QF LCC, Erosion of condition, and the FAAA
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ShesGreatInTheGalley,
I think you've got it wrong
Eastern doesn't fly to ROK. So I'm guessing the person you spoke to on the Dash8 must be from Sunstate.
SG
I think you've got it wrong
Eastern doesn't fly to ROK. So I'm guessing the person you spoke to on the Dash8 must be from Sunstate.
SG
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Progression to short haul for Eastern and Sunstate can NEVER be taken off them, the career progression agreement for these two regionals is very clear (not so sure about Impulse, Airconnex, JetStar or whatever their name is now its all so confusing), however if QF dont employ permanent crew into short haul they just sit at their respective regionals which I think most of these guys are a little worried about.
I wouldnt be making any rash decisions if I was still at Eastern or Sunstate just see how things pan out.
On that note - the outcome of below should be VERY interesting:
MAJOR DISCUSSIONS IMMINENT BETWEEN THE FAAA AND QANTAS REGARDING DISTRIBUTION OF FLYING BETWEEN LONG HAUL AND SHORT HAUL
I wish to advise members that complex negotiations are about to commence in relation to the allocation of flying by Qantas to Long Haul and Short Haul Divisions (i.e. the rules and arrangements that will determine which Division crews different aircraft types).
In 1992 and 1993 an industrial agreement known as the “Divisional Structure Agreement” was reached between the FAAA (both Domestic and International Division) and Qantas. This agreement essentially governed which Division flew the aircraft types in existence at that time i.e. Boeing 747, 737, 767 and Airbus 300 aircraft. However, it did not provide mechanisms to deal with the introduction of new aircraft types and in particular, who would fly new aircraft types.
Cabin Crew would be aware that Qantas is planning the introduction of new aircraft types such as the Airbus variants. As explained in the preceding paragraph there is no agreement between the International Division of the FAAA and Qantas that the Company must crew these new aircraft types with International crew if these aircraft fly internationally. Similarly, there is no requirement on Qantas to crew these new aircraft types with Domestic crew if these aircraft fly domestically.
EBA 6 which was negotiated earlier this year totally failed to address the issue of the new aircraft types even though the EBA negotiating team knew that this was a critical issue.
The FAAA Divisional Executive (the management body of the FAAA) has determined that a negotiating team be established comprising of ****. This team is empowered to negotiate a new Flying Agreement with Qantas and in conjunction with our Short Haul colleagues.
Internal discussions have commenced within the International Division in relation to this critical issue and a meeting will take place on 5 December 2003 with our Short Haul colleagues. My colleagues on the negotiating team and I are absolutely determined to work closely and constructively with our Short Haul colleagues to maximise our bargaining strength and to obtain the very best possible outcome for all Qantas Cabin Crew irrespective of Division.
The time has come for the FAAA to act as one union in the interests of all Qantas Cabin Crew. The year ahead leading to our next EBA is going to be extremely challenging and past differences between both FAAA Divisions have to be set aside, and in fact an effort has to be made to forge a strong and effective relationship between the two Divisions of the FAAA. Together we have 8000 members and an immensely increased bargaining position and we must make the strategic decision to move forward together.
We will keep you advised on a regular basis in relation to the negotiations with the Company on this issue.
I wouldnt be making any rash decisions if I was still at Eastern or Sunstate just see how things pan out.
On that note - the outcome of below should be VERY interesting:
MAJOR DISCUSSIONS IMMINENT BETWEEN THE FAAA AND QANTAS REGARDING DISTRIBUTION OF FLYING BETWEEN LONG HAUL AND SHORT HAUL
I wish to advise members that complex negotiations are about to commence in relation to the allocation of flying by Qantas to Long Haul and Short Haul Divisions (i.e. the rules and arrangements that will determine which Division crews different aircraft types).
In 1992 and 1993 an industrial agreement known as the “Divisional Structure Agreement” was reached between the FAAA (both Domestic and International Division) and Qantas. This agreement essentially governed which Division flew the aircraft types in existence at that time i.e. Boeing 747, 737, 767 and Airbus 300 aircraft. However, it did not provide mechanisms to deal with the introduction of new aircraft types and in particular, who would fly new aircraft types.
Cabin Crew would be aware that Qantas is planning the introduction of new aircraft types such as the Airbus variants. As explained in the preceding paragraph there is no agreement between the International Division of the FAAA and Qantas that the Company must crew these new aircraft types with International crew if these aircraft fly internationally. Similarly, there is no requirement on Qantas to crew these new aircraft types with Domestic crew if these aircraft fly domestically.
EBA 6 which was negotiated earlier this year totally failed to address the issue of the new aircraft types even though the EBA negotiating team knew that this was a critical issue.
The FAAA Divisional Executive (the management body of the FAAA) has determined that a negotiating team be established comprising of ****. This team is empowered to negotiate a new Flying Agreement with Qantas and in conjunction with our Short Haul colleagues.
Internal discussions have commenced within the International Division in relation to this critical issue and a meeting will take place on 5 December 2003 with our Short Haul colleagues. My colleagues on the negotiating team and I are absolutely determined to work closely and constructively with our Short Haul colleagues to maximise our bargaining strength and to obtain the very best possible outcome for all Qantas Cabin Crew irrespective of Division.
The time has come for the FAAA to act as one union in the interests of all Qantas Cabin Crew. The year ahead leading to our next EBA is going to be extremely challenging and past differences between both FAAA Divisions have to be set aside, and in fact an effort has to be made to forge a strong and effective relationship between the two Divisions of the FAAA. Together we have 8000 members and an immensely increased bargaining position and we must make the strategic decision to move forward together.
We will keep you advised on a regular basis in relation to the negotiations with the Company on this issue.
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impulse stuff
howdy
can i ask a few things?
I am not being a smart ass either, so before any of u decide to attack me please dont! I am an outsider looking in OK!
I had a couple of mates that flew for VQ (when it first started) as crew and they were on $22K per year is this correct? What is gng to happen to you guys will you go down pay scales or stay the same? Im sure this question was answered somewhere here.
I can see everyone freaking out about their job security, pay. and worrying about the type of passengers you will serve. But arent u forgetting somethin? You are still doing the job that you love arent you? I dont think it should matter if it was Jetstar, Qantas Longhaul or some hideously cut price airline. Remember there are a load of wannab's and ex ansett staff jumpin at the chance to fly....Yes i know i dont fly and my perspective is a little shall we say fogged up...but it ssomething exciting and you should look at the other side of the coin!
please dont attack me just tryin to put a few points across, I am not into having a bitch fight on here with anyone.....
cheerios
can i ask a few things?
I am not being a smart ass either, so before any of u decide to attack me please dont! I am an outsider looking in OK!
I had a couple of mates that flew for VQ (when it first started) as crew and they were on $22K per year is this correct? What is gng to happen to you guys will you go down pay scales or stay the same? Im sure this question was answered somewhere here.
I can see everyone freaking out about their job security, pay. and worrying about the type of passengers you will serve. But arent u forgetting somethin? You are still doing the job that you love arent you? I dont think it should matter if it was Jetstar, Qantas Longhaul or some hideously cut price airline. Remember there are a load of wannab's and ex ansett staff jumpin at the chance to fly....Yes i know i dont fly and my perspective is a little shall we say fogged up...but it ssomething exciting and you should look at the other side of the coin!
please dont attack me just tryin to put a few points across, I am not into having a bitch fight on here with anyone.....
cheerios
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Nickmelb,
Your VQ mates were ex-unit trust holders. Fortunately for us, the FAAA intervened and after many months of negotiations, court visits, etc. we managed to get an EBA the meant the pay went up to approx $36K base plus allowances, etc.
Not the case anymore - thankfully.
As for our Career Progression - we do have an agreement. Details are somewhat fluid (which is probably a good thing right now!).
Your VQ mates were ex-unit trust holders. Fortunately for us, the FAAA intervened and after many months of negotiations, court visits, etc. we managed to get an EBA the meant the pay went up to approx $36K base plus allowances, etc.
Not the case anymore - thankfully.
As for our Career Progression - we do have an agreement. Details are somewhat fluid (which is probably a good thing right now!).
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nickmelb
You have a good point and I'm not sure if you fly or not but if you look at it from someone who has never flown I see your point.
Before people start flying they will do just about anything, be it discount, regional, domestic or long haul.
But from my experience that position changes quickly once you get in the air and start actually working.
From an Impulse point of view I would be p@#@ off. They are basically a full service jet carrier with dedicated food and beverage service etc etc and all the stuff that goes along with a full service carrier like trips, extended layovers etc. Now they are going backwards so to speak, the new LCC is targeting a different market and the full service has gone in a way along with job satisfaction along with lifestyle.
Its not all about take-off and landing, its about the role of a flight attendant and the work you do on a daily basis, delivery of service, customer satisfaction etc.
I hope you get the point, the actual flying is just part of the position its what you do in the air and the type of flying where job satisfaction is attained for me personally.
You have a good point and I'm not sure if you fly or not but if you look at it from someone who has never flown I see your point.
Before people start flying they will do just about anything, be it discount, regional, domestic or long haul.
But from my experience that position changes quickly once you get in the air and start actually working.
From an Impulse point of view I would be p@#@ off. They are basically a full service jet carrier with dedicated food and beverage service etc etc and all the stuff that goes along with a full service carrier like trips, extended layovers etc. Now they are going backwards so to speak, the new LCC is targeting a different market and the full service has gone in a way along with job satisfaction along with lifestyle.
Its not all about take-off and landing, its about the role of a flight attendant and the work you do on a daily basis, delivery of service, customer satisfaction etc.
I hope you get the point, the actual flying is just part of the position its what you do in the air and the type of flying where job satisfaction is attained for me personally.
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Progression to short haul for Eastern and Sunstate can NEVER be taken off them, the career progression agreement for these two regionals is very clear (not so sure about Impulse, Airconnex, JetStar or whatever their name is now its all so confusing), however if QF dont employ permanent crew into short haul they just sit at their respective regionals which I think most of these guys are a little worried about.
The only option is progression to LH or Jetstar and I highly doubt people sitting at the top of the CP list would be very happy to progress to Jetstar to earn the same pay rates after slogging it out in regional for all this time. Qantas say that mainline operations and employment will not be reduced but we all know that this is untrue - we're not stupid Geoff, in fact I would say we are smarter for bailing out now before you bail out on us. Keep your staff happy mate.
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I found this on another forum - interesting article about Jetstar, QF and Virgin
Sat "Australian Financial Review"
Qantas baby flies into cloud
Dec 06
Ben Sandilands
Virgin Blue was this week quick to seize on a perceived glaring weakness in Qantas's plans for its low fare Jetstar airline.
It announced 50 new leisure flights a week on routes such as Perth to the Gold Coast, where Jetstar's initial fleet of 14 ex-Impulse 717s can't fly either non-stop or at a profit.
Because Jetstar will only have three of the 23 Airbus A320s it has ordered in service in its early months it won't be able to respond in volume to the efficiencies of a Virgin Blue fleet of 44 jets that could grow to 50 in the near term.
This slow and inefficient start-up phase of Jetstar had Peter Harbison, managing director of the Centre for Asia Pacific Aviation, calling it "a sheep in wolf's clothing".
However, that changes by mid 2006, when Jetstar should have the upper hand in efficient jets with an all-Airbus fleet able to better fly any route open to the Virgin Blue or Qantas Boeings.
And that raises the question Qantas has tried to deflect. Will Jetstar, under chief executive Alan Joyce, with its superior efficiency, cannibalise the main brand, causing it to turn over all domestic services to a low fare operation?
Qantas chief executive Geoff Dixon says his airline won't allow that to happen "intentionally". But it is already happening through the inroads made by Virgin Blue on the Sydney-Melbourne and Sydney-Brisbane and transcontinental routes.
This year, Qantas deployed four wide-bodied Airbuses with international entertainment and cuisine on the Perth routes to curb Virgin Blue's transcontinental expansion. It failed. Virgin Blue trebled its services and saw off the big jets, which are being sent overseas.
And in the US and Europe, where quality has been trashed by the established carriers to cope with the lower costs of the likes of Ryanair or JetBlue, there are no investment grade returns from any of the traditional carriers.
Virgin Blue realised four months ago its future competitor would not be the Qantas it knew but a Qantas turned into a lower-cost carrier. In August, after Dixon said a low-cost airline was under consideration, Virgin Blue's management assumed it was certain to happen, and muchsooner than it wouldlike.
A managers meeting was told that Qantas would either transform itself into a value-based domestic airline or wither.
This is a more extreme position than that taken by financial analysts after the announcement of the Jetstar name and fleet, and Qantas's assurances that it would not destroy its parent the way Go set about ripping the heart out of its British Airways parent until it was sold.
But Virgin Blue is driven by a cult-like belief in the invincibility of the low-cost air transport model shared by its peers JetBlue, Southwest, Ryanair and easyJet, as well as most of the investment analysts on Wall Street and in the City in London.
Despite the distraction of a float that was then being finalised (and lists for the first time on Monday), the basic assumption at Virgin Blue HQ was that to gain critical mass Qantas would transfer all of the 717 fleet that came from the Impulse Airways takeover into the new entity.
While the Impulse jet is flawed, the labour and productivity arrangements are cheaper than those pervading mainline Qantas.
Harbison and the overseas analysts who disagree so notably with their Australian counterparts maintain that the dual fleet composition of Jetstar breaches the fundamental rule that low-cost carriers need to be single type airlines.
Jetstar is adding 10 seats to the 717s to lift their capacity to 125 passengers, which means an awkward trade off between extra available revenue and reduced efficiency in a short range jet that struggles in hot and humid conditions and is almost useless for transcontinental and medium range tropical routes.
The A320s will have 177 seats, and require renegotiation of the current Impulse EBA which, like the Virgin Blue agreement, granted a lower pay scale for single type jet operations. (Qantas mainline attendants have to qualify for about six different cabin configurations, each with unique emergency procedures.)
A deal agreed to by the 717 pilots covered by their current Impulse arrangements says they will not take industrial action during negotiations over the Airbus pay scales and that the outcome will not be higher than the rates for Virgin Blue pilots.
Virgin Blue's multi-skilled EBAs mean that baggage handlers also check-in passengers, and terminal staff also qualify to fly as cabin attendants on mixed shifts, and people take turns helping out in call centres.
These "concessions" given by the unions to Virgin Blue in 2000 have been the target of complaints by Qantas management ever since.
The Jetstar experience, with the tightest seating yet flown in an Australian jet, could become compulsory for Qantas passengers to Tasmania when it starts up in May.
Every jet flight to the state by Qantaslink is flown in the 717s being turned into Jetstars. Adelaide could become a Monday-Friday Qantas mainline city at peak hours only, with most flights becoming Jetstars on the weekends.
But it is what happens on the prime inter-city routes of the Sydney-Melbourne-Brisbane triangle that will determine the fate of the higher-fare, higher-cost and two-class Qantas domestic airline.
Dixon says Jetstar will fly those routes only off peak. But going by US and European experience, they will inevitably destroy the integrity of the half-hourly Qantas Cityflyer service.
Pulling only a few hundred value-conscious frequent-flyer passengers a day into Jetstar, or having them defect to Virgin Blue, will see something like "Cityflyer-by-Jetstar" turning up in the timetables in a flash.
American tour wholesalers and retailers have pointed to the certainty of a prolonged fare war between Qantas, Jetstar and Virgin Blue.
They were told point blank by Virgin Blue that it would be cutting its margins right back to drive up the volume of cheap air fare sales.
Sat "Australian Financial Review"
Qantas baby flies into cloud
Dec 06
Ben Sandilands
Virgin Blue was this week quick to seize on a perceived glaring weakness in Qantas's plans for its low fare Jetstar airline.
It announced 50 new leisure flights a week on routes such as Perth to the Gold Coast, where Jetstar's initial fleet of 14 ex-Impulse 717s can't fly either non-stop or at a profit.
Because Jetstar will only have three of the 23 Airbus A320s it has ordered in service in its early months it won't be able to respond in volume to the efficiencies of a Virgin Blue fleet of 44 jets that could grow to 50 in the near term.
This slow and inefficient start-up phase of Jetstar had Peter Harbison, managing director of the Centre for Asia Pacific Aviation, calling it "a sheep in wolf's clothing".
However, that changes by mid 2006, when Jetstar should have the upper hand in efficient jets with an all-Airbus fleet able to better fly any route open to the Virgin Blue or Qantas Boeings.
And that raises the question Qantas has tried to deflect. Will Jetstar, under chief executive Alan Joyce, with its superior efficiency, cannibalise the main brand, causing it to turn over all domestic services to a low fare operation?
Qantas chief executive Geoff Dixon says his airline won't allow that to happen "intentionally". But it is already happening through the inroads made by Virgin Blue on the Sydney-Melbourne and Sydney-Brisbane and transcontinental routes.
This year, Qantas deployed four wide-bodied Airbuses with international entertainment and cuisine on the Perth routes to curb Virgin Blue's transcontinental expansion. It failed. Virgin Blue trebled its services and saw off the big jets, which are being sent overseas.
And in the US and Europe, where quality has been trashed by the established carriers to cope with the lower costs of the likes of Ryanair or JetBlue, there are no investment grade returns from any of the traditional carriers.
Virgin Blue realised four months ago its future competitor would not be the Qantas it knew but a Qantas turned into a lower-cost carrier. In August, after Dixon said a low-cost airline was under consideration, Virgin Blue's management assumed it was certain to happen, and muchsooner than it wouldlike.
A managers meeting was told that Qantas would either transform itself into a value-based domestic airline or wither.
This is a more extreme position than that taken by financial analysts after the announcement of the Jetstar name and fleet, and Qantas's assurances that it would not destroy its parent the way Go set about ripping the heart out of its British Airways parent until it was sold.
But Virgin Blue is driven by a cult-like belief in the invincibility of the low-cost air transport model shared by its peers JetBlue, Southwest, Ryanair and easyJet, as well as most of the investment analysts on Wall Street and in the City in London.
Despite the distraction of a float that was then being finalised (and lists for the first time on Monday), the basic assumption at Virgin Blue HQ was that to gain critical mass Qantas would transfer all of the 717 fleet that came from the Impulse Airways takeover into the new entity.
While the Impulse jet is flawed, the labour and productivity arrangements are cheaper than those pervading mainline Qantas.
Harbison and the overseas analysts who disagree so notably with their Australian counterparts maintain that the dual fleet composition of Jetstar breaches the fundamental rule that low-cost carriers need to be single type airlines.
Jetstar is adding 10 seats to the 717s to lift their capacity to 125 passengers, which means an awkward trade off between extra available revenue and reduced efficiency in a short range jet that struggles in hot and humid conditions and is almost useless for transcontinental and medium range tropical routes.
The A320s will have 177 seats, and require renegotiation of the current Impulse EBA which, like the Virgin Blue agreement, granted a lower pay scale for single type jet operations. (Qantas mainline attendants have to qualify for about six different cabin configurations, each with unique emergency procedures.)
A deal agreed to by the 717 pilots covered by their current Impulse arrangements says they will not take industrial action during negotiations over the Airbus pay scales and that the outcome will not be higher than the rates for Virgin Blue pilots.
Virgin Blue's multi-skilled EBAs mean that baggage handlers also check-in passengers, and terminal staff also qualify to fly as cabin attendants on mixed shifts, and people take turns helping out in call centres.
These "concessions" given by the unions to Virgin Blue in 2000 have been the target of complaints by Qantas management ever since.
The Jetstar experience, with the tightest seating yet flown in an Australian jet, could become compulsory for Qantas passengers to Tasmania when it starts up in May.
Every jet flight to the state by Qantaslink is flown in the 717s being turned into Jetstars. Adelaide could become a Monday-Friday Qantas mainline city at peak hours only, with most flights becoming Jetstars on the weekends.
But it is what happens on the prime inter-city routes of the Sydney-Melbourne-Brisbane triangle that will determine the fate of the higher-fare, higher-cost and two-class Qantas domestic airline.
Dixon says Jetstar will fly those routes only off peak. But going by US and European experience, they will inevitably destroy the integrity of the half-hourly Qantas Cityflyer service.
Pulling only a few hundred value-conscious frequent-flyer passengers a day into Jetstar, or having them defect to Virgin Blue, will see something like "Cityflyer-by-Jetstar" turning up in the timetables in a flash.
American tour wholesalers and retailers have pointed to the certainty of a prolonged fare war between Qantas, Jetstar and Virgin Blue.
They were told point blank by Virgin Blue that it would be cutting its margins right back to drive up the volume of cheap air fare sales.
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My post in response to the above article in the D&G forum:
Great article. I don't agree with what Qantas is doing to Tassie by turning it's back on the MANY corporate customers that fly us now. Qantas needs to either fly in the 734s or keep the 717s on the route but less frequently. Qantas can't just shut out it's corporate pax and top level frequent flyers to save a buck. I hope it blows up in their faces!
Same could be said for pax on ROK and MKY routes. The arvo flights from MKY and ROK to BNE are filled exclusively by corporate and business pax. I can't imagine a DH8 being too popular with these people and a 734 is far too big. The new NJS jets (if they are coming) are a couple of years off. Will be interesting to see what QF do - if anything.
I thought the max pax allowed in a 717 was 123 as certified by Boeing? 125 will be interesting. I knew the great seat pitch on the 717 wouldn't last.
I dunno why QF can't have the 717 operating off peak ADL flights and ROK, MKY and Tassie flights (alongside Jetstar) with an 8/100 configuration. QF needs full service Y class on these routes. Even OOL flights seem to have many business pax in the AM (OOL-SYD) and PM (SYD-OOL). Like I said I would be happy to see QF learn from it's mistakes.
On the FA side of things I am hoping for flexible work arrangements over a pay increase. I would rather have "Pick Up and Release" AND "Preferential Bidding" over a pay increase. I think many fellow FAs would agree.
I am concerned over the new CCOM allowing for 3 cabin crew operation with less than 108 pax. As someone who operated the first 3 FA flight that is something we need to put a stop to. That is where are conditions will deteriorate. Not to mention that Virgin FAs vacuum floors and 'dress' the loos and help customer service staff on Reserve duties. (Does that still happen?) We need to protect ourselves from the above moreso than asking for a little more $$.
Virgin FAs voted for $$ over better conditions in their last EBA and look at the recent burn out rate. Speak for itself.
P.S. Who will employ us? Impulse, Airconnex or Jetstar. Management tell us that Impulse no longer exists but that's what the boarding passes say and that is who my pay slip is from. At least I am still getting one I suppose.
Great article. I don't agree with what Qantas is doing to Tassie by turning it's back on the MANY corporate customers that fly us now. Qantas needs to either fly in the 734s or keep the 717s on the route but less frequently. Qantas can't just shut out it's corporate pax and top level frequent flyers to save a buck. I hope it blows up in their faces!
Same could be said for pax on ROK and MKY routes. The arvo flights from MKY and ROK to BNE are filled exclusively by corporate and business pax. I can't imagine a DH8 being too popular with these people and a 734 is far too big. The new NJS jets (if they are coming) are a couple of years off. Will be interesting to see what QF do - if anything.
I thought the max pax allowed in a 717 was 123 as certified by Boeing? 125 will be interesting. I knew the great seat pitch on the 717 wouldn't last.
I dunno why QF can't have the 717 operating off peak ADL flights and ROK, MKY and Tassie flights (alongside Jetstar) with an 8/100 configuration. QF needs full service Y class on these routes. Even OOL flights seem to have many business pax in the AM (OOL-SYD) and PM (SYD-OOL). Like I said I would be happy to see QF learn from it's mistakes.
On the FA side of things I am hoping for flexible work arrangements over a pay increase. I would rather have "Pick Up and Release" AND "Preferential Bidding" over a pay increase. I think many fellow FAs would agree.
I am concerned over the new CCOM allowing for 3 cabin crew operation with less than 108 pax. As someone who operated the first 3 FA flight that is something we need to put a stop to. That is where are conditions will deteriorate. Not to mention that Virgin FAs vacuum floors and 'dress' the loos and help customer service staff on Reserve duties. (Does that still happen?) We need to protect ourselves from the above moreso than asking for a little more $$.
Virgin FAs voted for $$ over better conditions in their last EBA and look at the recent burn out rate. Speak for itself.
P.S. Who will employ us? Impulse, Airconnex or Jetstar. Management tell us that Impulse no longer exists but that's what the boarding passes say and that is who my pay slip is from. At least I am still getting one I suppose.
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Who wrote that article?
Its news to me that the Scarebus has "failed" on Perth... Ok it cant be turned around very quickly and the J class pax hate the middle seat, but hello, everytime ive worked it she be full baby
especially up the front...always 38 
General pax consensus gives it the thumbs up 
The Scarebus is being redeployed internationally as the company is streamlining the mainline domestic fleet to 734/8 and 763. The Scarebus to be replaced by the current internationally configured 763 which I like better anyway...longhaul can have the scarebus
And..can anyone at VB clarify that baggage handlers can do check in, ground can fly etc...is this true???
There will always be a need for a full service J class carrier. Now more than ever our J class is ALWAYS full...Just ask the poor subloads, especially ex Adelaide and Perth, even lately ex Cairns on the 738, its been full up the front.
My guess is the company will put Qantas with J class into current and maybe even a few new routes at peak times. Non peak will see Jetstar making an appearance... Hope we get HBA back
Its news to me that the Scarebus has "failed" on Perth... Ok it cant be turned around very quickly and the J class pax hate the middle seat, but hello, everytime ive worked it she be full baby
especially up the front...always 38 General pax consensus gives it the thumbs up The Scarebus is being redeployed internationally as the company is streamlining the mainline domestic fleet to 734/8 and 763. The Scarebus to be replaced by the current internationally configured 763 which I like better anyway...longhaul can have the scarebus
And..can anyone at VB clarify that baggage handlers can do check in, ground can fly etc...is this true???
There will always be a need for a full service J class carrier. Now more than ever our J class is ALWAYS full...Just ask the poor subloads, especially ex Adelaide and Perth, even lately ex Cairns on the 738, its been full up the front.
My guess is the company will put Qantas with J class into current and maybe even a few new routes at peak times. Non peak will see Jetstar making an appearance... Hope we get HBA back
I can remember when AN went down, the tremendous support and goodwill we received from our QF peers. If some of these posts are anything to go by, some flight attendants as well the role of flight attendant aint the same as it used to be.
In a time of so much uncertainty, rumours are the last thing you need to be putting forward. There is no doubt things are going to change for those at QF, for better or worse only time will tell. For those of you turning in your sleep and worrying for your future, I am thinking of you. Its not a nice place to be but with the love and support of those close to you, you will come out of this stronger people. Just stick together, be there for each other and remember others have gone through tough times, and prevailed
In a time of so much uncertainty, rumours are the last thing you need to be putting forward. There is no doubt things are going to change for those at QF, for better or worse only time will tell. For those of you turning in your sleep and worrying for your future, I am thinking of you. Its not a nice place to be but with the love and support of those close to you, you will come out of this stronger people. Just stick together, be there for each other and remember others have gone through tough times, and prevailed
