airbus procedures shouldnt be confused with jq procedures :}

Qantaslink, operate 717's through Cobham a company they don't own.

Question will a Group Seniority List be on a Date of Joining basis? because there are a lot SSA & EAA pilots who have been around a long time.

If it did i imagine it would be branched/a bunch of 'Y's...

Out of interest, where would 30 years get you in Mainline?

380 capt, depending on what happens with the 744 phase out.

..

Edit: on the face of it but based on how the qf LH/SH integration happens, it wouldnt necessarily be straight up like that.

And you have to remember that qf dont allow 'vertical promotion' so you'd need tp take into account a policy such as that may apply regarding any large steps.

On that note, i have heard that the much maligned 'no vert promotion' policy may be on its last legs.... :}

Forgetting the vertical promotion issue for a moment, command slots in mainline also have min requirements of mainline flying.:hmm:
If any 30 year Dash pilots think they could go straight to a 380 command they really are dreaming (as some were back in 1992!):ugh:
They could get an F/O slot and in a couple of years a command.
Group seniority would be an overall good thing for pilots but the company only sees possible cross training costs.:rolleyes:

QLink can't crew the aircraft they currently have let alone a new type. Word is a direct entry captain will be joining the cairns base.

If, and that is a very big if, jets did come, they would be additional to the current fleet not replacements. The said jets would be used to replace the 737-400s and operate to regional ports such as alice, isa and mackay. As such, how do they expect to crew them.

Do QF have minimum upgrade requirements?

Seniority should be eliminated equally everywhere in all airlines worldwide, it's the bane of the pilots existence and causes so much unnecessary grief the positives it may bring are out weighed by the negatives. There may be some professions left that use it (although I can't think of any off-hand) but I believe it's use is outdated and a hindrance to our collective cause whether we like to recognise and accept it or not.

Eliminating it is unlikely happen for the time being unfortunately. Call me a free market radical.:hmm:

I doubt anyone high up in QLink has any desire to head to mainline.

Like I said, the question was out of interest only! :ok:

Statement is now correct. :ok:

After almost 35 years in this industry, I am still learning new terms. What is vertical promotion please?

Promotion on type SOPS. eg. 744 S/O to 744 F/O to 744 Capt.

The idea of stopping vertical promotion was to make guys take promotion onto a lower aircraft type eg. 744 S/O to 767 F/O to 744 F/O or forever remain in their current rank. The sad reality is that PROMOTION to a lower rated aircraft may actually result in a pay CUT. A senior A380 S/O actually earns more than a junior B767 F/O even though they're on the same award. It's a system that rewards mediocrity.

Cost Index,
Said like someone with no seniority in the airline they wish to retire at!:rolleyes:

why stop with that statement, it goes further than that! I've a mate who is a very senior s/o on the 80 and he says it directly compares to some (dead junior) 80 f/o's :hmm: seems a bit rich to me but he's swears it. nuthin but LAX and DXB now.

Thanks for the expanation IsDon:ok:

Why S/O's take home more......
 

As most would be aware the hourly rate for 380 S/O's is less than an F/O on any other fleet however (at least until the introduction of DXB) the 380 S/O's are doing the maximum 175 hours per Bid Period -how the hours are calculated is irrelevant - compared to 160 hours or less for most other ranks and fleets. That's virtually a 10% premium right there.

In addition to that, almost every time they jump on the jet they are there for 15 hours, thus accumulating another 4 hours+ in additional hourly pay (aka: overtime). With 4 or 5 trips per bid period that's a further 40-50 hours or more, or at least another 20-25% on top of base pay.

Most F/O's on any other fleet would be lucky to accumulate 10 or 15 hours overtime hence the apparent pay disparity. With the introduction of DXB, 380 F/O's who would get some o/time SIN-LHR-SIN, now get a fair bit more but most are only doing 2 trips to LHR per bid period after assigned leave rears its ugly head.

Despite that, my impression is that most S/O's on the 380 would accept the take-home pay cut for a window seat.

.......now back to Qlink's future........

Cost index, seniority keeps the brown nosers, bullsh?t artists, spivs and family members on the same playing field as the rest. The two sheltered workshops that I have had the misfortune to be associated with that were open slather were a blight on the industry. Seniority may not be perfect but it is way better than nothing.:eek:

To completely mangle the great Churchill's words relating to democracy, the seniority system is the worst system ever for promotion- except for every other system. :ok:

And..... Let's get back on topic - that being Qantaslink.