Base Pay Rates
 

I know 0tto's question was for just the Cobham Captain base pay but I thought I'd give them all for anyone that is interested.

From the various agreements:

Cobham:
Captain
FY12/13: $155,000
FY13/14: $158,875

First Officer
FY12/13
1st year: $85,250
2nd year: $89,125
3rd year: $93,000
4th year: $93,000
5th year+: $100,750

FY13/14
1st year: $87,381
2nd year: $91,353
3rd year: $95,325
4th year: $95,325
5th year+: $103,269

Eastern (Regional Jet - Single Aisle):
FY12/13
Captain: $153,734
First Officer: $99,928
(Could not find data for FY13/14)

Sunstate (Regional Jet - Single Aisle):
FY12/13
Captain: $140,688
First Officer: $91,447
FY13/14
Captain: $144,908
First Officer: $94,190

C'mon Rob. It's Qantas. It'll be somewhere between 0 and 3% with the flat 3 looking the likely option.

You'll be doing well to even get 3 out of them at the moment! :(

Believe...
 

http://i521.photobucket.com/albums/w...pscee203f0.jpg

and

http://i521.photobucket.com/albums/w...ps8cd4f40e.jpg

Does Eastern or Sunstate have "operated by" on the side of their aircraft?

TAA must've had better DC9s than Ansett then because I flew in one SYD to Townsville in 1980, and they often ran MEL-BNE-MEL, both longer stage lengths than CBR-BNE. :ugh:

C'Mon Clarrie, sealevel ports with runways longer than 50 MCGs can't be compared to CBR 35 at 35°.

I never flew the 9 but I do know that CBR was a problem especially at hot temps. Elev terrain temps etc etc.

True Bloggs but the 71 isn't the only aircraft that can be payload limited ex CBR, 727, DC9 from the distant past, 737 300/400 from more recent past. If the decision is made to upgrade to C engines I'd guess the problem will possibly be no more.

" jet like speeds", sorry couldn't let that one through to the keeper.
Wondering which jet is as slow as 360kts, the max cruise speed of the Q400?
Even the 146 would happily cruise at 400, most other jets are at least 100kts quicker than the Q400

Confucius say "props belong on boats"

And jets belong in spas... :E

Fuel-Off :ok:

Bring back the 146, i don't recall it having severe payload restrictions ex-CBR in the summer!

For all its faults it could still uplift a decent payload off short strips.

It is on the side of the aeroplane by 1L. It is also on the boarding pass.

How does a thread about weight limits on a type end up about pilot salaries. (Rhetorical question) :ugh:

Just think of all the code-share aircraft out there that will now need multiple titles on the fuselage.

The reality is that QantasLink is a single brand set up by Qantas. It's aircraft are owned by multiple entities and operated by multiple entities, some Qantas owned and at least one, not.

From memory the SIDs in Canberra only included terrain clearance in the late eighties, by which time the DC9s had retired. On hot days the Nine mostly departed on 17 with a lot of tailwind.

When the new SIDs included terrain clearance requirements the payload on departure for all aircraft dropped significantly.

I would expect that that is why the Nine operated with a higher payload than the 717?

If this problem is actually true doesn't QF run afoul of IATA rules in regard to a non stop flight. You cannot advertise and charge people for a non stop RPT flight if you have to keep making tech stops enroute because it is no longer 'non stop'.

Ansett DC9's
 

I flew the 9 for Ansett in the early '80's till they were retired in '82. I cannot ever remember operating CBR-BNE in it. From memory all BNE flights ex CBR were via SYD. We operated plenty of CBR-MEL and CBR-SYD though. You have to remember back then (30 years ago) BNE was a backwater and the airport was Eagle Farm which was small and basic. There was nothing like the traffic today. I just don't think there was the demand for CBR to BNE direct; however I may be wrong.

It's still a backwater from what I hear ;)

All this palaver is probably moot in the long run. I suspect a statistical analysis at the end of 12 months will probably find a relatively small percentage of flights couldn't carry the load on the day, and an even smaller percentage made tech stops. And then when the engines are made into Cs, the refrain will be "problem, what problem".

...also remember being in a TAA DC-9 TSV-SYD which also had a massive thunderstorm on arrival back in the early 80's, and we held for yonks...

I pax'd on one of these birds last week. From where i was sitting, looked like every second seat pocket was missing/torn/half attached, unable to hold anything!! Due to short flight time, unable to use IFE.

Not just performance problems??

I dunno what the J class passengers get..