|
Originally Posted by abaderrr
(Post 10359478)
When will Virgin improve its staff travel, aligning it with QF's in allowing Business Class etc?
|
Originally Posted by The Bullwinkle
(Post 10359801)
Your hilarious!!! JB tries to copy just about everything else QANTAS does, but he won’t be doing that! |
“JB” is leaving the building.......,, |
Anyone know if VA allow SO's to fly elsewhere on their time off?
|
Yes, but have an hour limitation of 100hrs per year. |
The day Virgin gets business staff travel is the day they implement ‘date of joining’ priority. Bring it on I say.
|
Anyone who attended the assessment days NOV/DEC '18 heard anything RE hold file length / start dates etc?
|
G'day All,
Can anyone shed any light on whether Virgin are taking applications for Australia based (Perth) 737 FO? The career opportunities page suggest they are targeting Oz based 737 FO but when I start working through the online application form it asks you to check the boxes for positions you are interested in and Australia based 737 FO is not on the list. I'm wondering if anyone knows if this is intentional or a possible error with the form? Also - they ask for an Australian Command Multi-Engine Aeroplane Instrument Rating but don't specifically state that you need an IPC in the last 12 months. Does anyone know if the IPC is optional if you have a Command Multi-Engine Aeroplane Instrument Rating but more than 12 months since your last check? Appreciate any light/rumours you may be able to shed. Cheers! |
Won’t be direct 737 recruitment into the Aus based anytime soon (shouldn’t say that... who knows with this place. Wouldn’t count on it though). Take the 777 and you’ll be able to move over after 2 1/2 years |
Thanks VHFRT - appreciate the insight.
I'm keen to get the family back to Perth ASAP, if I took F100 with a Perth base do you reckon it'd be a similar timeline to the 737? From what I can tell it looks like Network might be the best job around in PH at the moment, I meet the criteria for their DEC F100 they've had up for a while... What would you do? |
Virgin is a seniority driven airline, get on the list as soon as you can, wherever you can. Once you’re on the list, you can go anywhere your seniorty allows. Perth is the least popular base (737 wise) so you will gettheget there quicker than anywhere else. Trying to game the system is ultimately only wasting time and pushing you further down the list. |
Don't Believe All The Hype!
Originally Posted by virginexcess
(Post 10378126)
Virgin is a seniority driven airline, get on the list as soon as you can, wherever you can. Once you’re on the list, you can go anywhere your seniorty allows. How about the 10% cap? I've said this before. I've interviewed a number of ATR chaps during the past several years. They all shared the same experience. 5-7 years service on the ATR with the seniority to move to the 737, but they can't go anywhere due to the cap. Meanwhile, people are being recruited directly off the street for both the 777 and 737. Now that is called shafted! IF YOU WANT TO FLY A JET, THEN JOIN STRAIGHT TO A JET, OTHERWISE PREPARE FOR A SHAFTING WHERE SENIORITY MEANS FU..ALL. L.B |
I guess you can always quit, go to Qlink and get a group seniority slot there. Will be at mainline much quicker than a Virgin ATR driver....
|
Originally Posted by TimmyTee
(Post 10378186)
I guess you can always quit, go to Qlink and get a group seniority slot there. Will be at mainline much quicker than a Virgin ATR driver....
|
How did two Brits end up running training and standards @ Virgin Australia?! |
Littlebird The cap they signed up for and agreed to and knew the implications of. The cap that the company has fully applied within their rights. So what is the issue here? |
The issue they face on the ATR is the ability to attract and retain. The cap is a massive hinderance to the operation as a whole. From day 1 the ATR Operation has been a shamozzle. It’s was run by Skywest then VARA now VA. They shut down the biggest pilot base being Brisbane. They expected everyone to pack up their bags and move to Canberra or Sydney. People voted with their feet and just left. So the company offered a commuting agreement for a return or service. The last Eba included ‘integration’ with the VA GDOJ list. The cap came as a condition of integration. The cap essentially meant they had to release a minimum of 10% of crew a year to VA. VA’s definition of ‘release’ and ‘10%’ has been interesting to say the least. Bear in mind the last eba was voted in by the entire Skywest group (f50,f100,a320 and atr). So even if they ATR guys weren’t happy with the terms they could have been over ruled by the greater population of pilots on other fleets. In the years gone by, VA has hired at quite a dramatic pace. You have people off the street getting 737 domestic positions. This has ‘screwed over’ atr pilots who may be hundreds of positions higher on the GDOJ than the pilot off the street. The new joiner gets to join on more money, on a secure fleet and a secure base. Meanwhile the ATR pilots get to continue their 8+ year reign of uncertainty and below par pay and conditions. They don’t know if their fleet will be around next year, if they will be forced to move bases or when they may get the ‘chance’ to fly a 737. Even though they’ve been working for VA for 8+ years! Its time for the cap to go and for the exisiting atr pilots to be provided pay/conditions and positions based on their GDOJ. If conditions don’t improve, expect another exodus off the fleet and potentially the end of the ATR operation as a whole at VA. To the new joiners, be very weary accepting an ATR position. Understand the eba before you accept it! |
Originally Posted by skysook
(Post 10378711)
Littlebird The cap they signed up for and agreed to and knew the implications of. The cap that the company has fully applied within their rights. So what is the issue here? No doubt the employee would have signed a contract knowing the terms and conditions of the cap. A contract is between both parties, therefore each has their own responsibilities. The employer is responsible for correctly applying the cap and then executing it by actually releasing 10% of the pilots. Please note, that awarding a position and actually releasing a person is two very different things. I believe the EBA has expired, therefore the cap should be deemed expired. Nevertheless, at the end of the day if you look after your employees they will run the company for you. I believe this is a Branson quote. L.B |
Originally Posted by "Littlebird"
(Post 10378841)
Skysook,
No doubt the employee would have signed a contract knowing the terms and conditions of the cap. A contract is between both parties, therefore each has their own responsibilities. The employer is responsible for correctly applying the cap and then executing it by actually releasing 10% of the pilots. Please note, that awarding a position and actually releasing a person is two very different things. I believe the EBA has expired, therefore the cap should be deemed expired. Nevertheless, at the end of the day if you look after your employees they will run the company for you. I believe this is a Branson quote. L.B |
Originally Posted by MonsterC01
(Post 10379234)
the conditions of an EBA remain in force even after it expires until replaced by another one. Pilot's can't operate without renewing their licence and medical so why is it a company can get to an EBA when they're good and ready. L.B |
| All times are GMT. The time now is 03:15. |
Copyright © 2024 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.