I’m not one for conspiracy theories but any chance the upper echelons of DGPERS are any factor?

Possibly. One is RAAF and the other is ex-RAAF...

I find it outrageous the RAAF is going behind people’s back who have faithfully served out their ROSO. (Because they have atrocious personnel management)

Agreed; I did hear on the grapevine about some alleged backroom deals between RAAF and QANTAS HR types. If true, this is not the way to retain people in the long-term - but I’m sure, if true, whoever thought this up will get recognised in the Australia Day H&A for a ‘job well done’.

Outrageous, but unfortunately not surprising. :hmm:

I flew with a management guy recently who said they need 300 pilots next year, 200 retirements through to 2021 and there will be expansion with more routes and more planes ordered. Over the long term they will prefer to take pilots from the group airlines.

Is that 300 on top of the guys/girls they recently put on hold this year??

Wouldn’t think so. That would be incoming pilots.

Can anyone with reliable info comment on whether apps will reopen early next year?
Will mins be the same or will an MCC requirement be added?
Will an applicant have an equal chance regardless of being an internal/external?

If anyone here had reliable info about what you’re asking, this thread wouldn’t be over 2000 posts long.

For what it’s worth;

1. Maybe but probably not, was two years between current and last recruitment waves.
2. They’ll probably be similar, as a trend they’ve become less restrictive between the two recent recruitments. (Dropped academic requirements and such)
3. Don’t think it really makes a difference on an individual level. Based on the small sample I have access to I’d say that being an internal is worse, definitely have more strings attached to start date and such. Too bad QF doesn’t recognise group seniority or give guys a number once they’re on the hold file, something for the next EBAs maybe?

Take it all with a truckload of salt, I don’t think HR could give you the answers you’re seeking if they wanted to, let alone random pilots on a rumours forum.

I would say this is close to the mark however with the retraining required from the RIN on the 747 plus above the place will go into meltdown.

The retirement numbers quoted by AIPA indicate only 76 pilots hitting 65 from 2019- 2021.

2019- 20
2020- 21
2021- 35
2022- 51
2023- 50
2024- 59
2025- 65
2026- 83
2027- 83
2028- 79
2029- 70
2030- 79

Of course many more may retire before 65 and no doubt a number of 744 pilots are likely to go when that fleet goes and distort the numbers over the next couple of years.

The company is working on 62 average age for retirement. Personally I think it’s closer to 60 then you add in medical retirements as well which will increase the numbers. Lastly, when direct flights start between the east coast of Australia and New York plus London and other parts of Europe these are only available for airlines of the country of origin and destination cutting out fifth and sixth freedom carriers like Emerates and Singair. IMO Qantas will grow very quickly and hence the requirement for lots more pilots.

Command
East coast wide body- 740
West coast wide body- 850
Adelaide 737- 1400
Perth 737- 1400
MEL 737- 1300
SYD 737- 1000
BNE 737- 1050

F/O
PER 787- 1500
PER A330- 1650
737
PER, ADL- 2470... essentially next vacancies after you join if you have a bid in.
SYD/ MEL- Next Training year after you join.
BNE- 2150

Bottom seniority as at 31 Jul 18 is 2533. Probably 40ish joiners since then.

Also bear in mind that external factors and Group restructuring drastically affect progression rates, so they’re very hard to predict with much certainty.

The creation of Jetstar with a separate pilot workforce added 8 years. The GFC added 3. The collapse of Ansett offset 9/11.