Save Jet Airways
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Jet Airways future
While I agree with your points concerning the 20 year old rich deadbeats wanting to become B777 captains (including the idiotic refusal to accept a captains upgrade to the ATR, what an idiot would not go for that?) Forgive me if I do not know the specifics of this dispute.
As far as I know 2 senior union captains got dismissed by a idiotic management and 100's of pilot collegues stood side by side to get them back! I wished I had such work collegues.
As far as I know 2 senior union captains got dismissed by a idiotic management and 100's of pilot collegues stood side by side to get them back! I wished I had such work collegues.
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Communication loss with pilots, should have been in contact earlier: Jet top man
Smita Aggarwal Posted online: Indian Express.com: Monday , Sep 14, 2009 at 0351 hrs
New Delhi : In a rare admission by a company that bore the brunt of a five-day crippling strike, Jet Airways Executive Director Saroj Datta who led the negotiations on behalf of the management today admitted problems had been simmering for the last 2-3 years.
Hours after signing an agreement with the pilots’ union at 2 am Sunday, Datta, who has been with Jet since its inception in 1992, told The Indian Express: “There was a total loss of communication between the management and pilots.” There is realisation now, he said, that either he or someone at the top “should have been in contact with them much earlier.”
In fact, so frustrated was Jet Airways’ Chairman Naresh Goyal a few days back that he said pilots were “behaving like terrorists. They cannot hold the country, passengers and the airline hostage.” After all, the strike had not only caused Jet considerable monetary loss — estimated at $5-6 million a day — but also dented its credibility as one of the leading airlines.
But Datta today assuaged the pilots’ feelings and said, “I don’t know what led them to believe they couldn’t talk to us. We should have known their grievances... should have had an inkling about it.” In hindsight, he also sees reason behind their attempt to form a union. “It was our inability to attend to the requirements that prompted them. It is in your interest to make sure they (employees) don’t feel a requirement for a trade union,” he said.
Jet’s memorandum of understanding with the pilots, however, may see the newly-formed National Aviators Guild die a natural death. The MoU has put in place a grievance redressal committee with representatives from the management and the pilots. “The company has operated without a trade union for the past 16 years not because we prevented its formation, but because it operated in an effective manner. Nobody felt a requirement,” Datta said.
The Jet management had signed agreements with the existing pilots’ association, Society for Welfare of Indian Pilots (SWIP), which provided the lone interface between management and pilots. “They (pilots) are a group of people who don’t see us, the company’s administration, on a day-to-day basis. For example, SWIP used to provide a channel of communication... we should have paid greater attention to it... taken it seriously,” Dutta said.
In fact, the management admitted it in the signed agreement as well. “The primary concern of the pilots was the lack of system by which there could be an effective dialogue between them/their representatives and the appropriate level of the Management and it is this feeling which ultimately had led to the registration of NAG as a Union,” the signed agreement said.
Some of these problems, senior pilots who have worked in the company for over 15 years said, were key management positions being occupied by ‘expats’. “There are cultural differences. In last 16 years, there have been 10 vice-presidents, mostly expats which fail to provide leadership and motivation. There are multiple heads in a department leading to infighting. Most of the Indian pilots expected to get promoted to larger aircraft, international routes, but they were ignored,” said sources.
“The decision to form a union, favoured by over 74 per cent pilots in an online SWIP poll, was taken in a meeting in early 2009, after we received an e-mail from Vice-President (operations) Declan O’Connolly questioning the authenticity of the SWIP to talk to management in 2008.” In an e-mail reply to SWIP’s concerns in 2008-end, Connolly began by writing, “Dear ????” — which members found extremely offensive. The last straw was an e-mail sent by Jet CEO Hamid Ali to SWIP members stating that none of the past agreements signed with SWIP were binding on the company as it had no legal position.
Matters have reached a level where pilots refused to attend a meeting today in the presence of ‘expat’ management — it had been called by Naresh Goyal. Present at the venue were Connolly, Ali and Sr. Vice President-Operations & On Time Performance Capt. Hassan Al-Mousawi. Ultimately, they were asked to leave.
Admitting it was the first time that he handled a crisis of this magnitude, Datta said he had learnt a great deal from the crisis. “In my personal capacity, I will ensure that they should feel free to come up to me and bring to my notice grievances and other problems. They hesitated in the past... thinking how will we react to it... my job is to bring their grievances up to the right individual.”
Another senior Jet management official, on condition of anonymity, told The Indian Express: “Maybe we approached them (pilots) too late; it could have been done earlier.” The official was referring to the decision to approach the pilots late in the evening on September 7, the day when pilots called off the strike but went on an en-masse sick leave. “By then, they had already taken to decision to go on a mass sick leave,” official said.
Smita Aggarwal Posted online: Indian Express.com: Monday , Sep 14, 2009 at 0351 hrs
New Delhi : In a rare admission by a company that bore the brunt of a five-day crippling strike, Jet Airways Executive Director Saroj Datta who led the negotiations on behalf of the management today admitted problems had been simmering for the last 2-3 years.
Hours after signing an agreement with the pilots’ union at 2 am Sunday, Datta, who has been with Jet since its inception in 1992, told The Indian Express: “There was a total loss of communication between the management and pilots.” There is realisation now, he said, that either he or someone at the top “should have been in contact with them much earlier.”
In fact, so frustrated was Jet Airways’ Chairman Naresh Goyal a few days back that he said pilots were “behaving like terrorists. They cannot hold the country, passengers and the airline hostage.” After all, the strike had not only caused Jet considerable monetary loss — estimated at $5-6 million a day — but also dented its credibility as one of the leading airlines.
But Datta today assuaged the pilots’ feelings and said, “I don’t know what led them to believe they couldn’t talk to us. We should have known their grievances... should have had an inkling about it.” In hindsight, he also sees reason behind their attempt to form a union. “It was our inability to attend to the requirements that prompted them. It is in your interest to make sure they (employees) don’t feel a requirement for a trade union,” he said.
Jet’s memorandum of understanding with the pilots, however, may see the newly-formed National Aviators Guild die a natural death. The MoU has put in place a grievance redressal committee with representatives from the management and the pilots. “The company has operated without a trade union for the past 16 years not because we prevented its formation, but because it operated in an effective manner. Nobody felt a requirement,” Datta said.
The Jet management had signed agreements with the existing pilots’ association, Society for Welfare of Indian Pilots (SWIP), which provided the lone interface between management and pilots. “They (pilots) are a group of people who don’t see us, the company’s administration, on a day-to-day basis. For example, SWIP used to provide a channel of communication... we should have paid greater attention to it... taken it seriously,” Dutta said.
In fact, the management admitted it in the signed agreement as well. “The primary concern of the pilots was the lack of system by which there could be an effective dialogue between them/their representatives and the appropriate level of the Management and it is this feeling which ultimately had led to the registration of NAG as a Union,” the signed agreement said.
Some of these problems, senior pilots who have worked in the company for over 15 years said, were key management positions being occupied by ‘expats’. “There are cultural differences. In last 16 years, there have been 10 vice-presidents, mostly expats which fail to provide leadership and motivation. There are multiple heads in a department leading to infighting. Most of the Indian pilots expected to get promoted to larger aircraft, international routes, but they were ignored,” said sources.
“The decision to form a union, favoured by over 74 per cent pilots in an online SWIP poll, was taken in a meeting in early 2009, after we received an e-mail from Vice-President (operations) Declan O’Connolly questioning the authenticity of the SWIP to talk to management in 2008.” In an e-mail reply to SWIP’s concerns in 2008-end, Connolly began by writing, “Dear ????” — which members found extremely offensive. The last straw was an e-mail sent by Jet CEO Hamid Ali to SWIP members stating that none of the past agreements signed with SWIP were binding on the company as it had no legal position.
Matters have reached a level where pilots refused to attend a meeting today in the presence of ‘expat’ management — it had been called by Naresh Goyal. Present at the venue were Connolly, Ali and Sr. Vice President-Operations & On Time Performance Capt. Hassan Al-Mousawi. Ultimately, they were asked to leave.
Admitting it was the first time that he handled a crisis of this magnitude, Datta said he had learnt a great deal from the crisis. “In my personal capacity, I will ensure that they should feel free to come up to me and bring to my notice grievances and other problems. They hesitated in the past... thinking how will we react to it... my job is to bring their grievances up to the right individual.”
Another senior Jet management official, on condition of anonymity, told The Indian Express: “Maybe we approached them (pilots) too late; it could have been done earlier.” The official was referring to the decision to approach the pilots late in the evening on September 7, the day when pilots called off the strike but went on an en-masse sick leave. “By then, they had already taken to decision to go on a mass sick leave,” official said.
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Empty
This is obviously empty bla bla bla to make things sweeten...just a saving faces exercise.
But certainlly dire consequences will come for all. The management hardly will ever trust the pilots again and the professional agitators have their days numbered.
Agent 123: congrats, your posts have been 100% spot on.
I guess some FOs( and even some captains) on the long haul fleet, with their playboyish attitude, think they are sort of sharukhans: some of them have no professional attitude at all, in a night flight they feel bored in the flight deck and go chatting with the FAs on the galley, many times, 15/20 min each. Imagine what kind of captains will be! And other attitudes like changing parameters on FMCs without the captain acknowlegment and numerous SOPs deviations.
Recently a long list of "incidents" was released with nothing surprising, considering the professional level of some individuals.
Before ever thinking about forming a professional union establish as a TRUE PROFESSIONALS.
Fortunately, the management understands how much harm would do making headlines with smoking metal and keep a number of proven and reputable professionals, expats and local, doesn't matter.
But certainlly dire consequences will come for all. The management hardly will ever trust the pilots again and the professional agitators have their days numbered.
Agent 123: congrats, your posts have been 100% spot on.
I guess some FOs( and even some captains) on the long haul fleet, with their playboyish attitude, think they are sort of sharukhans: some of them have no professional attitude at all, in a night flight they feel bored in the flight deck and go chatting with the FAs on the galley, many times, 15/20 min each. Imagine what kind of captains will be! And other attitudes like changing parameters on FMCs without the captain acknowlegment and numerous SOPs deviations.
Recently a long list of "incidents" was released with nothing surprising, considering the professional level of some individuals.
Before ever thinking about forming a professional union establish as a TRUE PROFESSIONALS.
Fortunately, the management understands how much harm would do making headlines with smoking metal and keep a number of proven and reputable professionals, expats and local, doesn't matter.
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fullforward
I think you're way wrong here.
S. Datta said it himself, he learned a lot from this. Unfortuanately it was a $40 million lesson. Hugely expensive in the grand scheme of an Indian carrier. Not to mention an upcoming $400 million equity deal could potentially be in jeopardy.
I don't think mgmt will waste it's time making examples out of said individuals. To do so will simply lay the groundwork for another impending confrontation with labor. As Datta said, "It is in your interest to make sure they (employees) don’t feel a requirement for a trade union.” Jet will do the needful to make sure the pilots are kept at bay but simply addressing a myriad of trivial issues. If Datta is willing to give an honest interview like this one to the press, he probably meant most of it. Rather than hammering the unionists within the pilot group, I think Dutta and N. Goyal himself are going to reflect on whether it is necessary to have a solely expat exec team. I would imagine that most expat execs days are going to face the wrath of the BOD and Goyal as their replacements are identified.
Quite honestly, The expat execs have nobody to blame but themselves for being so ignorant about the power of labor and the power of unity. No politician, no manager, no exec, no chairman can overcome unity head-on. Even if Goyal instructed them to be so beligerant toward the pilots, it was incumbant upon them to warn him of the ramifications for taking on such a group.
And the expat pilots should have already known their days are numbered. This is the case everywhere across the world as the industry contracts. The so-called unfortunate side-effect of being a contract pilot. Once enough Indian ATPL holders are online, the company will close out the expat positions. Whether you think it's fair or not is irrelevant. Whether you think it is safe or not will probably not be addressed as India feels it is perfectly OK to have a 2500 Hr commander at the helm of a $70 million aircraft. There are enough Indian national pilots out there, hence there is plenty of supply to eventually replace all expats (unlike M.E. countries who don't produce enough national pilots). It is up to these commanders to go out and look for a new job before they get called into SM Centre and told their contract is being cancelled effective next "Monday" as is often the case with Jet.
Bear in mind, I'm not saying expats will be outta' here tomorrow. There still aren't enough ATPL holders but the push to get rid of them will once again begin, ala last Oct '08 to May '09 when the couldn't get rid of expats fast enough. My advice to my expats friends is don't be caught off-guard. Start looking for new work now.
There are still plenty of jobs out there for the expat senior commanders that Jet has in its employ. India, IMO, is no longer in the cards for most. Time to move on.
S. Datta said it himself, he learned a lot from this. Unfortuanately it was a $40 million lesson. Hugely expensive in the grand scheme of an Indian carrier. Not to mention an upcoming $400 million equity deal could potentially be in jeopardy.
I don't think mgmt will waste it's time making examples out of said individuals. To do so will simply lay the groundwork for another impending confrontation with labor. As Datta said, "It is in your interest to make sure they (employees) don’t feel a requirement for a trade union.” Jet will do the needful to make sure the pilots are kept at bay but simply addressing a myriad of trivial issues. If Datta is willing to give an honest interview like this one to the press, he probably meant most of it. Rather than hammering the unionists within the pilot group, I think Dutta and N. Goyal himself are going to reflect on whether it is necessary to have a solely expat exec team. I would imagine that most expat execs days are going to face the wrath of the BOD and Goyal as their replacements are identified.
Quite honestly, The expat execs have nobody to blame but themselves for being so ignorant about the power of labor and the power of unity. No politician, no manager, no exec, no chairman can overcome unity head-on. Even if Goyal instructed them to be so beligerant toward the pilots, it was incumbant upon them to warn him of the ramifications for taking on such a group.
And the expat pilots should have already known their days are numbered. This is the case everywhere across the world as the industry contracts. The so-called unfortunate side-effect of being a contract pilot. Once enough Indian ATPL holders are online, the company will close out the expat positions. Whether you think it's fair or not is irrelevant. Whether you think it is safe or not will probably not be addressed as India feels it is perfectly OK to have a 2500 Hr commander at the helm of a $70 million aircraft. There are enough Indian national pilots out there, hence there is plenty of supply to eventually replace all expats (unlike M.E. countries who don't produce enough national pilots). It is up to these commanders to go out and look for a new job before they get called into SM Centre and told their contract is being cancelled effective next "Monday" as is often the case with Jet.
Bear in mind, I'm not saying expats will be outta' here tomorrow. There still aren't enough ATPL holders but the push to get rid of them will once again begin, ala last Oct '08 to May '09 when the couldn't get rid of expats fast enough. My advice to my expats friends is don't be caught off-guard. Start looking for new work now.
There are still plenty of jobs out there for the expat senior commanders that Jet has in its employ. India, IMO, is no longer in the cards for most. Time to move on.
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Bravo.
Many of you held your own...did not give in...and achieved the goal.
Well done to the JET pilots....
I will pay better attention to tipping my hat at the 9W pilots as we pass each other in terminals around the globe.
Respect,
fliion
EK 777
Many of you held your own...did not give in...and achieved the goal.
Well done to the JET pilots....
I will pay better attention to tipping my hat at the 9W pilots as we pass each other in terminals around the globe.
Respect,
fliion
EK 777
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Wishfull thinking
Dear function...
I fully understand the level of wft here.
Sorry, you probably seems not to understand how the industry works, what's involved. You think it's resumed to a romantic and brave parade.
Please re-read the previous posts.
Imagine you deploy some billions USD (do you realize how much is it?) both from your personal assets and lenders, work like a horse, involving the zillions of intens to establish yourself on one of the most competitive industries of the world.
Question: would you put it all on the hands and responsability of the average professionals you see here, and risk making everything go to the wind on a gigantic smoking hole of debris?
Recently, an unexperienced captain on the long haul fleet (!!) almost turned into a new Helios accident, because he didn't recognize a simple malfunction: he continued to climb an aircraft that was not pressurizing, despite all the blaring bells and whistles!!! He just froze at the controls for some minutes, before realizing what was really going on! What if the FO was at the toilet or chatting with FAs as they like it?
And the list goes long, unstabilized approaches (in many companys nowadays reason enough for immediate termination), lack of SOPs adherence etc. It's not necesary to mention the name of the airline were these things happens, but 99% of them involve relatively unexperienced pilots.
Of course captains with 10,000 PIC make mistakes, but in a percentage infinitely lesser than the "sharukhans". There's simply a matter of statistics.
And the long haul fleet is on the stage of the world, with all spotlights on.
One thing is a 737 that overrun(or whatever) at a remote place, other is a 777 with a load of international travellers. Which one you guess would make the biggest headlines, which one will damage forever the airline reputation if the consequences are dire?
I'll put my shiny planes on the hands of 10,000 plus PIC proven captains, be them indians, armenians, russians or americans. After some years, of course there'll be 100% indians, no question about it.
So, take it ease, do not rush, listen to the more experienced, BE HUMBLE.
Understand that this is a very sensitive and capital intensive industry, not something for greedy ego driven playboys.
Read more, study more, think about what happen with Korean Air in the 80s, for instance. Learn from the expats, ask them, don't think they are stealing your ice cream. Like you said, they are not forever.
I fully understand the level of wft here.
Sorry, you probably seems not to understand how the industry works, what's involved. You think it's resumed to a romantic and brave parade.
Please re-read the previous posts.
Imagine you deploy some billions USD (do you realize how much is it?) both from your personal assets and lenders, work like a horse, involving the zillions of intens to establish yourself on one of the most competitive industries of the world.
Question: would you put it all on the hands and responsability of the average professionals you see here, and risk making everything go to the wind on a gigantic smoking hole of debris?
Recently, an unexperienced captain on the long haul fleet (!!) almost turned into a new Helios accident, because he didn't recognize a simple malfunction: he continued to climb an aircraft that was not pressurizing, despite all the blaring bells and whistles!!! He just froze at the controls for some minutes, before realizing what was really going on! What if the FO was at the toilet or chatting with FAs as they like it?
And the list goes long, unstabilized approaches (in many companys nowadays reason enough for immediate termination), lack of SOPs adherence etc. It's not necesary to mention the name of the airline were these things happens, but 99% of them involve relatively unexperienced pilots.
Of course captains with 10,000 PIC make mistakes, but in a percentage infinitely lesser than the "sharukhans". There's simply a matter of statistics.
And the long haul fleet is on the stage of the world, with all spotlights on.
One thing is a 737 that overrun(or whatever) at a remote place, other is a 777 with a load of international travellers. Which one you guess would make the biggest headlines, which one will damage forever the airline reputation if the consequences are dire?
I'll put my shiny planes on the hands of 10,000 plus PIC proven captains, be them indians, armenians, russians or americans. After some years, of course there'll be 100% indians, no question about it.
So, take it ease, do not rush, listen to the more experienced, BE HUMBLE.
Understand that this is a very sensitive and capital intensive industry, not something for greedy ego driven playboys.
Read more, study more, think about what happen with Korean Air in the 80s, for instance. Learn from the expats, ask them, don't think they are stealing your ice cream. Like you said, they are not forever.
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Korean air
Can we stop referring to Korean Air accidents...of the 80's...function I wholly agree with you...very balanced view
For the rest what are the QR's for widebody upgrade from the 737...atleast all the guys I know of had a minimum of 8000tt and 3-4000 PIC before they got upgraded...way beyong the min reqd by leading international airlines..
I thought FA's were supposed to check on the flight deck every 30 mins or so during long hauls...I would advise the FO to stay inside unless he's got a leaky hose!
Enough of s**t hauled at each other...lets learn from the crisis and move ahead collectively/constructively....
For the rest what are the QR's for widebody upgrade from the 737...atleast all the guys I know of had a minimum of 8000tt and 3-4000 PIC before they got upgraded...way beyong the min reqd by leading international airlines..
I thought FA's were supposed to check on the flight deck every 30 mins or so during long hauls...I would advise the FO to stay inside unless he's got a leaky hose!
Enough of s**t hauled at each other...lets learn from the crisis and move ahead collectively/constructively....
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when this brohaha first broke, some of my sympathy was definitely with the pilots. a lot unilateral decisions were taken against their ranks over a period of time. the question, which resounded, was whether the timing of the agitation was right, given the current state of the industry.
the emerging impass was based on two issues, namely the right to form a union, and later the reinstatement of a couple of pilots.
subsequently, i realised that the real dissatifaction was borne out of the absence of opportunity to upgrade to the widebody, as well as personal hatred of foreign pilots by a few.
this was evident by the ill timed and idiotic comments by the general secretary of NAG on national television about expat pilots. a lot of pilots were mislead into thinking that the world was against them, so when things didn’t happen the way they liked them to, the easy option is the xenophobic route to blame the outsiders.
that many in the ranks were not entirely convinced of the legitimacy of being herded, threatened, isolated or dragged into a conflict like goats, was apparent. the perpetrators being the jokers on the 737/ATR.
it did show the levels of frustration with the zero dialogue situation with the company.
now, the issue is going even deeper into the expat pilot management. some little boys feel they have achieved manhood. it is well documented that the most dangerous, as well as accidental hull loss scenario, is that of the 1000 hr pilot on type. it is a period when the prerequesite experiance is not
attained, but a false sense of total competence is established.
aviation in India will eventually mature due to its talented and extremely bright individuals. so must the individuals ability in rational thinking to accept, reject or see through the ulterior motives of some.
there is only one way for the management to go. and sadly, it will not be the way of a handful of malcontents intent on fulfiling their mama's prediction that they are the best thing to happen on earth since JC.
the emerging impass was based on two issues, namely the right to form a union, and later the reinstatement of a couple of pilots.
subsequently, i realised that the real dissatifaction was borne out of the absence of opportunity to upgrade to the widebody, as well as personal hatred of foreign pilots by a few.
this was evident by the ill timed and idiotic comments by the general secretary of NAG on national television about expat pilots. a lot of pilots were mislead into thinking that the world was against them, so when things didn’t happen the way they liked them to, the easy option is the xenophobic route to blame the outsiders.
that many in the ranks were not entirely convinced of the legitimacy of being herded, threatened, isolated or dragged into a conflict like goats, was apparent. the perpetrators being the jokers on the 737/ATR.
it did show the levels of frustration with the zero dialogue situation with the company.
now, the issue is going even deeper into the expat pilot management. some little boys feel they have achieved manhood. it is well documented that the most dangerous, as well as accidental hull loss scenario, is that of the 1000 hr pilot on type. it is a period when the prerequesite experiance is not
attained, but a false sense of total competence is established.
aviation in India will eventually mature due to its talented and extremely bright individuals. so must the individuals ability in rational thinking to accept, reject or see through the ulterior motives of some.
there is only one way for the management to go. and sadly, it will not be the way of a handful of malcontents intent on fulfiling their mama's prediction that they are the best thing to happen on earth since JC.
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There has been another display of (EXEMPLARY) COURAGE in Jet Airways.A Captain offloaded an F/O (for obvious reasons) travelling on duty resulting in disruption of operations.
Now the union wants to rein in the Frankenstein it created!!!
WIDEBODY WIDEBODY WIDEBODY....Even my children never complained so much for their toys.
Remember the old adage : FLY THE AEROPLANE
Now the union wants to rein in the Frankenstein it created!!!
WIDEBODY WIDEBODY WIDEBODY....Even my children never complained so much for their toys.
Remember the old adage : FLY THE AEROPLANE
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A smart FO can just refuse to fly if they think the Captain is unsafe.
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Wishful indeed
Question: would you put it all on the hands and responsability of the average professionals you see here, and risk making everything go to the wind on a gigantic smoking hole of debris?
Recently, an unexperienced captain on the long haul fleet (!!) almost turned into a new Helios accident, because he didn't recognize a simple malfunction: he continued to climb an aircraft that was not pressurizing, despite all the blaring bells and whistles!!! He just froze at the controls for some minutes, before realizing what was really going on! What if the FO was at the toilet or chatting with FAs as they like it?
Recently, an unexperienced captain on the long haul fleet (!!) almost turned into a new Helios accident, because he didn't recognize a simple malfunction: he continued to climb an aircraft that was not pressurizing, despite all the blaring bells and whistles!!! He just froze at the controls for some minutes, before realizing what was really going on! What if the FO was at the toilet or chatting with FAs as they like it?
Aviation safety is 33% Professionalism, 33% Equipment and 33% Policing. Presence of expats in Indian aviation doesn't play as much role in aviation safety as the good management practices which promote professionalism, promote good maintenance and assure policing at all levels and departments related to safety. Policing is not just DGCA's responsibility, in fact it is too serious to be left with DGCA.
So if the FO is not in his seat its not merely lack of professionalism, but also lack of policing.
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Drive 73,I am an Indian and currently flying as a Capt.on A320 in USA for a part 121 carrier,for your info.my salary is way below industry standard(below third world standards),only reason I am with them is because I like the job and the company.Be greatful that you have a well paying job and show some respect to the locals,no one is forcing you to fly over there if you are unhappy just quit, I am sure you will be quickly replaced.
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Jymmy
I'll not discuss anymore with wannabes: you have no clue of what you're talking about and by the way is enough poisoned by the new "professional union" BS...Relax, a festival of brand new 330 and 777 seats for you all is on course.
Not serious.
Not serious.
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Dagar
who do think you are to tell people to quit just because they are expressing their rightful opinion in a forum ??
stop being childish and debate the facts, instead of hiding behind your 320 boy capt postion to throw stones.
who do think you are to tell people to quit just because they are expressing their rightful opinion in a forum ??
stop being childish and debate the facts, instead of hiding behind your 320 boy capt postion to throw stones.
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No,no,no, Shanx, the question foremost is why is he being paid below industry standard? Is it because he is an expat?or is the US airline industry itself paying below standard?I suspect it is the second. The first would be illegal.
Also, after you convert dolloars into rupees, gallons into litres etc, the cost of living in India is much lower.But it is not always about the cost of living is it? It is all about quality of life.So,yes to you question, there are those willing to work for less for a better quality of working and living life.
Alt3.
Also, after you convert dolloars into rupees, gallons into litres etc, the cost of living in India is much lower.But it is not always about the cost of living is it? It is all about quality of life.So,yes to you question, there are those willing to work for less for a better quality of working and living life.
Alt3.