QF Group possible Redundancy Numbers/Packages
And that is the major point out of the Drs example. In the end the court will fall on the side of the greater good. In this case keeping the company (any company) viable, even if that means upsetting a few people. I think most companies will have a relatively easy case to prove what is a more cost effective way to help them survive and thus provide more employment in the longer run and the courts have already shown they will rule that way if it is a grey area.
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Fuji,
Sorry if I’m being obtuse, but I still don’t get it.
The jury is still out on what?
By definition, Short Haul pilots are those who fly the 737 and Long Haul pilots are everybody else.
So how can 20% of LH pilots be ineligible for VR?
Sorry if I’m being obtuse, but I still don’t get it.
Well the jury is still out on that....
By definition, Short Haul pilots are those who fly the 737 and Long Haul pilots are everybody else.
So how can 20% of LH pilots be ineligible for VR?
Nunc est bibendum
Ozbiggles, AIPA can easily argue that making a SH F/O redundant (in seniority) won’t have a material impact on the SH business given the business is only flying 20, 30, 40, 50% of it’s normal flying anyway. Even as they ramp back up towards 100% it will simply mean slightly higher divisors for F/Os. I don’t think the ‘business detriment’ is going to be a valid argument by Qantas in that context.
Interestingly I reckon it’d be much cheaper for Qantas to make the bottom 250-300 redundant than offer VR. Any subsequent uptick in flying can be dealt with using heavy crew (2+2 or 1+2+1). At this stage we’d be insane to negotiate/ vote away the accrual of leave at normal rates whilst stood down or on reduced divisors. It’s a small price for Qantas to pay so that they have at it’s disposal a pilot workforce ready to go when things pick up.
Interestingly I reckon it’d be much cheaper for Qantas to make the bottom 250-300 redundant than offer VR. Any subsequent uptick in flying can be dealt with using heavy crew (2+2 or 1+2+1). At this stage we’d be insane to negotiate/ vote away the accrual of leave at normal rates whilst stood down or on reduced divisors. It’s a small price for Qantas to pay so that they have at it’s disposal a pilot workforce ready to go when things pick up.
Hi Keg, I don’t disagree with you or the logic. I only make the point any argument against ‘company’ logic starts behind the 8 ball. No body had Pandemics in mind when agreements where written and there is ample case law which suggests courts will rule in favour of companies if the company can argue the costs would be ‘unreasonable’ compared to other options, particularly if they can ‘show’ more people will be disadvantaged.
The only sure thing is 2020 might not be the worst year, but it has to be top 5 in that category for aviation.
The only sure thing is 2020 might not be the worst year, but it has to be top 5 in that category for aviation.
It’s not an exact precedent for this situation (nothing ever is) but it is an example of when the Industrial Relations Commission in 2002 sided with a company over a union over the issue of seniority “having regard to likely additional costs and disruption in the context of presently tenuous airline operations” (those words from the AIRC decision). Just after Ansett collapsed there were then “tenuous” airline operations in Australia, as there are now. It involved a court case over actions outside of strict seniority, and the court did side with the company over the union citing prohibitive costs.
But I don’t think this line would be perused in court, I think if it did end up in court it’ll come down to what is written in current agreements.
And again, I firmly believe no CR will be required at all. The package is pretty generous enough and I think it’ll be oversubscribed.
But I don’t think this line would be perused in court, I think if it did end up in court it’ll come down to what is written in current agreements.
And again, I firmly believe no CR will be required at all. The package is pretty generous enough and I think it’ll be oversubscribed.
The age group that fuji is talking about includes both SH and LH pilots, he isn't saying 20% are ineligible. The assumption is 20% of pilots in that age group are probably SH pilots and are therefore not eligible for VR. 20% is a very reasonable assumption IMO, maybe more.
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The age group that fuji is talking about includes both SH and LH pilots, he isn't saying 20% are ineligible. The assumption is 20% of pilots in that age group are probably SH pilots and are therefore not eligible for VR. 20% is a very reasonable assumption IMO, maybe more.
Maybe I’m not explaining this correctly.
If an A380 S/O moves to B737 F/O is that person in now in short haul or still in long haul?
If a B737 Capt moves to B787 Capt is that person still in short haul or are they now in long haul?
Last edited by Emmit Stussy; 12th Jul 2020 at 06:06.
The Integration Agreement sits above both the LH & SH award. It’s the mechanism that allows crew to move between awards. No one signs a new employment contract when they move between awards because the IA puts you under the same umbrella. The Last on first off redundancy rules come from this agreement.
So yes, Shorthaul will be isolated from a LH surplus.
If there’s a surplus in Shorthaul and it gets to CR the same will apply. A senior FO can’t displace a junior pilot from LH.
But there aren’t any SH pilots in LH, nil-none-nada
Maybe I’m not explaining this correctly.
If an A380 S/O moves to B737 F/O is that person in now in short haul or still in long haul?
If a B737 Capt moves to B787 Capt is that person still in short haul or are they now in long haul?
Maybe I’m not explaining this correctly.
If an A380 S/O moves to B737 F/O is that person in now in short haul or still in long haul?
If a B737 Capt moves to B787 Capt is that person still in short haul or are they now in long haul?
Not a single SH pilot since the creation of the Integration agreement has signed an employment contract to fly in SH. It’s a secondment under the larger Mainline Umbrella.
That is why QF have the Master seniority list.
As for the vacancy argument, What vacancies would be created in the foreseeable future if a bunch of Junior SH F/O’s were unfortunate enough to be suffer CR? Answer-none. Same as their will be nowhere for a 65yr to Go,
Hence retirement for them.
As for the Costs? The Payout for a Junior SH F/O will be quite a bit less than more Senior LH S/O or F/O (relatively speaking). Retraining costs for a future SH Vacancy? A significant amount of LH crews (S/O’s aside) would need some refamil sims and a week of line sectors to be back in that Seat. Not even the difference between the 2 CR payouts. How much would a Court challenge cost? Quite a bit for both parties.
Whilst Tino might have his thoughts, I wonder if he knows what the IA is? Or even that it Exists?
Does the a pilot Body really want Seniority circumvented?
Tough Days ahead
That is why QF have the Master seniority list.
As for the vacancy argument, What vacancies would be created in the foreseeable future if a bunch of Junior SH F/O’s were unfortunate enough to be suffer CR? Answer-none. Same as their will be nowhere for a 65yr to Go,
Hence retirement for them.
As for the Costs? The Payout for a Junior SH F/O will be quite a bit less than more Senior LH S/O or F/O (relatively speaking). Retraining costs for a future SH Vacancy? A significant amount of LH crews (S/O’s aside) would need some refamil sims and a week of line sectors to be back in that Seat. Not even the difference between the 2 CR payouts. How much would a Court challenge cost? Quite a bit for both parties.
Whilst Tino might have his thoughts, I wonder if he knows what the IA is? Or even that it Exists?
Does the a pilot Body really want Seniority circumvented?
Tough Days ahead
What Proof have you or QF or any airline that SH will need its entire workforce in the Short, medium or Long term? The Parked 737’s tell a different story right now unfortunately
while I’m at it. The Jumbo is the only role where your logic makes sense. They are gone, not parked
Yes, the 747 is the only role that is redundant. The RIN process is what prevents redundancies in category.
If the company wants to make SH pilots redundant due to a SH surplus, it can.
If the company wants to make SH pilots redundant due to a SH surplus, it can.
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Thanks for your response Troo, but this doesn’t speak to my initial query regarding Fujiroll’s post #678.
Once again, I’m possibly not asking the right question.
In his post of #678 he said,
Rather than me asking the wrong question (again); could you or Give it the herbs or Fuji himself explain what this sentence (in bold) means.
Once again, I’m possibly not asking the right question.
In his post of #678 he said,
60 to 61 - 65
61 to 62 - 59
62 to 63 - 50
Gives you approximately - 170 who would be considering the package very closely. Now I don't have the data on LHvSH age split, but for arguments sake lets assume 20% are SH pilots who are ineligible - Left with around 140 give or take.
61 to 62 - 59
62 to 63 - 50
Gives you approximately - 170 who would be considering the package very closely. Now I don't have the data on LHvSH age split, but for arguments sake lets assume 20% are SH pilots who are ineligible - Left with around 140 give or take.
Once Again I Point out the Last on First Off policy wrt redundancy in the IA. Their is no other Industrial instrument we have signed up to to circumvent that. The protection is not there for poops and giggles