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Qantas Recruitment

Old 22nd Feb 2022, 11:41
  #2621 (permalink)  
 
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Originally Posted by aussieflyboy
Apparently QF recruitment have found over 50% of their hold file is no longer interested. Many have gained regional Jet commands (Network/Alliance/NJS ect.) and feel QF International is too risky of a job.
According to who?
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Old 22nd Feb 2022, 13:52
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Originally Posted by aussieflyboy
Apparently QF recruitment have found over 50% of their hold file is no longer interested. Many have gained regional Jet commands (Network/Alliance/NJS ect.) and feel QF International is too risky of a job.
Bunkum

1. I know first hand there are dozens of pilots at one of those entities on the hold file for mainline or who want to be in mainline.

2. Few jet commands were to be gained in the last two years, certainly not over half of the hold file.

3. Plenty had jet commands but gave them up to get into mainline pre Pandemic.

4. A blind dog can see international is on the way back. They havenít just restarted external recruitment for fun.

5. Plenty of internal interest for long haul commands, so the ones at the coal face donít think itís too risky.

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Old 22nd Feb 2022, 16:47
  #2623 (permalink)  
 
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Originally Posted by aussieflyboy
Apparently QF recruitment have found over 50% of their hold file is no longer interested. Many have gained regional Jet commands (Network/Alliance/NJS ect.) and feel QF International is too risky of a job.
I would say the opposite is true. I know of one of the operators you mentioned where a bunch of guys are on the hold file and would jump at the chance to join mainline, the ones who arenít on the hold file are madly filling in the application. Many have jet commands and are still desperate to get out citing a list of reasons, not least of which is the piss poor management they currently languish under.
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Old 22nd Feb 2022, 19:20
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Originally Posted by gordonfvckingramsay
citing a list of reasons, not least of which is the piss poor management they currently languish under.
Going to mainline wonít protect them from ďpiss poor managementĒ, that is the modern style across the group and all industries
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Old 22nd Feb 2022, 20:11
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Plenty to offerÖDonít forget to ask the time to command at the interview. Better still, if you see Alan, ask him, heís a stats man.
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Old 22nd Feb 2022, 20:16
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A Cobham Captain pilot gave me the run down why he turned down mainline and it made a lot of sene:

Currently on ~210K per year in a lifestyle friendly job.
He estimated it’d take 22 years to make more then that at mainline and he would have to relocate multiple times.
When you consider on average every 10 years QF seems to make people redundant or reduces hours due to some sort of global event and the extra interest/extra loans ect over that period, he calculated (roughly) he’d be lucky to break even at retirement and he was only early-mid thirties.



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Old 22nd Feb 2022, 21:09
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Originally Posted by aussieflyboy
A Cobham Captain pilot gave me the run down why he turned down mainline and it made a lot of sene:

Currently on ~210K per year in a lifestyle friendly job.
He estimated itíd take 22 years to make more then that at mainline and he would have to relocate multiple times.
When you consider on average every 10 years QF seems to make people redundant or reduces hours due to some sort of global event and the extra interest/extra loans ect over that period, he calculated (roughly) heíd be lucky to break even at retirement and he was only early-mid thirties.
I guess that's fair enough based on his/her assumptions. Everyone is entitled to their view and decision making.
I don't see how you can come to the conclusion that 50% of the QF hold file has declined a job offer based on the testimony of 1 Cobham pilot though.
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Old 22nd Feb 2022, 21:32
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Originally Posted by Fatguyinalittlecoat
I guess that's fair enough based on his/her assumptions. Everyone is entitled to their view and decision making.
I don't see how you can come to the conclusion that 50% of the QF hold file has declined a job offer based on the testimony of 1 Cobham pilot though.
He had some sort of re-interview with people from recruitment and he asked them how long would the wait be if he was still interested and the recruitment team told him not long due to 50% of hold file dropping out/being unavailable.
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Old 22nd Feb 2022, 21:57
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Understood. Being unavailable doesn't mean they aren't interested, as stated. The chatter is there are not many in that catagory. Carry on.
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Old 22nd Feb 2022, 21:58
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I can speak of a few who have also changed their mind. Lots of circumstances have changed since those pilots applied in 2018. 50% seems like a stretch though.
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Old 22nd Feb 2022, 22:11
  #2631 (permalink)  
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I have a colleague who had a start date with Qantas and was delayed due to covid, they just had notification of a start date next month but have declined the position as now they have a Command upgrade just starting. Things change in 2 years.
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Old 22nd Feb 2022, 22:36
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Originally Posted by aussieflyboy
A Cobham Captain pilot gave me the run down why he turned down mainline and it made a lot of sene:

Currently on ~210K per year in a lifestyle friendly job.
He estimated itíd take 22 years to make more then that at mainline and he would have to relocate multiple times.
No. Thatís SH FO pay in normal times and not long at all to that point, straight away for some bases and a few years at most for all bases. You wouldnít have to relocate at all with 5 bases for the 5 main cities. Time to LH will be less now, if you take out the gaps in recruiting (09-16 and 20-22) itís looking like around 4-6 years worth of constant recruitment and youíll get a LH FO slot. Note thatís with constant recruitment not overall time in company. By all measures wait times will be coming down.

Commuting is possible for most long haul types/bases. Lifestyle friendly? Well thatís up to the individual, plenty more options available in mainline though.

When you consider on average every 10 years QF seems to make people redundant or reduces hours
They havenít made a pilot compulsorily redundant since 1971.

Usually a VR program is followed by a mass amount of training, hundreds of slots available in the next year or so to only bring back a few 380s, not to mention the additional 787s to come, and then the 350s and A321 in 2 years time.

due to some sort of global event and the extra interest/extra loans ect over that period, he calculated (roughly) heíd be lucky to break even at retirement and he was only early-mid thirties.
I think his sums are off. Possibly if you were later in your career, but if youíre in your early to mid 30s looking at an an additional 30-35 years in the workforce youíd definitely be better off joining up.

Originally Posted by Ollie Onion
I have a colleague who had a start date with Qantas and was delayed due to covid, they just had notification of a start date next month but have declined the position as now they have a Command upgrade just starting. Things change in 2 years.
I know a few whoíve already had a command upgrade in another entity in the last two years, but are counting down the days to get out!

Last edited by dr dre; 23rd Feb 2022 at 03:34.
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Old 22nd Feb 2022, 22:47
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Originally Posted by Brakerider
I can speak of a few who have also changed their mind. Lots of circumstances have changed since those pilots applied in 2018.
No doubt some have changed their minds, it can feel quite safe to be in an operator that has had steady work over the last two years and quite daunting to move to an operator which mostly hasnít, at least in the international sphere.

But an aviation career is always about making a move just at the start of the ďright timeĒ, not when itís obvious and every person and their dog is trying to get a job. Given the future trends, the aircraft on order and if the need for pilots with planned flying for the next few years is correct, then substantial mainline recruitment will be needed, and thatís without factoring the upcoming purchases like the A321 and A350.

So whilst today a pilot may feel more comfortable in the safety of the regional, they might find in a year or so that the better prospect would be to come over. However by reapplying in a year or so theyíll be a few hundred numbers down the seniority list.
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Old 23rd Feb 2022, 02:33
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I count myself lucky that I am at the end of my flying career, but I know one thing. If you can get any change to get in to a major airline, take it !!! There is not question about it !!!

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Old 23rd Feb 2022, 02:49
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A secure job in a Qantas owned subsidiary is only as secure as itís usefulness to Qantas .
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Old 23rd Feb 2022, 04:37
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Usually a VR program is followed by a mass amount of training, hundreds of slots available in the next year or so to only bring back a few 380s, not to mention the additional 787s to come, and then the 350s and A321 in 2 years time.
Really? Exactly how many 350s and A321 have been ordered for 2 years time?
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Old 23rd Feb 2022, 07:59
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Originally Posted by Lezzeno
Really? Exactly how many 350s and A321 have been ordered for 2 years time?
​​​​​​
Those waiting for a confirmed order for those aircraft before submitting an application for employment will be well down the list when they arrive.
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Old 23rd Feb 2022, 08:58
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Those waiting for a confirmed order for those aircraft before submitting an application for employment will be well down the list when they arrive.
Care to answer the question?

Exactly how many 350s and A321 have been ordered for 2 years time?
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Old 23rd Feb 2022, 09:19
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Originally Posted by aussieflyboy
A Cobham Captain pilot gave me the run down why he turned down mainline and it made a lot of sene:

Currently on ~210K per year in a lifestyle friendly job.
He estimated itíd take 22 years to make more then that at mainline and he would have to relocate multiple times.
When you consider on average every 10 years QF seems to make people redundant or reduces hours due to some sort of global event and the extra interest/extra loans ect over that period, he calculated (roughly) heíd be lucky to break even at retirement and he was only early-mid thirties.
Sorry to be pedantic, but are you referring to the ex-Cobham B717 National Jet now QF-subsidiary, or actually Cobham - who I believe only operate jets these days as FIFO E190ís and AMSA Challengers?

Each to their own - however, as others have pointed out, a B737 F/O gig has not been a long wait in recent years. For some pilots a jet command is everything - and would be very reluctant to trade it for anything that involved considerable RHS or relief pilot time.

QFís expansion of subsidiaries at the expense of mainline promotion has become a predictable playlist over the past 20 years and doesnít show any signs of abating. QF mainline Command is a very long wait compared to just about any other jet operation in the country, particularly if joining at mid-thirties. Some pilots who have joined QF in the past 20 years in their late thirties to early forties have had to resign themselves to the possibility of never getting a QF B737 Command in their base of choice.

Some people want a Command, some want LH widebody lifestyle, some just want $$$. Some want all 3, and some care not for any of the above.

And anyone trying to predict the future obviously hasnít been paying enough attention!

Your mate may have just made the best decision of his life - or it may turn out not to have been. I just hope he didnít make the decision based on poor information or rumours. For example, the redundancy comment.
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Old 23rd Feb 2022, 10:00
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Worth the shot?

So Iím currently working in EASA land and in the process of converting my license back to a CASA ATPLÖ

I meet all requirements for the QF SO gig except having the Aussie ATPL (I have the CPL and MECIR just didnít want to do 7 Aussie ATPL before I did the marathon 14 EASA ones)

Will the application just get binned by software because it doesnít meet the requirement? Iím currently flying Airbus regularly, just back on holiday and to get the 2 exams done while I wait for the long slow CASA paperwork trail to do itís thingÖ

Regards,
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