MERGED: Alan's still not happy......
Nunc est bibendum
I kinda think it's ok that the Captain of an A380 is on 4 ung. What the f@rk is it with people?
What is interesting is that given the 'work rate' involved between the A380 and other aircraft types, there are a number of QF drivers (including many on the dugong) who think the A380 overpaid- at least as it compares to those other types and those relative work rates. That doesn't mean that QF drivers are underpaid on the other types either as most of those on those other types consider what we are paid to be reasonable and comparable with others around the world.
An A380 pay rate is about 23% more than mine. Personally I'd be quite happy to fly an A380 for that rate of pay and just get overtime minute for minute only when I go beyond the planned tour of duty. 787 on 767 rates- perhaps plus a percent or two given it's marginally bigger? No problem.
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Pay reductions are always a panacea and moral imperative for those higher up the food chain, those earning more than oneself, or others somehow deemed to be less deserving. Funnily enough people seem reluctant to jump to the head of the queue when salary diminutions are in the offing for themselves.
Nunc est bibendum
Perhaps you're right fool-sufferer. Or perhaps they're offered because the current system has become distorted and is no longer recognisable from that which existed when the current 'rules' were put in place.
Of course, we can always cling to the current conditions the way that Holden workers did and see where that gets us.
Of course, we can always cling to the current conditions the way that Holden workers did and see where that gets us.
I am sure pay rates will have an over all good effect for the company. I guess the crews will be a little less mindful when selecting flight levels and cruise speeds etc. It would be easy to blow an extra few hundred kilos of gas out the back on the way down to melbourne. Payback is a bitch allan.
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Emirates declines Qantas equity
QANTAS partner Emirates has declared it has no interest in rescuing the Australian airline with an equity injection, even if the legislation barring foreign ownership were changed
The fate of Qantas is expected to be debated at a cabinet meeting tomorrow, with the government considering whether short-term palliatives, such as debt guarantees, are warranted.
Tony Abbott yesterday warned Qantas that it needed to take responsibility for its own fate and not look to the government for salvation.
The Prime Minister said the government was prepared to consider any formal proposals presented by the troubled airline, but said Qantas had to take the leadership.
"No government is going to fight harder for Qantas than Qantas will fight for itself. The important thing is that Qantas put its house in order. In the end, it won't survive because the government has brought about a survival plan."
While Mr Abbott suggested Qantas was yet to lodge a formal proposal, a Qantas spokesman said yesterday the company had been engaged in productive discussions with the government.
"We're not in a position to comment on those discussions other than to say we're certainly not looking for a handout from taxpayers," he said.
"We have previously called for a review of the legislative framework that is distorting the Australian aviation market. Access to foreign capital has become a major factor in this market and Qantas is denied the same access as its competitors. But ultimately, the Qantas Sale Act is a matter for parliament," he said.
He added that Qantas was pleased the government had acknowledged that it was not competing on an equal footing with Virgin Airlines, which has unfettered access to foreign capital.
While the government has indicated a readiness to consider changing the Qantas Sale Act, which restricts foreign shareholding in the airline, it would take time to get any such change through parliament in the teeth of opposition from both Labor and the Greens.
Labor infrastructure spokesman Anthony Albanese has said he would wait to see what the government proposed before commenting, but he would not accept the airline being foreign controlled.
Remarks yesterday by the Qantas's partner Emirates airlines, with which it jointly operates key routes through Europe, cast doubt on how readily Qantas would find additional capital, even if the legislative barriers were removed.
Emirates has been touted as a likely partner for Qantas, given the airlines' alliance.
But president Tim Clark told website AirlineRatings.com that Emirates would watch the situation carefully but it didn't have the "bottomless pit of cash" possessed by Virgin Australia partner Etihad Airways.
"So no, equity is not on the table," Mr Clark said.
As a short-term measure, the government may consider some form of guarantee of Qantas debts, although Treasury is known to be opposed to such devices.
As former transport minister, Mr Albanese had given Qantas a "letter of comfort" stating that the government stood behind Qantas, enabling it to raise funds.
Mr Abbott said the government was prepared to listen to any proposals that Qantas put to it, but he flagged that any government commitments would have to be consistent with the Coalition's values.
"We want to work constructively with Qantas to ensure that it has a bright future. We'll do so in keeping with our values and our commitments.
"In the end, we are a government which wants to see private businesses succeed and flourish. But it is not governments which build the prosperity of the nation, it is the individuals and businesses that build the prosperity of nations.
"Our fundamental objective is to liberate the individual and businesses of this country to be their best and most productive selves." Cookies must be enabled. | The Australian
The fate of Qantas is expected to be debated at a cabinet meeting tomorrow, with the government considering whether short-term palliatives, such as debt guarantees, are warranted.
Tony Abbott yesterday warned Qantas that it needed to take responsibility for its own fate and not look to the government for salvation.
The Prime Minister said the government was prepared to consider any formal proposals presented by the troubled airline, but said Qantas had to take the leadership.
"No government is going to fight harder for Qantas than Qantas will fight for itself. The important thing is that Qantas put its house in order. In the end, it won't survive because the government has brought about a survival plan."
While Mr Abbott suggested Qantas was yet to lodge a formal proposal, a Qantas spokesman said yesterday the company had been engaged in productive discussions with the government.
"We're not in a position to comment on those discussions other than to say we're certainly not looking for a handout from taxpayers," he said.
"We have previously called for a review of the legislative framework that is distorting the Australian aviation market. Access to foreign capital has become a major factor in this market and Qantas is denied the same access as its competitors. But ultimately, the Qantas Sale Act is a matter for parliament," he said.
He added that Qantas was pleased the government had acknowledged that it was not competing on an equal footing with Virgin Airlines, which has unfettered access to foreign capital.
While the government has indicated a readiness to consider changing the Qantas Sale Act, which restricts foreign shareholding in the airline, it would take time to get any such change through parliament in the teeth of opposition from both Labor and the Greens.
Labor infrastructure spokesman Anthony Albanese has said he would wait to see what the government proposed before commenting, but he would not accept the airline being foreign controlled.
Remarks yesterday by the Qantas's partner Emirates airlines, with which it jointly operates key routes through Europe, cast doubt on how readily Qantas would find additional capital, even if the legislative barriers were removed.
Emirates has been touted as a likely partner for Qantas, given the airlines' alliance.
But president Tim Clark told website AirlineRatings.com that Emirates would watch the situation carefully but it didn't have the "bottomless pit of cash" possessed by Virgin Australia partner Etihad Airways.
"So no, equity is not on the table," Mr Clark said.
As a short-term measure, the government may consider some form of guarantee of Qantas debts, although Treasury is known to be opposed to such devices.
As former transport minister, Mr Albanese had given Qantas a "letter of comfort" stating that the government stood behind Qantas, enabling it to raise funds.
Mr Abbott said the government was prepared to listen to any proposals that Qantas put to it, but he flagged that any government commitments would have to be consistent with the Coalition's values.
"We want to work constructively with Qantas to ensure that it has a bright future. We'll do so in keeping with our values and our commitments.
"In the end, we are a government which wants to see private businesses succeed and flourish. But it is not governments which build the prosperity of the nation, it is the individuals and businesses that build the prosperity of nations.
"Our fundamental objective is to liberate the individual and businesses of this country to be their best and most productive selves." Cookies must be enabled. | The Australian
Last edited by TIMA9X; 15th Dec 2013 at 16:20.
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this won't help his mood......
Qantas Workers in talks with investors | thetelegraph.com.au
If nothing else it'll ruin Cliffords breakfast......
If nothing else it'll ruin Cliffords breakfast......
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UK Sunday Times report.
Qantas flies free of Aussie control
John Collingridge
Last updated December 15 2013 12:01AM
AUSTRALIA has cleared the runway for the next big deal in the airline industry by pledging to scrap laws that prevent its national carrier Qantas from falling into foreign control.
Tony Abbott, the Australian prime minister, has backed calls for the airline to be “unshackled” from laws that limit foreign ownership to 49%.
Qantas’s credit rating was recently downgraded to junk status by ratings agency Standard & Poor’s after a shock profit warning, triggered by rising fuel costs and falling passenger numbers.
The airline warned investors to expect a half-year loss of up to A$300m (£165m) and said it is slashing 1,000 jobs.
A merger for Qantas — part of the Oneworld Alliance, which includes British Airways — would mark the latest phase of consolidation for legacy carriers as they battle the booming Gulf airlines. American Airlines and US Airways last week joined forces to create the world’s biggest carrier.
Qantas formed an alliance with Gulf carrier Emirates this year to share networks and customer lounges. Emirates and some Chinese carriers are seen as possible merger partners.
Allowing Qantas, dubbed the flying kangaroo, to team up with a foreign partner would free it to compete on a “level playing field”, Abbott said. Rival Virgin Australia is backed by carriers including Singapore Airlines and Etihad Airways.
Qantas said: “Access to foreign capital has become a big factor in this market and Qantas is denied the same access as its competitors.”
John Collingridge
Last updated December 15 2013 12:01AM
AUSTRALIA has cleared the runway for the next big deal in the airline industry by pledging to scrap laws that prevent its national carrier Qantas from falling into foreign control.
Tony Abbott, the Australian prime minister, has backed calls for the airline to be “unshackled” from laws that limit foreign ownership to 49%.
Qantas’s credit rating was recently downgraded to junk status by ratings agency Standard & Poor’s after a shock profit warning, triggered by rising fuel costs and falling passenger numbers.
The airline warned investors to expect a half-year loss of up to A$300m (£165m) and said it is slashing 1,000 jobs.
A merger for Qantas — part of the Oneworld Alliance, which includes British Airways — would mark the latest phase of consolidation for legacy carriers as they battle the booming Gulf airlines. American Airlines and US Airways last week joined forces to create the world’s biggest carrier.
Qantas formed an alliance with Gulf carrier Emirates this year to share networks and customer lounges. Emirates and some Chinese carriers are seen as possible merger partners.
Allowing Qantas, dubbed the flying kangaroo, to team up with a foreign partner would free it to compete on a “level playing field”, Abbott said. Rival Virgin Australia is backed by carriers including Singapore Airlines and Etihad Airways.
Qantas said: “Access to foreign capital has become a big factor in this market and Qantas is denied the same access as its competitors.”
What, you mean they are trying to save some $$$$$'s
Read more: Qantas IT system victim of cost cuts
The flip side though is from all reports
the FF or Loyalty mob spend & waste more money than anyone, they believe they are 'god's gift to QANTAS'. Further, was told that the amount of items tossed out in the recent move from building next to Stanford Hotel (Sydney) office to the New Fort Fumble was sickening. People don't care but the joke is that the people who were/are responsible for the move and the new Campus, haven't got a clue, e.g. completely forgetting departments, not providing enough space/seats, no idea about current procedures.
Qantas has shelved a project to replace a 26-year-old IT system that supports almost 10 million members of its frequent-flyer program because it would cost another $40 million to complete.
The decision highlights the pressure on Qantas to slash costs to retain a cash buffer and keep up the fight in the domestic market against a rejuvenated Virgin Australia.
Qantas has already forked out $20 million on the NewGen program begun in early 2010 to replace the existing frequent-flyer IT platform called Profile.
The new system was originally due to be rolled out within 18 months.
Insiders have questioned the benefits of the work on the new program so far but Qantas said the old system had been enhanced by incorporating elements from NewGen. Contractors were kept on until October to ensure part of the new project was bolted on to the old Profile system.
Those full-time Qantas employees working on the new system have since been sent to other projects within the frequent-flyer business such as the Qantas Cash and Acquire programs.
Qantas insists that, despite its age, the ''existing system is running well with the enhancements we've made'', although it concedes that a ''new system is something we'll need to consider in the future''.
Staring at a first-half loss of up to $300 million, Qantas has outlined a plan to axe at least 1000 jobs within the next 12 months and strip out an extra $2 billion in costs over the next three years.
It also has a team of internal strategists working on a wide-ranging structural review, which will canvas the possibility of partial sales of assets such as the frequent flyer division and Jetstar. The airline has yet to decide whether it will bring in external advisers to work on the review.
On Thursday it called for expressions of interest for voluntary redundancies among its engineering workforce but did not outline how many jobs were involved.
Qantas chief executive Alan Joyce and his senior managers will on Wednesday meet heavyweights from unions representing the bulk of the airline's 30,000-strong workforce.
The ACTU is heading the talks, which will be the first time unions get an opportunity to hear about the business units likely to be hit hardest by the job cuts.
But, in a sign of divisions within the union movement, the Australian Licensed Aircraft Engineers Association has decided to boycott the meeting.
ALAEA president Paul Cousins said it had told the ACTU that it did not want it to bargain on its behalf.
''The ACTU has said that Qantas needs help. The truth of the matter is Qantas management needs removal,'' he said.
Analysts say large institutional investors recognise the challenges facing Qantas management but some are questioning its costly strategy of maintaining a 65 per cent share of the domestic market.
The strategy has forced Qantas into a fare war with Virgin, severely denting earnings of both.
The decision highlights the pressure on Qantas to slash costs to retain a cash buffer and keep up the fight in the domestic market against a rejuvenated Virgin Australia.
Qantas has already forked out $20 million on the NewGen program begun in early 2010 to replace the existing frequent-flyer IT platform called Profile.
The new system was originally due to be rolled out within 18 months.
Insiders have questioned the benefits of the work on the new program so far but Qantas said the old system had been enhanced by incorporating elements from NewGen. Contractors were kept on until October to ensure part of the new project was bolted on to the old Profile system.
Those full-time Qantas employees working on the new system have since been sent to other projects within the frequent-flyer business such as the Qantas Cash and Acquire programs.
Qantas insists that, despite its age, the ''existing system is running well with the enhancements we've made'', although it concedes that a ''new system is something we'll need to consider in the future''.
Staring at a first-half loss of up to $300 million, Qantas has outlined a plan to axe at least 1000 jobs within the next 12 months and strip out an extra $2 billion in costs over the next three years.
It also has a team of internal strategists working on a wide-ranging structural review, which will canvas the possibility of partial sales of assets such as the frequent flyer division and Jetstar. The airline has yet to decide whether it will bring in external advisers to work on the review.
On Thursday it called for expressions of interest for voluntary redundancies among its engineering workforce but did not outline how many jobs were involved.
Qantas chief executive Alan Joyce and his senior managers will on Wednesday meet heavyweights from unions representing the bulk of the airline's 30,000-strong workforce.
The ACTU is heading the talks, which will be the first time unions get an opportunity to hear about the business units likely to be hit hardest by the job cuts.
But, in a sign of divisions within the union movement, the Australian Licensed Aircraft Engineers Association has decided to boycott the meeting.
ALAEA president Paul Cousins said it had told the ACTU that it did not want it to bargain on its behalf.
''The ACTU has said that Qantas needs help. The truth of the matter is Qantas management needs removal,'' he said.
Analysts say large institutional investors recognise the challenges facing Qantas management but some are questioning its costly strategy of maintaining a 65 per cent share of the domestic market.
The strategy has forced Qantas into a fare war with Virgin, severely denting earnings of both.
The flip side though is from all reports
the FF or Loyalty mob spend & waste more money than anyone, they believe they are 'god's gift to QANTAS'. Further, was told that the amount of items tossed out in the recent move from building next to Stanford Hotel (Sydney) office to the New Fort Fumble was sickening. People don't care but the joke is that the people who were/are responsible for the move and the new Campus, haven't got a clue, e.g. completely forgetting departments, not providing enough space/seats, no idea about current procedures.
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is QF ff worth anything is QF international folds ?
doubt if ff programme is actually worth anything without QF international.
OK, it's a database of 10 million email addresses of which probably 1/2 to 3/4 (wild guess) are active regular flyers.
Most people I come into contact with get their QF points from credit cards not flying & don't fly QF except when using points.
OK, it's a database of 10 million email addresses of which probably 1/2 to 3/4 (wild guess) are active regular flyers.
Most people I come into contact with get their QF points from credit cards not flying & don't fly QF except when using points.
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The foreign ownership cap is 49%, but the current actual foreign ownership of QF is currently around what, 35%?
It's not like angel investors from overseas are lining up around the block to buy another 10-15% of what's essentially a basket case, so how is changing the QSA going to help QF raise cash? Or am I missing something really obvious?
It's not like angel investors from overseas are lining up around the block to buy another 10-15% of what's essentially a basket case, so how is changing the QSA going to help QF raise cash? Or am I missing something really obvious?
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sense of entitlement is part of the problem
QF is heading down Holdens part.
Not sure if the following is true (was emailed this, last night) but Qantas/Ansett were simply cost plus airlines until deregulation, which no longer works.
>>>
High wages stall Holden engine
by: Grace Collier
Illustration: Sturt Krygsman Source: TheAustralian
ONLY $150 million a year will save Holden? Rubbish. The Holden Enterprise Agreement is the document that has utterly sunk Holden's prospects. It defies belief that someone in the company isn't being held to account for it.
Holden's management masks a union culture beyond most people's comprehension. Employment costs spiralled way beyond community standards long ago. Neither "pay freezes" nor more money will save Holden, but getting the Fair Work Commission to dissolve the agreement and put all workers on the award wage might be a start.
In 1991, the pre-enterprise bargaining award wage of a Holden entry level process worker was $462.80 a week. In 1992, Holden began enterprise bargaining and now a worker at that same classification level has a base rate of $1194.50 a week, a 158 per cent increase, or a compound increase of 4.4 per cent year on year for 22 years. Right now, base wage rates for process workers in the Holden enterprise agreement are in the $60,000 to $80,000 per year range and in recent times, "hardship payments" of $3750 were given to each worker.
The modern award for such workers mandates base rates in the $37,000 to $42,000 range. This means that before we add any of the shift penalties, loadings, 26 allowances and the added cost of productivity restrictions, Holden begins each working day paying its workforce almost double what it should. After you add in the other employment costs, I estimate Holden's workforce costs it somewhere close to triple the amount it should.
Many people who work at Holden don't actually work for Holden; they work for the union. Occupational health and safety people are given 10 days' paid time off a year to be trained by the union. Most companies do not allow unions to train their OH&S people because the knowledge is used to control the workplace to the benefit of the union.
Union delegates are also allowed up to 10 paid days a year for union training in how to be effective union delegates and two of these delegates are entitled to an extra Holden sponsorship of one paid month off to "further their industrial and/or leadership development".
Holden's rules on hiring casuals are shocking and unheard of in today's market. The agreement forbids Holden from hiring casuals except when a "short-term increase in workload, or other unusual circumstances occurs". If this situation arises Holden has to "consult and reach agreement" with the union. Further, "Engagement of the agreed number of casual personnel will be for the agreed specified tasks and the agreed specified periods." If any of this changes, Holden must get union agreement again. After three months of continuous full-time work a casual must be made permanent. It is impossible to run a business like this.
An ex-employee from Adelaide, on condition of anonymity, consented to an interview yesterday. He described the workforce as "over-managed", with one team leader for every six workers on the production line, when one for every 25 workers would suffice.
He said "some of us workers felt it wasn't necessary to get paid what we were getting paid to do the jobs we were doing", adding that their work is probably worth about "20 bucks an hour". A few years back, mates took redundancy packages in the order of "$280k plus". Workers are "like sheep" that blindly follow the union leadership. At induction, new workers are ushered into one-on-one meetings with the union rep who heavies them into joining. "It is made clear that if you don't join the union you will be sacked," he said. Union representatives "don't actually do any work for Holden", but rather make themselves full-time enforcers of union control.
He says workers are drug tested before hiring, but "only have to stay off it for a few weeks, get in the door and then you'll be right". Workers caught taking drugs or being drug-affected at work are allegedly put on a fully paid rehabilitation program, with special paid time off of about four weeks duration, before being let back into the workforce.
Australian workplaces have a zero tolerance for drug use, with instant dismissal the remedy, but at Holden "the union won't let the company sack" any workers caught dealing, taking or being on drugs. "If they did a random drug test tomorrow they'd probably have to sack 40 per cent of the workforce," he adds.
If the Holden scenario were playing out in a privately owned business, proper cost-cutting strategies would be used. If you have the will and can hire the skill, there are many ways to cut labour costs. The workers can be given a couple of years notice of significant wage drops and can receive lump sum payouts of entitlements to help bring down family debt.
Of course, these strategies are only ever used by business people who have no one else to bail them out. It seems Holden would rather leave the country than dissolve its enterprise agreement. The union thinks members are better off jobless than on award wages. Holden's fate seems sealed.
If Holden does leave, workers will receive the most generous redundancy benefits around. Holden says leaving will cost $600m. Most of this will go to staff payouts. The fellow interviewed agrees with my calculation: the average production-line worker will walk away with a redundancy package of between $300k-500k.
Not sure if the following is true (was emailed this, last night) but Qantas/Ansett were simply cost plus airlines until deregulation, which no longer works.
>>>
High wages stall Holden engine
by: Grace Collier
Illustration: Sturt Krygsman Source: TheAustralian
ONLY $150 million a year will save Holden? Rubbish. The Holden Enterprise Agreement is the document that has utterly sunk Holden's prospects. It defies belief that someone in the company isn't being held to account for it.
Holden's management masks a union culture beyond most people's comprehension. Employment costs spiralled way beyond community standards long ago. Neither "pay freezes" nor more money will save Holden, but getting the Fair Work Commission to dissolve the agreement and put all workers on the award wage might be a start.
In 1991, the pre-enterprise bargaining award wage of a Holden entry level process worker was $462.80 a week. In 1992, Holden began enterprise bargaining and now a worker at that same classification level has a base rate of $1194.50 a week, a 158 per cent increase, or a compound increase of 4.4 per cent year on year for 22 years. Right now, base wage rates for process workers in the Holden enterprise agreement are in the $60,000 to $80,000 per year range and in recent times, "hardship payments" of $3750 were given to each worker.
The modern award for such workers mandates base rates in the $37,000 to $42,000 range. This means that before we add any of the shift penalties, loadings, 26 allowances and the added cost of productivity restrictions, Holden begins each working day paying its workforce almost double what it should. After you add in the other employment costs, I estimate Holden's workforce costs it somewhere close to triple the amount it should.
Many people who work at Holden don't actually work for Holden; they work for the union. Occupational health and safety people are given 10 days' paid time off a year to be trained by the union. Most companies do not allow unions to train their OH&S people because the knowledge is used to control the workplace to the benefit of the union.
Union delegates are also allowed up to 10 paid days a year for union training in how to be effective union delegates and two of these delegates are entitled to an extra Holden sponsorship of one paid month off to "further their industrial and/or leadership development".
Holden's rules on hiring casuals are shocking and unheard of in today's market. The agreement forbids Holden from hiring casuals except when a "short-term increase in workload, or other unusual circumstances occurs". If this situation arises Holden has to "consult and reach agreement" with the union. Further, "Engagement of the agreed number of casual personnel will be for the agreed specified tasks and the agreed specified periods." If any of this changes, Holden must get union agreement again. After three months of continuous full-time work a casual must be made permanent. It is impossible to run a business like this.
An ex-employee from Adelaide, on condition of anonymity, consented to an interview yesterday. He described the workforce as "over-managed", with one team leader for every six workers on the production line, when one for every 25 workers would suffice.
He said "some of us workers felt it wasn't necessary to get paid what we were getting paid to do the jobs we were doing", adding that their work is probably worth about "20 bucks an hour". A few years back, mates took redundancy packages in the order of "$280k plus". Workers are "like sheep" that blindly follow the union leadership. At induction, new workers are ushered into one-on-one meetings with the union rep who heavies them into joining. "It is made clear that if you don't join the union you will be sacked," he said. Union representatives "don't actually do any work for Holden", but rather make themselves full-time enforcers of union control.
He says workers are drug tested before hiring, but "only have to stay off it for a few weeks, get in the door and then you'll be right". Workers caught taking drugs or being drug-affected at work are allegedly put on a fully paid rehabilitation program, with special paid time off of about four weeks duration, before being let back into the workforce.
Australian workplaces have a zero tolerance for drug use, with instant dismissal the remedy, but at Holden "the union won't let the company sack" any workers caught dealing, taking or being on drugs. "If they did a random drug test tomorrow they'd probably have to sack 40 per cent of the workforce," he adds.
If the Holden scenario were playing out in a privately owned business, proper cost-cutting strategies would be used. If you have the will and can hire the skill, there are many ways to cut labour costs. The workers can be given a couple of years notice of significant wage drops and can receive lump sum payouts of entitlements to help bring down family debt.
Of course, these strategies are only ever used by business people who have no one else to bail them out. It seems Holden would rather leave the country than dissolve its enterprise agreement. The union thinks members are better off jobless than on award wages. Holden's fate seems sealed.
If Holden does leave, workers will receive the most generous redundancy benefits around. Holden says leaving will cost $600m. Most of this will go to staff payouts. The fellow interviewed agrees with my calculation: the average production-line worker will walk away with a redundancy package of between $300k-500k.
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Oh dear, BNEA320, that does make for depressing and probably true reading. Collier was for many years a unionist, but the corruption, the bullying, and the tactics wore her down, till she quit. The AWU admits 146,000 jobs have been lost in manufacturing since 2007, these are their figures, not mine and easily googled. And yet we fawn over the Holden workers, who have four years to find another job, and go out with pockets tingling. Here in the Hunter, small manufactures close almost weekly, they cannot keep up with the wages, the insurance, the super, and either head off shore, or just give up. We are doing a great job of pricing ourselves out of existence, one way or another.
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Soldier of fortune post 1086
Confirmed. The Greek Santa wants SYD DOM to be a "terminal only" business. Key points:
- "Roster alignment": Replace 2x12hr days / 2x12hr nites / 4xdays-off roster with a 2x10hr days / 2x10hr nites / 2xdays-off. The 10hr may be 10.5hr or 10.9hr but either way Dom & ain't terminals will be on the same/simar roster.
- QF & Jitconnict 738 Phase checks plus heavier jobs plus 40 LAMEs (20 from each terminal) to go to Base.
- Senior LAMEs & DMMs exempt from the process in exchange for full support to "sell" the changes to the blokes on the floor.
- So far, no selection criteria beyond "must have 738, JC and supervisory experience". Recent mention of possibly sending LAMEs that also have wide body license(s).
- Possible "sweeteners" to be offered terminal LAMEs to go to Base. Given the current financial austerity measures, I can't imagine what possible sweeteners worth a damn could be offered.
Looks like anyone at SIO receiving 738 training are on a one-way ticket to Base.
Am I missing something, but can someone see the sense in sending 40 SIO & SDO LAMEs to Base to acquit the work 32 SDO LAMEs across 4 crews still manage to regularly complete before first flight of the day, despite the 20% loss in productivity caused by the introduction of Maintenix? Most SIO LAMEs have little experience on 738 Phase checks. Base LAMEs have none. Word on the street is if forced to go to Base, terminal LAMEs will refuse to sign for Base LAMEs/AMEs; the phase checks will more often than not be "left in pieces" in the hangar in the morning; there's no way that 40 LAMEs can cover the phase check work plus those big all-nighter jobs, given that they won't get much help or accept much help from a Base workforce facing or having copped 150 job losses.
How can Texas Tony accept an unacceptable risk to OTP and a decrease in productivity?
- "Roster alignment": Replace 2x12hr days / 2x12hr nites / 4xdays-off roster with a 2x10hr days / 2x10hr nites / 2xdays-off. The 10hr may be 10.5hr or 10.9hr but either way Dom & ain't terminals will be on the same/simar roster.
- QF & Jitconnict 738 Phase checks plus heavier jobs plus 40 LAMEs (20 from each terminal) to go to Base.
- Senior LAMEs & DMMs exempt from the process in exchange for full support to "sell" the changes to the blokes on the floor.
- So far, no selection criteria beyond "must have 738, JC and supervisory experience". Recent mention of possibly sending LAMEs that also have wide body license(s).
- Possible "sweeteners" to be offered terminal LAMEs to go to Base. Given the current financial austerity measures, I can't imagine what possible sweeteners worth a damn could be offered.
Looks like anyone at SIO receiving 738 training are on a one-way ticket to Base.
Am I missing something, but can someone see the sense in sending 40 SIO & SDO LAMEs to Base to acquit the work 32 SDO LAMEs across 4 crews still manage to regularly complete before first flight of the day, despite the 20% loss in productivity caused by the introduction of Maintenix? Most SIO LAMEs have little experience on 738 Phase checks. Base LAMEs have none. Word on the street is if forced to go to Base, terminal LAMEs will refuse to sign for Base LAMEs/AMEs; the phase checks will more often than not be "left in pieces" in the hangar in the morning; there's no way that 40 LAMEs can cover the phase check work plus those big all-nighter jobs, given that they won't get much help or accept much help from a Base workforce facing or having copped 150 job losses.
How can Texas Tony accept an unacceptable risk to OTP and a decrease in productivity?
Join Date: Aug 2008
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What does an A380 SO earn? I heard about $180,000?..no disrespect, if you can get that money for that role good on you..but seriously, it's not sustainable...Also heard that a number of long term SOs have already had a chance at a window seat but for whatever reason won't move to Perth or have new born babies, bought a new house, just got married etc etc.. Frankly in this game take the first window seat/command that comes your way... You never know when the music is going to stop!
Possible "sweeteners" to be offered terminal LAMEs to go to Base. Given the current financial austerity measures, I can't imagine what possible sweeteners worth a damn could be offered.
Leftover sweeteners from catering.
Why have Leigh and Alan not been able to capitalise on it?International pax to/from Australia up 5% to 30.3m in FY2013, capacity (seats) also up 5% | CAPA - Centre for Aviation
That's right, its everyone else's fault!
That's right, its everyone else's fault!
Also heard that a number of long term SOs have already had a chance at a window seat but for whatever reason won't move to Perth or have new born babies, bought a new house, just got married etc etc.. Frankly in this game take the first window seat/command that comes your way... You never know when the music is going to stop!
, and are probably hedging their bets that things may work out. A gamble to be sure, but there you have it. Everyone is different, but my family comes before my flying every time. Moving to Perth wasn't for us, and that may turn out to be a dumb move, but all you can do is work with what's in front of you at the time.All I want to do is predict the future. Is that too much to ask?
ruprecht