just on one plane but a number that had been through there. What you may not be aware of is the internal Qantas reports we have on the facility. In the Qantas Quality Assurance words –
“This supplier must demonstrate a quality improvement in at least the above mentioned areas before Qantas can have confidence that Qantas and CASA requirements are
being met. Qantas management must consider whether the risks of continued usage of this supplier are acceptable to Qantas and with close scrutiny, if quality improvement will be
demonstrated with future checks.”
The report contains details about an Engineer who carried out 52 hours’ worth of critical safety inspections on one rostered shift and others who had certified for flight control operational checks at a time when the aircraft was not supplied with the hydraulic or electric power to carry out the said check. This practice is known in our industry as pencil whipping. It’s when you sign to say you have carried out an inspection when you haven’t actually done it. The report is comprehensive and has many such instances. Qantas still send aircraft to Singapore, maybe they are saving 5% in doing so, it may be more but I sure as hell know they are not getting what they are paying for.
Malaysia – Some 737’s have been sent there as overflow work. Without too much detail it was in 2008 that an aircraft returned from a C check with over 90 active defects. In Australia, we are embarrassed if an aircraft comes out of heavy with one. The next check it was decided that some Aussies would go up there as inspectors. They recorded over 500 maintenance errors on a list and handed it to the management team, the list was later found in the bin. The list of errors now sits in our office as a reminder of how proud we are of our work in Australia and why we should get upset when reporters support the notion of overseas facilities being “top notch”.
Lufthansa Technik Manilla – A330’s were maintained there but they are back home now. Whilst in the facility it was noted that 2 Licenced Engineers were certifying for a workforce of 44, that is 1 to 22 or 4.5%. As you can imagine, it was absolutely impossible for them to check all of the AME work. This leads to a situation where mistakes occur. In the equipment compartments resides a number of emergency oxygen bottles. When they are fitted we are required to open the bottle and fit a special locking wire so the bottle doesn’t work its way closed. In Manilla, the wire was fitted with the bottle closed in a way that it would have prevented the tap opening if vibrations allowed it to. That bottle was the emergency bottle for the pilots. If that aircraft had suffered a rapid decompression, the Tech Crew would have reached for their masks, found no breathable oxygen and at 30, 000 ft would have been unconscious in less than 60 seconds. It’s little things that make our industry safe or unsafe.
Lufthansa Technik Frankfurt - We have no reports of quality deficiencies there but would like to respond to press comments you have supported about critical mass of aircraft being required before the ability to carry out heavy maintenance is viable. They are currently undertaking the first round of A380 C checks. Qantas has said that it does and will not have enough A380’s in their fleet to justify HM on this aircraft type. Qantas will ultimately have 20 A380’s. Lufthansa on the other hand have 8 in service and 7 on order. Please do not support Qantas statements about aircraft numbers to justify maintenance facilities knowing that Lufthansa can do it with less planes than Qantas.
Engine Maintenance – Now all fully outsourced, mostly overseas. The 747-400 RB 211’s have been failing at an ever increasing rate. Most of the failures have been sourced to one factor and part of the engine. There is a modification to prevent this but because of the closure of the Sydney Engine line where this work would have been done, Qantas can’t immediately carry out the modification. They continue to fly today, awaiting their repairs and unable to fit them in to the overseas facilities that can do them because the lines are full and you have to book in advance. Another few bucks saved, millions wasted through engine failures and many lives put at risk. Is this a safety issue? You bet it is. Please do not mimic Qantas when they comment on in flight failures of components by saying “this was not a safety issue”. In our view, every failure degrades safety. In the Qantas view, its only safety related if someone is injured or worse.
Component Maintenance – The Australian workshops are a shell of their former being. Again mostly outsourced overseas. Engine and Component Maintenance are not the domain of our members however we are concerned about fitting faulty parts because it increases failures and makes our work look substandard. Qantas claim that only 7% of maintenance is carried out overseas. This figure is distorted, they are only referring to 7% of some maintenance. In a whole with Engine, Component and some heavy maintenance overseas we estimate the real figure of maintenance carried out offshore in man hours closer to 50%.
Qantas LAMEs are proud of what they do and want nothing more than the airline to succeed. The main concern is that the foundations that made Qantas the safest airline in the world are being torn down piece by piece and for the sake of small savings that are making the operation less efficient. When we raise issues publically it is not an Industrial tactic, scaremongering or game, it is invariably because the airline is unwilling to address the issues in-house. The Accountants and Mathematicians running the airline do not understand this. Not one member of the Qantas board have operational airline experience and it is clear that they are making uneducated decisions that will ultimately lead to the demise of an Australian icon. Now off to our claims.
The Job Security section of our claim list is the most important and split 6 ways. They all tie together and relate to job security in more than one way. Everyone understands that security of employment or the functions that make it up give us surety. Security is also achieved by knowing that the airline is free from the maintenance issues that have plagued it in recent years and ultimately led to the demise of Ansett. A safe Qantas protects our reputation and jobs.
· A380 and 787 maintenance ability in Australia – These aircraft are here or on the way. We need the facilities, training and tooling to carry out this work. The way things look at the moment, the airline is not preparing as they did for the 767, 747 and other aircraft well before they arrived.
· In Flight Entertainment Servicing – This is a large chunk of Avionics work. Qantas had outsourced this function to a two bit operator called IASA a number of years ago. That operator has failed to pay many of the entitlements due to it’s employees, predominantly super. They went bankrupt 2 weeks ago leaving Qantas high and dry with no servicing of this equipment and the IASA employees unemployed and owed thousands. Qantas LAMEs have stepped up to the plate and filled the void, the airline are shopping around for another third party contractor to do the work. If Qantas have a hernia every time we talk of Protected Industrial Action, why do they allow themselves to be left high and dry by a contractor with no notice who could go broke at anytime.
· Small ports to be manned – Some ports such as Karratha have upwards of 40 flight now per week. We think it crucial that when services meet a certain level that LAMEs should be there to check the aircraft.
· Cat A licences – CASA are aligning with a new licencing system that allows a person to attain a part licence. It may restrict them to work on brakes and wheels, lighting systems or pre-flight inspections. We are concerned that use of these licences will end the days of a person being fully trained on all systems on the aircraft. It looks to us like a dead end career and we do not want this new licence type used by Qantas. The A licence system is currently falling apart in Europe.
· Existing job function retention – We are seeking to hold all the current functions we do.
· Contractors to be paid no less than as if they were employed under the Qantas Agreement – Qantas accountants have worked out that you can bypass employment contracts and agreements by opening shelf companies ie. Jet connect, to employ people on lesser rates. It is a sham and we don’t want it to happen. It is also a safety issue. If they offer LAMEs jobs through third party contractors at $50k per year, they won’t find many people. These companies will be understaffed and undue pressure will be placed on the employees there to meet contract requirements. Corners will be cut.
Much has been said about LAME and pilot wage claims in the press. I’d ask that you not mimic the Qantas spokesmodel as she rolls out her fabricated figures. They are not reflective of the claims made by our members and do not incorporate considerations such as the savings we are offering and outstanding commitments. Our claim has always been for a two year agreement, not three as they keep stating. Of course if you want to assist Qantas by spreading false propaganda, please just extend the Agreement period to any length you want. If our 3% wage claim was viewed over a 30 year period, yes it is a 90% wage claim. Our claims are –
· 3% increase pa on wages and allowances over 2 years
· More rapid progression through our graded system. To counter this we have offered that all future training be carried with no wage increase on completion of training. Currently we are paid a minimum of $5000 pa annum for each new licence we acquire. We are prepared to forgo that in order to stimulate training in this country. The two claims when combined almost neutralise each other adding .14% pa extra.
· Movement to an annualised salary rather than wages plus shift penalties. This is so we don’t lose money when we are sick or take long service leave. This commitment was agreed by Qantas in 1998 in return for efficiencies and placed in our certified Agreement back then. They have never delivered it. It is simply an outstanding commitment they have never honoured. They say it will cost them $70 million dollars, that is $70 million dollars of our money that they owe us and have never paid. Our claim is not to recover all the lost money over the period since 1998, its just to have it put in place from today.
· 50% increase to Senior LAME allowance. This amount is currently $110 per week. It applies to less than a quarter of the members and is a small amount in the scheme of things.
Other claims are varied and I will touch on them briefly. Please remember this is a log of claims, it is not a list of our entire expectations. It provides a range of ideas and options for the airline to consider in preparation for an offer. I have never been involved in negotiations where all expectations are met and these round is no different.
· One week extra leave per annum – this claim is simple, an extra week is worth about 2.5% pa. Virgin did not hesitate to implement this in their recent Agreement and six weeks leave for us has now become an industry standard.
· Increases to redundancy entitlements – We shall only press these claims if Qantas refuses to deliver the job security we are after. The idea is that if you want to tear the house down, we will make it too expensive for you.
· Laptops – Currently resolved by reinstatement of the ability to purchase salary sacrifice computer.
· Qantas Club Membership – We don’t want this for free as has been reported. We want LAMEs with 5 year service to be able to purchase membership like 20,000,000 other Aussies can do. We are sick of being described as grubby Engineers who are overpaid tradespeople who must be kept out of these facilities at all costs.
· Confirmed Long Service Leave trips after 10 years – Claim dropped.
· Revision to previous priorities for staff wishing to travel – When we use standby travel whilst on holidays, the old system saw staff allocated seating based on years of service and your position in the company. Qantas recently changed the policy so that 500 managers can jump the queue. An IT manager with 12 months service can now trump a Qantas Captain with 35 year’s service. If you think that’s fair, fill your boots. Your dwindling respect from airline employees will plummet, I’d suggest further comments by you in the press about it will leave you with only about 500 fans, all managers of course.
· Transition to retirement scheme – This claim is for some provision to increase access to part time work or job share. It benefits both parties.
· Long Service Leave to be taken in smaller blocks – We must take 15 days minimum now, trouble is finding a slot where you can take it. If you can take it in smaller packets we could actually use the well-earned leave.
· Meal allowances at ATO rates – Simple claim, the current rates for our members are less than ATO and the Unlicenced Engineers.
· No Cancellation of Annual Leave – When our members have leave approved and go and book their holidays, they don’t want the decision reversed.
· Consultation on business decisions – This is a mandatory term, we want the consultation to occur before final decisions are made.
· A Fair Disciplinary Procedure – We don’t want members punished in a harsh, unfair or unjust manner.
· Single dollar payments for short notice secondments – Our members repair aircraft at outstations, when the aircraft is ready to come home the Engineer often doesn’t get given a seat home. We say he should be paid at single time until he gets home. They shouldn’t sit around at airports waiting for seat whilst their dinner goes cold at home.
So that’s about it. Hope you have a good understanding of where we are at. I am hoping that your future reports are a little more balanced. You have my number, please don’t hesitate to use it.
Cheers
Steve Purvinas
ALAEA
Federal Secretary
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He writes for Aviation Australia and occassionaly appears on Sunrise. My email to him the other day simply said-
Why do you hate us so much?
He responded and sought further details. I decided to share some with him.
Why do you hate us so much?
He responded and sought further details. I decided to share some with him.
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I saw that interview on the telly. It is clear that CH7 is a Jetstar (Qantas) stooge. His comments were ill informed vitriol with an obvious agenda.
A few questions for Mr Thomas:
Who employs you, pays your wages?
Do you travel on Qantas? When you do, do you get complimentary upgrades?
What qualifies you as an 'aviation expert'?
The very people you deride are by definition aviation experts not you, you contemptible excuse of an 'expert'
A few questions for Mr Thomas:
Who employs you, pays your wages?
Do you travel on Qantas? When you do, do you get complimentary upgrades?
What qualifies you as an 'aviation expert'?
The very people you deride are by definition aviation experts not you, you contemptible excuse of an 'expert'
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Isn't this a bit misleading
Quoting from the following
http://www.alaea.asn.au/CMS/plainTex...%20Edition.pdf
"A level 13 multiple licensed Qantas LAME working the Domestic 12 hour roster earns $134,300 including shift penalties."
Given the notice was dated 2008 I am guessing this is more like $150k now?
The absolute maximum is $113,516 for a person licenced on a multitude of aircraft with many years (usually over 20 with Qantas) experience.
http://www.alaea.asn.au/CMS/plainTex...%20Edition.pdf
"A level 13 multiple licensed Qantas LAME working the Domestic 12 hour roster earns $134,300 including shift penalties."
Given the notice was dated 2008 I am guessing this is more like $150k now?
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The earnings can be greater with Shift penalties and overtime as explained in the letter.
"A level 13 multiple licensed Qantas LAME working the Domestic 12 hour roster earns $134,300 including shift penalties."
and doesn't mention overtime, so would this be on top of the $150k?
Seems to me a similar tactic to Qantas use in statements about 30%+ pay rises, just be selective in what you include and exclude.
And just how many of Qantas LAMEs are level 13?
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Absolutely brilliant SP.
I presume this is the biggest sticking point
Existing job function retention – We are seeking to hold all the current functions we do.
Thankyou for all your work.Hopefully our kids will have an Aviation
Career in this country thanks to you.
I presume this is the biggest sticking point
Existing job function retention – We are seeking to hold all the current functions we do.
Thankyou for all your work.Hopefully our kids will have an Aviation
Career in this country thanks to you.
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What were you doing at 4am this morning QAN_Shareholder?
My crew and I were fixing jets in the freezing cold while my Mrs was at home in bed alone. The same place we were on xmas morning while my kids were opening their presents.
Do you think we don't deserve shift penalties for making these sacrifices?
Are you aware we lose said penalties if we fall ill or our roster is changed and that our super is not calculated including this money.
I've got 15yrs service as an engineer at QF and I won't crack $100k this year. That INCLUDES ALL PENALTIES AND ALLOWANCES and I never knock back overtime when it's on offer. If you think that's great money you're delusional.
FYI no one on my crew is Lvl 13. Even my leading hand is only an 11...
If you don't believe me, PM me and I'll gladly send you a copy of my last pay slip.
My crew and I were fixing jets in the freezing cold while my Mrs was at home in bed alone. The same place we were on xmas morning while my kids were opening their presents.
Do you think we don't deserve shift penalties for making these sacrifices?
Are you aware we lose said penalties if we fall ill or our roster is changed and that our super is not calculated including this money.
I've got 15yrs service as an engineer at QF and I won't crack $100k this year. That INCLUDES ALL PENALTIES AND ALLOWANCES and I never knock back overtime when it's on offer. If you think that's great money you're delusional.
FYI no one on my crew is Lvl 13. Even my leading hand is only an 11...
If you don't believe me, PM me and I'll gladly send you a copy of my last pay slip.
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QAN_Shareholder,
Seemed pretty open and straight forward to me.
Are you trying to tell me that as a "shareholder" after reading Steve's letter your greatest concern is with semantics? Shonky overseas maintenance, buried reports, outsourcing debacles etc etc and you want to quibble and play word games. Well done. Of all the myriad of issues and problems at the moment, this is the important one.
Why aren't you questioning why your dividends are being spent starting more offshore airlines, when the ones we already own lose money?
Why, as a "shareholder", aren't you questioning your dividends being spent on the Qantas PR department? They don't actually contribute anything to the day to day running of the company, and besides, if they're giving the media an open and honest account it shouldn't take a whole department of uni graduates to think up the truth.
PS. Well done Steve. Any response?
Seemed pretty open and straight forward to me.
Are you trying to tell me that as a "shareholder" after reading Steve's letter your greatest concern is with semantics? Shonky overseas maintenance, buried reports, outsourcing debacles etc etc and you want to quibble and play word games. Well done. Of all the myriad of issues and problems at the moment, this is the important one.
Why aren't you questioning why your dividends are being spent starting more offshore airlines, when the ones we already own lose money?
Why, as a "shareholder", aren't you questioning your dividends being spent on the Qantas PR department? They don't actually contribute anything to the day to day running of the company, and besides, if they're giving the media an open and honest account it shouldn't take a whole department of uni graduates to think up the truth.
PS. Well done Steve. Any response?
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Well written Steve...
Best of luck to you and all the engineers...
It's a real shame that the bean-counters don't appreciate that "safety before schedule" rests on the shoulders of yourselves, as well as the pilots and cabin crew!
Keep up the good work and thanks for looking after the aircraft that we operate.
Best of luck to you and all the engineers...
It's a real shame that the bean-counters don't appreciate that "safety before schedule" rests on the shoulders of yourselves, as well as the pilots and cabin crew!
Keep up the good work and thanks for looking after the aircraft that we operate.
And just how many of Qantas LAMEs are level 13?
Out of over 1600 LAMEs at Qantas, only 45 are on that top level.
Are you trying to tell me that as a "shareholder" after reading Steve's letter your greatest concern is with semantics? Shonky overseas maintenance, buried reports, outsourcing debacles etc etc and you want to quibble and play word games. Well done. Of all the myriad of issues and problems at the moment, this is the important one.
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Jet-A-one
I never said anything about the fairness of it, my point is that giving the impression of an income of $113k as an absolute maximum when really it is 40%+ higher is misleading. To me it looks like hypocrisy to criticise Qantas for making inaccurate statements when both sides are playing the same game.
Do you think we don't deserve shift penalties for making these sacrifices?
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That is a pretty good all round note to straighten things out.
Let's see if some balance is shown.
Let's see if some balance is shown.
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Sorry Steve, but who the hell is Geoffrey Thomas (Aviation expert) ?
He has spent many years flying to top destinations worldwide.
With an interest in aviation, he has written about flying, and has cultivated contacts in the airlines.
Now publications (especially the West Australian) brand him as their award-winning "aviation expert" (or in the West social pages, "Biggles").
Some people get a little upset that someone who enjoys "sponsored" travel is made out to be an aviation expert, and most punters probably think he's a former pilot.
That said, from the media's point of view, one might expect he'd be encouraged to argue for the lowest airfares and best on-time performance - what the punters want! Not what nasty delay-creating engineers want, or those "princesses" in the cockpit.
A.N.
its obvious..
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Why do you hate us so much?
Great letter.
I never said anything about the fairness of it, my point is that giving the impression of an income of $113k as an absolute maximum when really it is 40%+ higher is misleading.
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I'm a QAN share holder too.
There is no guarantee you will get the shift loading for ever.It is not part of your wage.If they take away line maint a LAME may have to go to heavy and just do days and afternoons losing many thousands of dollars.You can only bank on your base rate in the current climate. There are so many different shifts it would be tedious to state them all.
We are not arguing over wages. We'll take the 3% offered I'd just like to know where my job will be in a few years.
If qantas cannot tell me that they are incompetent, liars or just poor leaders.
Steve stated some facts . The QF people cant even stick to the same fabricated stories.I loved the 160000000 extra over 3 years line from AJ
Qantas will talk about everything else to distract from the real issue that is on shore maintenance and proper pre flight inspections of aircraft.It is not about money it is about jobs.
There is no guarantee you will get the shift loading for ever.It is not part of your wage.If they take away line maint a LAME may have to go to heavy and just do days and afternoons losing many thousands of dollars.You can only bank on your base rate in the current climate. There are so many different shifts it would be tedious to state them all.
We are not arguing over wages. We'll take the 3% offered I'd just like to know where my job will be in a few years.
If qantas cannot tell me that they are incompetent, liars or just poor leaders.
Steve stated some facts . The QF people cant even stick to the same fabricated stories.I loved the 160000000 extra over 3 years line from AJ
Qantas will talk about everything else to distract from the real issue that is on shore maintenance and proper pre flight inspections of aircraft.It is not about money it is about jobs.