An important MSG to my fellow JETCONNECT pilots.
Consumer Prices in Sydney are 4.91% higher than in Auckland
Consumer Prices Including Rent in Sydney are 19.14% higher than in Auckland
Rent Prices in Sydney are 47.80% higher than in Auckland
Restaurant Prices in Sydney are 7.09% higher than in Auckland
Groceries Prices in Sydney are 8.04% higher than in Auckland
Consumer Prices Including Rent in Sydney are 19.14% higher than in Auckland
Rent Prices in Sydney are 47.80% higher than in Auckland
Restaurant Prices in Sydney are 7.09% higher than in Auckland
Groceries Prices in Sydney are 8.04% higher than in Auckland
Apples with Oranges.
A valid comparison is with Air NZ A320, Virgin NZ, and Jetstar NZ
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Jetconnect: The Aussie Apple in NZ
Jetconnect doesn’t operate anywhere else ex NZ but Australia on routes that used to be operated solely from Australia with flights that still technically originate from Australia as per the schedule and branded as being Australian.
So if you want to compare the Jetconnect Apple with Apples of a similar type then you need to compare it to all the other contracts that QF pays to do its bidding no matter how rotten they may be (You see what I did there).
So if you want to compare the Jetconnect Apple with Apples of a similar type then you need to compare it to all the other contracts that QF pays to do its bidding no matter how rotten they may be (You see what I did there).
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'Suitable' is a relative term. I would suggest that 90% of 'suitable' pilots join Air NZ/Qantas and stay until retirement. At Jetconnect it would be lucky to be 5%. The high level of churn is not good for maintaining experience levels and quite frankly I think Qantas customers want experience. Look after your staff and your staff will look after your customers.
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I don't have a dog in the fight but I think 'exploitation' is a bit of a stretch.
Are the remuneration and associated conditions below par? Absolutely, no question. But when suitable staff can be found for the conditions on offer in a free, democratised country then that is a definition of a market rate.
PG
Are the remuneration and associated conditions below par? Absolutely, no question. But when suitable staff can be found for the conditions on offer in a free, democratised country then that is a definition of a market rate.
PG
QF can set a substandard offer because there has been a systematic attack over the last decade or so both in NZ and Aust on the legal options for workers to organise and withhold their labour. NZ and Aust are both in contravention of International Labour Organisation Convention no.87 which permit industry wide sympathy industrial action. Also, both countries have made it illegal to withhold labour outside a small legally defined window, again in contravention of the ILO.
You have to ask yourself why wage growth is at a historical low while executive renumeration is at an all time high... I think workers in general are being exploited by this manipulation of the “market rate”.
Well whatever they end up with will be the market rate but the market in question is certainly a long way away from the concept of a free market. People who espouse the benefits of a free market normally don’t acknowledge that they rarely if ever exist.
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Can anyone give any insight to how things are going with the new CEA? I am looking at shortly applying to both Jetconnect and Virgin and just wnt to make the best educated decision if I was fortunate enough to be offered something by both parties (coming from a regional turboprop background with what will be a very long wait for any jet progression with current company)....
is JC inevitably going to be absorbed into mainline? And is job/career security an issue within the forseeable future with these changes?
is JC inevitably going to be absorbed into mainline? And is job/career security an issue within the forseeable future with these changes?
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JC exists purely and simply as an instrument of industrial convenience designed to reduce labour cost.
Until recently the AOC was held as it was believed to be necessary to keep the party going. As soon as the winds of opinion swung the other way it was gone.
Why would you think the labour hire shell that now exists would be any different?
Not saying don’t work there, just be realistic about the situation. You are a mercenary, extract appropriate benefit.
Until recently the AOC was held as it was believed to be necessary to keep the party going. As soon as the winds of opinion swung the other way it was gone.
Why would you think the labour hire shell that now exists would be any different?
Not saying don’t work there, just be realistic about the situation. You are a mercenary, extract appropriate benefit.
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JC exists purely and simply as an instrument of industrial convenience designed to reduce labour cost.
Until recently the AOC was held as it was believed to be necessary to keep the party going. As soon as the winds of opinion swung the other way it was gone.
Why would you think the labour hire shell that now exists would be any different?
Not saying don’t work there, just be realistic about the situation. You are a mercenary, extract appropriate benefit.
Until recently the AOC was held as it was believed to be necessary to keep the party going. As soon as the winds of opinion swung the other way it was gone.
Why would you think the labour hire shell that now exists would be any different?
Not saying don’t work there, just be realistic about the situation. You are a mercenary, extract appropriate benefit.
Err, no?
This thread is about Jetconnect in NZ, not Qantas or Virgin in Australia.
Aren't they intertwined? I was referring to the fact that a direct entry jet job at virgin oz these days goes through nz, and that if JC merge seniority with Qantas mainline, the same would likely be the case for joining Qantas.
This thread is about Jetconnect in NZ, not Qantas or Virgin in Australia.
Aren't they intertwined? I was referring to the fact that a direct entry jet job at virgin oz these days goes through nz, and that if JC merge seniority with Qantas mainline, the same would likely be the case for joining Qantas.
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Err, no?
This thread is about Jetconnect in NZ, not Qantas or Virgin in Australia.
Aren't they intertwined? I was referring to the fact that a direct entry jet job at virgin oz these days goes through nz, and that if JC merge seniority with Qantas mainline, the same would likely be the case for joining Qantas.
This thread is about Jetconnect in NZ, not Qantas or Virgin in Australia.
Aren't they intertwined? I was referring to the fact that a direct entry jet job at virgin oz these days goes through nz, and that if JC merge seniority with Qantas mainline, the same would likely be the case for joining Qantas.
Virgin is Virgin, Qantas is Qantas and Jetconnect is Jetconnect (in Qantas colours)
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Im intrigued, be prepared for what? In the grand scheme of things im a pretty low hour turbo prop fella, staring down the barrel of about 5-7 years as a turbo prop fella before a shot at jets with current outfit. Im not a spring chicken, a late aviation bloomer, with kids, a wife whos also a turboprop driver but well up the seniority list for a jet gig, but ultimately wants to work part time. So From here on out im here for a job that has quick progression (both position wise therefore financially too). Im happy to be a line pilot that turns up to work to do a job and go home when i finish. The idea of a career has changed these days anyway, now there are a few options in NZ. Im more interested in job security and lifestyle (not in auckland but a short 2 hours commute)
Im intrigued, be prepared for what? In the grand scheme of things im a pretty low hour turbo prop fella, staring down the barrel of about 5-7 years as a turbo prop fella before a shot at jets with current outfit. Im not a spring chicken, a late aviation bloomer, with kids, a wife whos also a turboprop driver but well up the seniority list for a jet gig, but ultimately wants to work part time. So From here on out im here for a job that has quick progression (both position wise therefore financially too). Im happy to be a line pilot that turns up to work to do a job and go home when i finish. The idea of a career has changed these days anyway, now there are a few options in NZ. Im more interested in job security and lifestyle (not in auckland but a short 2 hours commute)
What makes you say you're 5-7 years from a Jet Job? Low hours? Or is it because Tag & Release is creating a bit of a seniority based backlog? If it's a the latter, then that's something many of us warned Air NZ about repeatedly when they came up with this wonderful idea. With 600 Link Pilots and 1100 Jet Pilots (roughly), the simple fact is not every Link Pilot will get to fly a Jet for Air NZ, as that's about 20 years worth of retirements.
Personally, I left the Links as soon as I'd done 12 months of Command time. I was similar to you with a family and mortgage to pay and the Links (historically) simply didn't pay enough to keep me around. Many of us left for Jet Job within NZ and plenty more went overseas, most notably to Cathay.
Anyway, JetConnect... they should be the best job in NZ for those who want to be home every night. Flying the Tasman with an average return time of about 7 hours should see you working 10-12 days a roster and spend the other 16 or so fishing. So ask yourself, why do they have such a massive turnover? Why did they have to fight to get 10 days off per roster? Why did a large portion of their Captains, including C&T Captains, head to China, the ME.... even Air NZ as SO's?
I'm not saying don't go there.... but don't go there assuming it'll be a career. No one really knows what QF's long term plans are for JC, but I'd say it's unlikely they'd ever get on the Mainline Seniority list or Contract. Job security is probably assured for a few more years now they're on the VH rego, so the next question will be what happens when QF retire the 737-800? That's the history of JC really, they've never been able to look more than a few years ahead.
I will say however, Air NZ is paying attention to the current mess that is recruitment.... both Link and Jet. There's been problems with Recruitment for years, but now it's costing them money. I don't know what exactly is going to change, the obvious solution would be to pay you guys enough to make you think twice about J*/JC/Virgin but that costs money so probably wont happen. A Jets just another Aircraft type, and the novelty eventually wares off... faster than you might think. If Air NZ were to increase the T&C's of the Link Group, might be worth hanging around.
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Can only assume you're referring to Air NZ and are currently a Link Pilot?
What makes you say you're 5-7 years from a Jet Job? Low hours? Or is it because Tag & Release is creating a bit of a seniority based backlog? If it's a the latter, then that's something many of us warned Air NZ about repeatedly when they came up with this wonderful idea. With 600 Link Pilots and 1100 Jet Pilots (roughly), the simple fact is not every Link Pilot will get to fly a Jet for Air NZ, as that's about 20 years worth of retirements.
Personally, I left the Links as soon as I'd done 12 months of Command time. I was similar to you with a family and mortgage to pay and the Links (historically) simply didn't pay enough to keep me around. Many of us left for Jet Job within NZ and plenty more went overseas, most notably to Cathay.
Anyway, JetConnect... they should be the best job in NZ for those who want to be home every night. Flying the Tasman with an average return time of about 7 hours should see you working 10-12 days a roster and spend the other 16 or so fishing. So ask yourself, why do they have such a massive turnover? Why did they have to fight to get 10 days off per roster? Why did a large portion of their Captains, including C&T Captains, head to China, the ME.... even Air NZ as SO's?
I'm not saying don't go there.... but don't go there assuming it'll be a career. No one really knows what QF's long term plans are for JC, but I'd say it's unlikely they'd ever get on the Mainline Seniority list or Contract. Job security is probably assured for a few more years now they're on the VH rego, so the next question will be what happens when QF retire the 737-800? That's the history of JC really, they've never been able to look more than a few years ahead.
I will say however, Air NZ is paying attention to the current mess that is recruitment.... both Link and Jet. There's been problems with Recruitment for years, but now it's costing them money. I don't know what exactly is going to change, the obvious solution would be to pay you guys enough to make you think twice about J*/JC/Virgin but that costs money so probably wont happen. A Jets just another Aircraft type, and the novelty eventually wares off... faster than you might think. If Air NZ were to increase the T&C's of the Link Group, might be worth hanging around.
What makes you say you're 5-7 years from a Jet Job? Low hours? Or is it because Tag & Release is creating a bit of a seniority based backlog? If it's a the latter, then that's something many of us warned Air NZ about repeatedly when they came up with this wonderful idea. With 600 Link Pilots and 1100 Jet Pilots (roughly), the simple fact is not every Link Pilot will get to fly a Jet for Air NZ, as that's about 20 years worth of retirements.
Personally, I left the Links as soon as I'd done 12 months of Command time. I was similar to you with a family and mortgage to pay and the Links (historically) simply didn't pay enough to keep me around. Many of us left for Jet Job within NZ and plenty more went overseas, most notably to Cathay.
Anyway, JetConnect... they should be the best job in NZ for those who want to be home every night. Flying the Tasman with an average return time of about 7 hours should see you working 10-12 days a roster and spend the other 16 or so fishing. So ask yourself, why do they have such a massive turnover? Why did they have to fight to get 10 days off per roster? Why did a large portion of their Captains, including C&T Captains, head to China, the ME.... even Air NZ as SO's?
I'm not saying don't go there.... but don't go there assuming it'll be a career. No one really knows what QF's long term plans are for JC, but I'd say it's unlikely they'd ever get on the Mainline Seniority list or Contract. Job security is probably assured for a few more years now they're on the VH rego, so the next question will be what happens when QF retire the 737-800? That's the history of JC really, they've never been able to look more than a few years ahead.
I will say however, Air NZ is paying attention to the current mess that is recruitment.... both Link and Jet. There's been problems with Recruitment for years, but now it's costing them money. I don't know what exactly is going to change, the obvious solution would be to pay you guys enough to make you think twice about J*/JC/Virgin but that costs money so probably wont happen. A Jets just another Aircraft type, and the novelty eventually wares off... faster than you might think. If Air NZ were to increase the T&C's of the Link Group, might be worth hanging around.
Yeh all very fair comments and things that ve thought about a lot. Im very far down seniority and due to my hours still about 2 more years for a turbo prop command and then another year for jet eligibility and prob another 2 years for tag and release. Ill be mid 40's by then and ive quickly realised that a jet is a just another plane (ie: dont have shiby jet syndrome never have) but i do have aspirations of moving up the ladder a little bit. And well i may as well get paid more than twice my current earnings to do a similar job in terms of hours (prob less duty time at JC) with the chance of having more time at home. I guess the toss up for me is which OTHER jet company. For me the hopeful choices are JC and virgin both with pros and cons (depending if i get interviewed and offered a job) a few people seem to think things are OK at both
If I had to choose one of the 3, with the plan to stay in NZ, then I'd likely look at J*. Virgins going broke (last I heard), JC is simply a crew provider to QF while J* has more routes and A/C than QF mainline. It's entirely possible all 3 will still be operating 30 years from now, but if I had to bet which one was most likely to survive, my money's on J*. Variety is also a factor, I personally couldn't fly the Tasman for the rest if my career without going mad with boredom.
Best of luck in whatever you decide. Ultimately, they're all good jobs and pay much better than your current gig so cast a wide net and see what happens.