Arthur D(aley) from Hyperspace - join date Feb'18. Probably not a person with anything more than a bonus at stake to write on these pages.

A source suggested that may be the case for a short period of time.

Simple, the trainers just refuse to train 457 visa pilots, if that means they all resign from training, that is going to really put the company in a pickle.

Time to man up and protect your future

I’ll put it to you Raded De that the only reason cancellations are being discussed at board level is because it effects Canberra and the boards mates. And that’s the 717/ DSh8 primarily . Anything else would be day of operations and wouldn’t make the minor CEO of Qantas let alone the board.

Andrew David can say all he wants but I doubt he can do much about individual awards.

Now what would AIPA agree to? Let me see Network, Jetconnect and 457 visas are on the table....

It’s always been a union for protecting the conditions of the old men on the gravey train.

“Don’t worry son you’ll be senior one day”
For anyone less than 55 that’s the 787 with no overtime no night credits. And the new award each aircraft will now be on.

The gravey train get shorter and shorter each year. As does the overtime of those on it

Rated De,
What is the connection here that you refer to? You keep mentioning Jet Connect and 457 visas. You do realise that Jet Connect is based in New Zealand and as such will definitely NOT be sourcing pilots on a 457 visa?

It ain’t five. Closer to three. And that’d be the three equivalent hulls mainline gets back by having Jetconnect pilots fly VH aircraft.

When Jetconnect and Network can’t get enough crew not sure what 457 visas will achieve. They still need to be employed under the same award as currently. That means they join as S/Os. No way would AIPA agree to a variation to permit DE 737 F/O for 457s

Maybe this is a good opportunity for QF to get serious about “short” training courses and coming up with some clever ways to utilise the relative Boeing/Airbus experience within the airline.

We all know the Certified Agreements rule the roost, but surely the pilots, AIPA and the Company can come up with a solution which sees more sensible progression. For example, 737 F/Os go to the 787 or hang around for the left seat of the 737, and the Airbus pilots do something like A380 S/O to A330 F/O and stay on that fleet for a command, rather than the ridiculous flow of people from 737 to A330 and A330 to B787. Specifically those two moves are what is really hurting the company right how.

Plenty of talk of jetconnect crewing Bne-Pom (as a start) despite the stated words in late 17 that j/c would only crew the Tasman (but apparently no assurances.....)

How about starting with 4 year freeze instead of 2.
This would have to be paid for of course!:E
This is going to be a fun year with 2 EBAs.:E

How about QF actually have realistic hiring criteria. There are plenty of experienced, able, competent & qualified drivers getting a thanks but no thanks from Qantas. Skywest doesn't seem to have problems hiring Aussies with just a resume and a skype interview, and they are many many times bigger than QF. Flying in weather and airspace we can only dream of down here in the sheltered workshop of Oz. I predict a whole lot won't ever come back from the USA. It seems like even the Boeing Chief Pilot or Chuck Yeager would have a 50/50 chance of a knockback from QF.

One change to make a cost difference in training.
In UK some airlines pay is tied to seniority not aircraft type. i.e.
A pilot with 10 year Company seniority on an A320, gets the same basic pay as someone with 10 year seniority on the A380. Flying hour pay and allowances can make a difference, with LH flying usually paying more.
The system allows a pilot who wishes to stay in the Short haul lifestyle not having to bid for LH to get the higher pay from a bigger aircraft type.. It also saves the Company multiple Type Rating courses as people move from fleet to fleet.

From a previous post, I'm amazed that a QF S/O on LH types, making no decisions and never flying the aircraft, gets paid more than a B737 FO on two pilot ops.

Put the 737 on the 787 contract ( including super)

And how do you suppose they will run jnb and scl?

And no, that can’t freeze 737 pilots

Presumably later this year, when more 787s arrive, and they pay off a bunch of 747s...there will be another RIN. I wonder if any of those newly minted 787 pilots will lose their slots to the displaced 747 people.

None of this would be happening if QF had a reasonable recruitment system, and took a few pilots every year, instead of turning the spigot on and off every decade or so.

If they RIN off the B747 quite a lot of the senior people there would be able to displace junior A380 people- and so on...
MDC for the B737 please.

No disrespect, but if Mr Yeager didn’t have a 99% likelihood of a knockback, then QF would really have to reconsider its selection criteria. Also, he’s 95, so would have to join as a direct entry FO on the 737.

They don't RIN from the top, but from the bottom. And you need to be RINned to be able to displace. So, yes, some can displace to the 380, but not a lot. On the other hand, pretty well all (from 747 and 380) could displace to the 787.

I'm probably glad that my time is just about up.

I disagree, only because I was senior on the B767 (top 20), when they RIN'd I was able to bid for the A380 and was awarded it.
I am happy for you that your time is up, because you can get before this mob totally destroy the place. Cheers.

If Mr Yeager applied with his boyfriend they would have no problems.

To the original premise by Rated De. Freezing pilots on the 737 doesn’t help with crewing the A330, 787, and A380 vacancies that exist. Those vacancies (and there are lots of them) still need to be filled. The crewing shortages are almost as bad on the A330 in any case.