TJ RESIGNS FROM AN
Join Date: Jan 2002
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Abovedownunder...Survivor is appropriate. Come to think of it I recall TJ making an appearance on a hacked/hijacked Survivor website last year so at least he can claim work experience. I can't remember the text of caption appearing under his smiling pic but I am sure it wasn't complimentary.
Join Date: Jun 2001
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It seems TJ has just returned to his position with QF after his seccondment to AN. He will be welcomed back with a nice bonus after successfully completing the job he was assigned to do. No one really considered he was trying to improve AN the whole time he was there. Great news for all airlines except for QF. At least it gives AN some chance now.
Join Date: Mar 1999
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Well, according to friends, he made many "innovative changes at AN, quite apart from introducing white shirts. <img src="rolleyes.gif" border="0">
For instance apron control was infused with ex air traffic controllers and experienced and excellent practical operators were supplanted. The best that can be said is that the result was not an improvement. Wonder how many of those ex ATC chaps are out in the street now.
Now we have news reports that AN has suffered a "massive blow" with the departure of TJ back home to QF because he held the AOC. I have said it before and I will reiterate TJ does not hold the AOC; Ansett Australia does.
His new handle seems to suggest that he will have some influence on pilot rostering and work conditions. It will be interesting to see what his role with QF brings to the QF pilots. Despite all the ravings about AN pay rates the fact is that their productivity was high.
Perhaps he will bring his knowlege of the AN pilot pay system to QF. For instance tying pay to stick hours performed and eliminating credit factors such as min four hours pay for sign on and no fly no pay. . .Then the old one hour credit for four away from home base or the half duty period guarantee. And these are just for starters.
A massive blow to AN??!! <img src="confused.gif" border="0"> <img src="confused.gif" border="0">
<img src="rolleyes.gif" border="0">
[ 24 January 2002: Message edited by: Flat Side Up ]</p>
For instance apron control was infused with ex air traffic controllers and experienced and excellent practical operators were supplanted. The best that can be said is that the result was not an improvement. Wonder how many of those ex ATC chaps are out in the street now.
Now we have news reports that AN has suffered a "massive blow" with the departure of TJ back home to QF because he held the AOC. I have said it before and I will reiterate TJ does not hold the AOC; Ansett Australia does.
His new handle seems to suggest that he will have some influence on pilot rostering and work conditions. It will be interesting to see what his role with QF brings to the QF pilots. Despite all the ravings about AN pay rates the fact is that their productivity was high.
Perhaps he will bring his knowlege of the AN pilot pay system to QF. For instance tying pay to stick hours performed and eliminating credit factors such as min four hours pay for sign on and no fly no pay. . .Then the old one hour credit for four away from home base or the half duty period guarantee. And these are just for starters.
A massive blow to AN??!! <img src="confused.gif" border="0"> <img src="confused.gif" border="0">
<img src="rolleyes.gif" border="0">[ 24 January 2002: Message edited by: Flat Side Up ]</p>
Nunc est bibendum
FSU, whilst I didn't have anything to do with TJ before he left QF I do recall little to no sadness amongst those who did when he left.
With that in mind I'm sure that there will be not a great deal of joy in his return.
As to the issues you talk about. QF 767 pilots asked to be put on the shorthaul award for shorthaul flying some time ago- just we had to be on the old A300 pay rates.
The answer was 'no, too expensive'. Our response was 'how about 737 pay rates'. The answer was again 'no, still too expensive'.
I would happily take the changes you talk about to get the same payrate as a former A300 F/O- even at 737 F/O pay rates I'd be in front of where I am now. Alternatively, I could get more time off for the same pay as I get now.
As for the rest of it, QF have had ample opportunity to look at implementing that sort of stuff since the 767s started flying domestically.
You call these things inefficient but in reality they don't play much of a part in what we do- except for the 1 in four rule (we know it as Trip Hour Guarantee). What that essentially means is that when QF send me away and sit me on my backside inefficiently, it penalises them. Only fair isn't it?
You talk like we are on a rort. I can tell you that I would have preferred flying my pants off over the last two days instead of doing one sector to BNE yesterday and then one sector to CNS today and spending the rest of the time trying to find something to do!! Roll on the start of my degree!!
Somehow, the company reckons that it's cheapest that way! <img src="rolleyes.gif" border="0">
Back to the subject
With that in mind I'm sure that there will be not a great deal of joy in his return.
As to the issues you talk about. QF 767 pilots asked to be put on the shorthaul award for shorthaul flying some time ago- just we had to be on the old A300 pay rates.
The answer was 'no, too expensive'. Our response was 'how about 737 pay rates'. The answer was again 'no, still too expensive'.
I would happily take the changes you talk about to get the same payrate as a former A300 F/O- even at 737 F/O pay rates I'd be in front of where I am now. Alternatively, I could get more time off for the same pay as I get now.
As for the rest of it, QF have had ample opportunity to look at implementing that sort of stuff since the 767s started flying domestically.
You call these things inefficient but in reality they don't play much of a part in what we do- except for the 1 in four rule (we know it as Trip Hour Guarantee). What that essentially means is that when QF send me away and sit me on my backside inefficiently, it penalises them. Only fair isn't it?
You talk like we are on a rort. I can tell you that I would have preferred flying my pants off over the last two days instead of doing one sector to BNE yesterday and then one sector to CNS today and spending the rest of the time trying to find something to do!! Roll on the start of my degree!!
Somehow, the company reckons that it's cheapest that way! <img src="rolleyes.gif" border="0">
Back to the subject
Join Date: Mar 1999
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Keg,. .Yes I had heard that he was not much loved. <img src="eek.gif" border="0"> . .My post was meant as a warning as to what to expect. For instance with your two day trip you got paid more than the flying performed. If Tj implements the AN system you will get stick hours only. So even if the rostering is inefficient the pilots still "pay" in the reverse sense. He will be able to say that that is more efficient.....pay wise. Part of his handle refers to business efficiency as I recall.
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The sudden defection of Ansett's operations chief to Qantas could not have come at a worse time, Australia's aviation watchdog said today.
Trevor Jensen, the Ansett manager recently identified as the new executive general manager of operations, announced yesterday he was leaving to take up a role with Qantas.
Mr Jensen was named on Ansett Mark II's air operating certificate and was coordinating the massive amounts of paperwork to be completed before Ansett Mark II got Civil Aviation Safety Authority (CASA) permission to fly.
Tesna Holdings, the company expected to take over Ansett, is preparing for a February 1 launch.
CASA spokesman Peter Gibson today said while the administrative work was on track, there was a lot of information still to be submitted.
Officers estimated only hours of grace if anything was to go wrong.
Eight CASA staff had moved into Ansett offices at the airport to ensure the transactions went as smoothly as possible with Tesna secretaries brought in to assist them.
But thousands of pages of paperwork were still to be completed before CASA officers could approve them.
Mr Gibson said CASA anticipated no problems with Mr Jensen's replacement, former chief pilot Mark Rindfleisch, but the paperwork to confirm his role and position with regards to the AOC had not been completed.
"The transfer of key personnel happens ... the problem here is the timing," Mr Gibson said.
"They are days away from their deadline."
Mr Gibson said CASA expected Ansett Mark II would meet the February 1 deadline if Mr Rindfleisch was able to "step in, pick up the balls and keep running".
"They've taken a big hit. How quickly they can get back to speed will very much depend on the information Trevor Jensen had in his head.
"It will depend how much was it a team effort or how much was he the pivotal person in coordinating the documentation?" Mr Gibson said.
There were substantial chunks missing before CASA could give the go-ahead to the airline, he said.
The February 1 deadline was one imposed by Tesna and Ansett administrators and was not a concern to CASA, he said.
Trevor Jensen, the Ansett manager recently identified as the new executive general manager of operations, announced yesterday he was leaving to take up a role with Qantas.
Mr Jensen was named on Ansett Mark II's air operating certificate and was coordinating the massive amounts of paperwork to be completed before Ansett Mark II got Civil Aviation Safety Authority (CASA) permission to fly.
Tesna Holdings, the company expected to take over Ansett, is preparing for a February 1 launch.
CASA spokesman Peter Gibson today said while the administrative work was on track, there was a lot of information still to be submitted.
Officers estimated only hours of grace if anything was to go wrong.
Eight CASA staff had moved into Ansett offices at the airport to ensure the transactions went as smoothly as possible with Tesna secretaries brought in to assist them.
But thousands of pages of paperwork were still to be completed before CASA officers could approve them.
Mr Gibson said CASA anticipated no problems with Mr Jensen's replacement, former chief pilot Mark Rindfleisch, but the paperwork to confirm his role and position with regards to the AOC had not been completed.
"The transfer of key personnel happens ... the problem here is the timing," Mr Gibson said.
"They are days away from their deadline."
Mr Gibson said CASA expected Ansett Mark II would meet the February 1 deadline if Mr Rindfleisch was able to "step in, pick up the balls and keep running".
"They've taken a big hit. How quickly they can get back to speed will very much depend on the information Trevor Jensen had in his head.
"It will depend how much was it a team effort or how much was he the pivotal person in coordinating the documentation?" Mr Gibson said.
There were substantial chunks missing before CASA could give the go-ahead to the airline, he said.
The February 1 deadline was one imposed by Tesna and Ansett administrators and was not a concern to CASA, he said.
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Has anyone considered that this may be a ploy by QF to damage AN at a crucial time in it's rebirth?
Call it conspiracy theory if you like, and state that AN is better off without him, but this WILL damage AN in the short term when you consider that the creditors meeting is five days away.
Wanders off to check the infrared security cameras again...........
Call it conspiracy theory if you like, and state that AN is better off without him, but this WILL damage AN in the short term when you consider that the creditors meeting is five days away.
Wanders off to check the infrared security cameras again...........
Moderate, Modest & Mild.
The first torpedo to Ansett appears to be the departure of TJ - whether this is enough to seriously damage the Ansett ship is highly debatable.
However, the REAL strike below the waterline is the appointment of Mr Rindfleish - unless he blows a "Foo-Foo Valve" with the pressure. <img src="redface.gif" border="0">
How is it that Mr Jensen is able to skip from Ansett one week to the opposition, QANTAS, the next? Most large companies incorporate clauses in the employment contract of upper management, expressly forbidding precisely such changes of allegiance.. .And surely there might be grounds for questioning the integrity of ANY management personnel who leave Company B to work for Company A and then return to Company B following the complete collapse of Company A.
But it's TJ's replacement who really makes a farce of the whole situation!
However, the REAL strike below the waterline is the appointment of Mr Rindfleish - unless he blows a "Foo-Foo Valve" with the pressure. <img src="redface.gif" border="0">
How is it that Mr Jensen is able to skip from Ansett one week to the opposition, QANTAS, the next? Most large companies incorporate clauses in the employment contract of upper management, expressly forbidding precisely such changes of allegiance.. .And surely there might be grounds for questioning the integrity of ANY management personnel who leave Company B to work for Company A and then return to Company B following the complete collapse of Company A.
But it's TJ's replacement who really makes a farce of the whole situation!
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It s hard to say what sort of job MR will do, we'll just have to wait and see.. .It would be fair to see that most line Pilots and others with little interest in climbing the greazy pole view Senior Operational Managment with distrust.I think it is more human nature than much of anythink else.. .What's rattled my cage most is that Tesna actually gave TJ a start.What does that say about the senior recruiting process of Tesna ?.
I'm tightning my seat belt for what maybe a bumpy ride!!.. .In the meantime the PARTY'S at my place!!!!
I'm tightning my seat belt for what maybe a bumpy ride!!.. .In the meantime the PARTY'S at my place!!!!
