EK Pay Review
Join Date: Apr 2009
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The trouble is, someone has to tell the emperor he has no clothes.
The only way things will change is when there is significant operational disruption, then money will be thrown at it, a minion called Prakash will be sacked for gross incompetence and the local chap in charge of things will get a bonus or a new golden ipad etc.
short flights long nights
I agree with you 100% Falcon.Thats why I said anyone who speaks up would have to be very very brave indeed.
Join Date: Feb 2000
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It’s not about the money, but it is the only denominator that the company has at its’ disposal to address the problems in the short term.
Since the pay review was announced and the shock rippled through the workforce, the level of disenchantment with management has only increased. There remains no single individual who willingly represents the needs or concerns of the pilot group to management. There is no individual championing the pilots as a group to be supported, rather than berated – Fleet managers don’t do it, Chief Pilots don’t do it, JA isn’t doing it, TCAS is definitely not doing it, and AAR doesn’t want to listen about it! So the needs of the group are effectively being ignored.
The pay review did nothing for the average pilot. The lower productivity threshold did not give pilots the option of choosing to fly in excess of 92hrs per month. The lower productivity threshold did not assist those pilots doing 15 turnarounds a month to be paid for their Herculean efforts or even achieve productivity. The lower productivity threshold did not address the additional duty hours worked by the pilots outside of their “normal salaried 8.00am – 4.00pm office hours” in non-flying duties.
Basic management has traditionally dictated that if an employee’s pay and leave are honored, then they will generally do what you ask of them willingly.
The litany of examples provided by pilots of their reduced EK pay and conditions with respect to inflation, questionable profit share calculations, previous productivity thresholds, ground duties, emergency procedures, first aid training, online courses, and sim sessions, have been coupled with the lack of available leave, and the result is no longer any honor or integrity shown to the pilot group. Pay rises of between 3%-6% for office staff, and 25+ week bonuses for managers, has further exacerbated the chasm between the office and the front line.
Trust and integrity can be demonstrated, but the quickest fix is an extraordinary pay review. There is a precedent of it occurring once in EK’s history, and back then it did make a difference. It would be the public indication of the first step in a change to current management practices, but remains solely a discretionary tool available to the select few in upper management.
The G.
Since the pay review was announced and the shock rippled through the workforce, the level of disenchantment with management has only increased. There remains no single individual who willingly represents the needs or concerns of the pilot group to management. There is no individual championing the pilots as a group to be supported, rather than berated – Fleet managers don’t do it, Chief Pilots don’t do it, JA isn’t doing it, TCAS is definitely not doing it, and AAR doesn’t want to listen about it! So the needs of the group are effectively being ignored.
The pay review did nothing for the average pilot. The lower productivity threshold did not give pilots the option of choosing to fly in excess of 92hrs per month. The lower productivity threshold did not assist those pilots doing 15 turnarounds a month to be paid for their Herculean efforts or even achieve productivity. The lower productivity threshold did not address the additional duty hours worked by the pilots outside of their “normal salaried 8.00am – 4.00pm office hours” in non-flying duties.
Basic management has traditionally dictated that if an employee’s pay and leave are honored, then they will generally do what you ask of them willingly.
The litany of examples provided by pilots of their reduced EK pay and conditions with respect to inflation, questionable profit share calculations, previous productivity thresholds, ground duties, emergency procedures, first aid training, online courses, and sim sessions, have been coupled with the lack of available leave, and the result is no longer any honor or integrity shown to the pilot group. Pay rises of between 3%-6% for office staff, and 25+ week bonuses for managers, has further exacerbated the chasm between the office and the front line.
Trust and integrity can be demonstrated, but the quickest fix is an extraordinary pay review. There is a precedent of it occurring once in EK’s history, and back then it did make a difference. It would be the public indication of the first step in a change to current management practices, but remains solely a discretionary tool available to the select few in upper management.
The G.
Join Date: Jan 2014
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Just Slow Down
I agree that showing up to work an hour before the flight is justifiable, since that is when you legally start work according to EK, but that would land you in the Chief’s office toot sweet. And EK pilots are about as unified as a herd of cats. Sick calls were professed in an earlier post as “The only tool” you have to express discourse. I would agree that given your horrific schedules NO pilot should report to work if they think that they will be fatigued on a given flight. You owe it to your family and passengers and fellow pilots to not operate if there is a chance you can’t perform to acceptable standards. Also, a SKF deserves an ASR. Without an ASR, SKF’s mean absolutely nothing.
Secondly, I have watched EK pilots push and taxi. You guys do your flight control checks like you’re playing wack-a-mole. It’s an airplane. Take a deep breath after the push and sloooowly move the control surfaces. When you’re done, take another deeeeep breath and perform the check list. When you're done with the check list make sure your FO is ready and your seats are properly adjusted and you have reviewed the taxi route. Then call for taxi. Also note, this is not a race. The 30 knot taxi speed is a limitation, not a goal. Given the fatiguing rosters, 10 knots is much safer.
Third, you guys are constantly flying through the bumps at flight planned speed. Slow down for goodness sake. Why fill out an ASR for an overspeed. Also, it’s much more comfortable for your passengers. I can think of very few flights where there isn’t some segment where you should sloooow down for safety and comfort. EK pilots are also famous for accepting short cuts. Why? Especially if you are in a DARD you are just increasing your workload on an already exhausting schedule. Plus, EK has spent millions of dollars of flight planning software. Do not assume you know better by flying other than the planned route.
Completely unrelated:
This is just a question; If, (I am speaking hypothetically.) block times went up 3-5% anyone in overtime would get more overtime $. Cabin crew would get more flight pay and or the number of flights on your monthly roster would decrease. Also, there are several flights, and turns that are planned near max duty, and frequently assigned back to back. Given the immense workload Flights such as these should rarely be at or under block same with flights arriving at 2325. All this IMHO
Please take care of yourselves.
120
Secondly, I have watched EK pilots push and taxi. You guys do your flight control checks like you’re playing wack-a-mole. It’s an airplane. Take a deep breath after the push and sloooowly move the control surfaces. When you’re done, take another deeeeep breath and perform the check list. When you're done with the check list make sure your FO is ready and your seats are properly adjusted and you have reviewed the taxi route. Then call for taxi. Also note, this is not a race. The 30 knot taxi speed is a limitation, not a goal. Given the fatiguing rosters, 10 knots is much safer.
Third, you guys are constantly flying through the bumps at flight planned speed. Slow down for goodness sake. Why fill out an ASR for an overspeed. Also, it’s much more comfortable for your passengers. I can think of very few flights where there isn’t some segment where you should sloooow down for safety and comfort. EK pilots are also famous for accepting short cuts. Why? Especially if you are in a DARD you are just increasing your workload on an already exhausting schedule. Plus, EK has spent millions of dollars of flight planning software. Do not assume you know better by flying other than the planned route.
Completely unrelated:
This is just a question; If, (I am speaking hypothetically.) block times went up 3-5% anyone in overtime would get more overtime $. Cabin crew would get more flight pay and or the number of flights on your monthly roster would decrease. Also, there are several flights, and turns that are planned near max duty, and frequently assigned back to back. Given the immense workload Flights such as these should rarely be at or under block same with flights arriving at 2325. All this IMHO
Please take care of yourselves.
120
short flights long nights
I'm not there anymore, but it has been stated on this forum, that a SKF call will result in an automatic CDT test. If this is true ( and it would not surprise me) a fatigue call could result in the person being shown the door quick smart.
If that is company induced pressure not to call fatigued, I dont know what is.
And let me add, I think 99 percent of people would not be bothered by a CDT test, but it's just yet, another threat from the top.
If that is company induced pressure not to call fatigued, I dont know what is.
And let me add, I think 99 percent of people would not be bothered by a CDT test, but it's just yet, another threat from the top.
Join Date: Jun 2012
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SKF doesn't mean an automatic CDT test. In fact, you are not even required to visit the clinic before you next fly. Just fill in the FRMS form and the clinic will contact you if they want.
short flights long nights
That is good to hear Emma.
Join Date: Aug 2014
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YUP
Guru- Spot on. I do not see the problem being resolved short or long term however. Whoever steps into AS shoes will be another yes man, that's how you get the job.
120- Your post needs to be it's own thread. It's a great post! But, it will get lost in here.
120- Your post needs to be it's own thread. It's a great post! But, it will get lost in here.
Join Date: Apr 2009
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It's NEVER going to improve, if history tells us anything about the mentality amongst honour/face saving obsessed cultures it is that it's better to dispose of ones child (insert slit throat, burn or stone to death, hire a cousin to do it) than it is to evolve and learn or adapt.
A new brush will merely implement the continued degradation of your standard of living.
Happy Ramadam.
A new brush will merely implement the continued degradation of your standard of living.
Happy Ramadam.
