Qantas Recruitment
From the Australian
National Australia Bank employees earning up to $100,000 annually will be offered pay rises totalling 17.5 per cent over four years under a wage deal that locks in working from home rights for thousands of workers.
Qantas staff to get 9% over 5 years while they are gouging the public on fares and making record profits. I don’t know how the board and senior management look at themselves in the mirror.
National Australia Bank employees earning up to $100,000 annually will be offered pay rises totalling 17.5 per cent over four years under a wage deal that locks in working from home rights for thousands of workers.
Qantas staff to get 9% over 5 years while they are gouging the public on fares and making record profits. I don’t know how the board and senior management look at themselves in the mirror.
And as for their senior management….
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It’s an entirely different jurisdiction in a somewhat related matter with different advocates.
Yes, dumbo would be an appropriate description.
Last edited by ddrwk; 13th Jul 2023 at 23:17.
- Qantas made operational decisions in order to save themselves millions of dollars. (ie. standing down staff, forcing crew to take LWOP, reducing numbers, etc.)
- These decisions are now causing a massive training burden.
- To ease this burden Qantas want to ignore the provisions of the EA.
- Now the question is, is it reasonable for Second Officers who were stood down for nearly 2 years to cop a $100,000 p/a hit to their pay as a result of Qantas’s cost reduction decisions, OR, is it reasonable that Qantas follow the EA and be made to foot the bill for their own decisions that saved them huge amounts of money.
With Qantas raking in multi-billion dollar profits, I hardly think it “reasonable” that S/O’s have to pay the price for the ramifications of Qantas’s cost cutting spree.
Last edited by Beer Baron; 14th Jul 2023 at 03:22.
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- Qantas made operational decisions in order to save themselves millions of dollars. (ie. standing down staff, forcing crew to take LWOP, reducing numbers, etc.)
- These decisions are now causing a massive training burden.
- To ease this burden Qantas want to ignore the provisions of the EA.
- Now the question is, is it reasonable for Second Officers who were stood down for nearly 2 years to cop a $100,000 p/a hit to their pay as a result of Qantas’s cost reduction decisions, OR, is it reasonable that Qantas follow the EA and be made to foot the bill for their own decisions that saved them huge amounts of money.
- Qantas made operational decisions in order to save themselves millions of dollars. (ie. standing down staff, forcing crew to take LWOP, reducing numbers, etc.)
- These decisions are now causing a massive training burden.
- To ease this burden Qantas want to ignore the provisions of the EA.
- Now the question is, is it reasonable for Second Officers who were stood down for nearly 2 years to cop a $100,000 p/a hit to their pay as a result of Qantas’s cost reduction decisions, OR, is it reasonable that Qantas follow the EA and be made to foot the bill for their own decisions that saved them huge amounts of money.
With Qantas taking in multi-billion dollar profits, I hardly think it “reasonable” that S/O’s have to pay the price for the ramifications of Qantas’s cuts cutting spree.
I think you should attend a next step course ( remember them) to retrain your appalling thoughts or you will be shipped to the gulag.
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sure does. They can’t plan a BP ahead, let alone a year.
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I'm sure both are numerically possible, but hopefully someone breaks down what you can expect as a base and THEN add expected overtime/allowances/super etc rather than throwing around arbitary outlier numbers as seems to be the norm when discussing Qantas pay.
Unless I'm mistaken you can't go back to SO from FO either, so either chair is going to be yours for a very long time - consider the relevance of that to your situation.
You're going to get at least a few people tell you how you'll make upto 300k a year on day one as a 737 FO, and it used to be that every SO was on at least 200k apparently.
I'm sure both are numerically possible, but hopefully someone breaks down what you can expect as a base and THEN add expected overtime/allowances/super etc rather than throwing around arbitary outlier numbers as seems to be the norm when discussing Qantas pay.
Unless I'm mistaken you can't go back to SO from FO either, so either chair is going to be yours for a very long time - consider the relevance of that to your situation.
I'm sure both are numerically possible, but hopefully someone breaks down what you can expect as a base and THEN add expected overtime/allowances/super etc rather than throwing around arbitary outlier numbers as seems to be the norm when discussing Qantas pay.
Unless I'm mistaken you can't go back to SO from FO either, so either chair is going to be yours for a very long time - consider the relevance of that to your situation.
and it used to be that every SO was on at least 200k apparently.
I'm sure both are numerically possible, but hopefully someone breaks down what you can expect as a base and THEN add expected overtime/allowances/super etc rather than throwing around arbitary outlier numbers as seems to be the norm when discussing Qantas pay.
In all cases from now any new employee on taking a promotion from SO to FO on any fleet will result in a pay rise.
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Money? Then probably the 737 FO spot, but if its money you are after why are you even in Australia?
Despite the new pay rates I'd personally go SO and commute somewhere driveable outside the capitals, but we are all different.
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Some external who are on the hold file, have friends who waited 4 plus years to come off it.
Some are looking at 12 plus months on the hold file after being told would expect a start at the beginning of the year. It would be more a matter of trying to get start sooner rather then later on the 737 then playing the waiting game for a SO spot
Some are looking at 12 plus months on the hold file after being told would expect a start at the beginning of the year. It would be more a matter of trying to get start sooner rather then later on the 737 then playing the waiting game for a SO spot
If you’re the recipient of an email inviting you to apply for DEFO on the 737, caveat emptor.
There’s a reason they’re 30-40 FOs short on the 737 next training year.
The overall package is worth more as a 737 FO but you work a lot harder for it. Expect 15 days work plus 3 days (unpaid) reserve in a 28 day roster at the bottom. That will include some pretty ****ty day trips for 3 hours or less, and multi day trips with back of the clock sectors for less than 3 hours a day.
Driving to work in Sydney is about to get a whole lot harder too, with the loss of car parking next to the domestic terminal adding at least 45 mins to your daily commute to and from if you’re on day trips in that base. ADL, PER and BNE are better. MEL is about 25-30 mins per day waiting for buses and getting to and from the terminal.
Alliance, NJS and Network have gutted large portions of the 737 operation so you’ll spend extended periods in ports like DRW getting paid 6 bucks an hour for it, while Alliance flies eJets all around you with QF call signs.
Rosters improve as you climb the PSN and you’ll get weekends off, and fewer days at work (as low as 8 or 9 in 28 at the top). That’s where you can pick up extra hours, or ignore the pleading messages from crewing, if you choose. At the top, you’ll likely get assigned some stuff though as there are relatively few pilots assignable due to inefficient rostering practices.
Delays where you don’t get paid, loss of flying if you get delayed, cancelled sectors (unpaid), unpaid reserve and general lack of support these days across the domestic operation all add to the frustration.
That said, it’s a great bunch of people to work with, the flying’s fun and there’s WiFi.
SOs get paid less, have little responsibility, don’t work as much and get more days off. Haven’t seen a SO roster for a while but senior LH pilots didn’t work much more than 21 or 22 days in 56 last time I did. Lots of LH trips have home transport - and that makes a huge difference to your lifestyle. Don’t underestimate it. That ability to walk off a jet and just get driven home is great.
Please, stop worrying about allowances. You’re paid allowances for a reason, and that’s to eat while you’re away. Unless you plan to be a hermit, expect to spend a significant portion of them. Considering them
as take home salary is pretty sad.
Horses for courses. Lots of SOs have joined the company with window seat time and are happy to sit in the back seat for a while with a seniority number locked in - and probably wait for the 321.
There’s a reason they’re 30-40 FOs short on the 737 next training year.
The overall package is worth more as a 737 FO but you work a lot harder for it. Expect 15 days work plus 3 days (unpaid) reserve in a 28 day roster at the bottom. That will include some pretty ****ty day trips for 3 hours or less, and multi day trips with back of the clock sectors for less than 3 hours a day.
Driving to work in Sydney is about to get a whole lot harder too, with the loss of car parking next to the domestic terminal adding at least 45 mins to your daily commute to and from if you’re on day trips in that base. ADL, PER and BNE are better. MEL is about 25-30 mins per day waiting for buses and getting to and from the terminal.
Alliance, NJS and Network have gutted large portions of the 737 operation so you’ll spend extended periods in ports like DRW getting paid 6 bucks an hour for it, while Alliance flies eJets all around you with QF call signs.
Rosters improve as you climb the PSN and you’ll get weekends off, and fewer days at work (as low as 8 or 9 in 28 at the top). That’s where you can pick up extra hours, or ignore the pleading messages from crewing, if you choose. At the top, you’ll likely get assigned some stuff though as there are relatively few pilots assignable due to inefficient rostering practices.
Delays where you don’t get paid, loss of flying if you get delayed, cancelled sectors (unpaid), unpaid reserve and general lack of support these days across the domestic operation all add to the frustration.
That said, it’s a great bunch of people to work with, the flying’s fun and there’s WiFi.
SOs get paid less, have little responsibility, don’t work as much and get more days off. Haven’t seen a SO roster for a while but senior LH pilots didn’t work much more than 21 or 22 days in 56 last time I did. Lots of LH trips have home transport - and that makes a huge difference to your lifestyle. Don’t underestimate it. That ability to walk off a jet and just get driven home is great.
Please, stop worrying about allowances. You’re paid allowances for a reason, and that’s to eat while you’re away. Unless you plan to be a hermit, expect to spend a significant portion of them. Considering them
as take home salary is pretty sad.
Horses for courses. Lots of SOs have joined the company with window seat time and are happy to sit in the back seat for a while with a seniority number locked in - and probably wait for the 321.
Last edited by DirectAnywhere; 2nd Aug 2023 at 09:48.
If you’re the recipient of an email inviting you to apply for DEFO on the 737, caveat emptor.
There’s a reason they’re 30-40 FOs short on the 737 next training year.
The overall package is worth more as a 737 FO but you work a lot harder for it. Expect 15 days work plus 3 days (unpaid) reserve in a 28 day roster at the bottom. That will include some pretty ****ty day trips for 3 hours or less, and multi day trips with back of the clock sectors for less than 3 hours a day.
Driving to work in Sydney is about to get a whole lot harder too, with the loss of car parking next to the domestic terminal adding at least 45 mins to your daily commute to and from if you’re on day trips in that base. ADL, PER and BNE are better. MEL is about 25-30 mins per day waiting for buses and getting to and from the terminal.
Alliance, NJS and Network have gutted large portions of the 737 operation so you’ll spend extended periods in ports like DRW getting paid 6 bucks an hour for it, while Alliance flies eJets all around you with QF call signs.
Rosters improve as you climb the PSN and you’ll get weekends off, and fewer days at work (as low as 8 or 9 in 28 at the top). That’s where you can pick up extra hours, or ignore the pleading messages from crewing, if you choose. At the top, you’ll likely get assigned some stuff though as there are relatively few pilots assignable due to inefficient rostering practices.
Delays where you don’t get paid, loss of flying if you get delayed, cancelled sectors (unpaid), unpaid reserve and general lack of support these days across the domestic operation all add to the frustration.
That said, it’s a great bunch of people to work with, the flying’s fun and there’s WiFi.
SOs get paid less, have little responsibility, don’t work as much and get more days off. Haven’t seen a SO roster for a while but senior LH pilots didn’t work much more than 21 or 22 days in 56 last time I did. Lots of LH trips have home transport - and that makes a huge difference to your lifestyle. Don’t underestimate it. That ability to walk off a jet and just get driven home is great.
Horses for courses. Lots of SOs have joined the company with window seat time and are happy to sit in the back seat for a while with a seniority number locked in - and probably wait for the 321.
There’s a reason they’re 30-40 FOs short on the 737 next training year.
The overall package is worth more as a 737 FO but you work a lot harder for it. Expect 15 days work plus 3 days (unpaid) reserve in a 28 day roster at the bottom. That will include some pretty ****ty day trips for 3 hours or less, and multi day trips with back of the clock sectors for less than 3 hours a day.
Driving to work in Sydney is about to get a whole lot harder too, with the loss of car parking next to the domestic terminal adding at least 45 mins to your daily commute to and from if you’re on day trips in that base. ADL, PER and BNE are better. MEL is about 25-30 mins per day waiting for buses and getting to and from the terminal.
Alliance, NJS and Network have gutted large portions of the 737 operation so you’ll spend extended periods in ports like DRW getting paid 6 bucks an hour for it, while Alliance flies eJets all around you with QF call signs.
Rosters improve as you climb the PSN and you’ll get weekends off, and fewer days at work (as low as 8 or 9 in 28 at the top). That’s where you can pick up extra hours, or ignore the pleading messages from crewing, if you choose. At the top, you’ll likely get assigned some stuff though as there are relatively few pilots assignable due to inefficient rostering practices.
Delays where you don’t get paid, loss of flying if you get delayed, cancelled sectors (unpaid), unpaid reserve and general lack of support these days across the domestic operation all add to the frustration.
That said, it’s a great bunch of people to work with, the flying’s fun and there’s WiFi.
SOs get paid less, have little responsibility, don’t work as much and get more days off. Haven’t seen a SO roster for a while but senior LH pilots didn’t work much more than 21 or 22 days in 56 last time I did. Lots of LH trips have home transport - and that makes a huge difference to your lifestyle. Don’t underestimate it. That ability to walk off a jet and just get driven home is great.
Horses for courses. Lots of SOs have joined the company with window seat time and are happy to sit in the back seat for a while with a seniority number locked in - and probably wait for the 321.
I know of a few Group Pilots who were offered start dates as SOs however due to Covid and extended times on the hold file were unable to afford the pay cut. They asked if they could have Direct Entry FO positions and were told this is not possible and therefore turned the Qantas position down.
Are they now offering DEFO positions? I imagine this would be quite the slap in the face to the above folk.
Are they now offering DEFO positions? I imagine this would be quite the slap in the face to the above folk.
I know of a few Group Pilots who were offered start dates as SOs however due to Covid and extended times on the hold file were unable to afford the pay cut. They asked if they could have Direct Entry FO positions and were told this is not possible and therefore turned the Qantas position down.
Are they now offering DEFO positions? I imagine this would be quite the slap in the face to the above folk.
Are they now offering DEFO positions? I imagine this would be quite the slap in the face to the above folk.