The new easyjet rosters
Joined: Aug 1998
Posts: 95
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From: UK
Personally, I cannot wait to start with my first airline position in a couple of months. At least from then on I get paid a reasonable wage in relation to what I am used to, I get a month's notice of my rosters, and blocks of time off, with a maximum number of days on shift in between. Absolute bliss.
Joined: Jun 2000
Posts: 4,507
Likes: 4
From: last time I looked I was still here.
TRon,
I empathise with your thoughts on what life should not be about. I've been through the horrors of earlies & lates. It's a helluva way to earn 2.5 days off.
During the earlies, as said, you go to bed at 22.00 telling the kids and neighbours to be quiet, and the wife to sleep in the spare room. Not much of a family evening and an irritated family to boot. How do you take a quiet shower at 0430; thus upsetting them again.
5 lates and you slink into bed at 0100 leaving a note not to be disturbed before 10.00. No such luck as family and world wake up at 0700. You try to force a further 3 hours if possible.
That's another 5 evenings of no family life, and at the end of 5 lates I realised I'd done nothing but work & sleep and worn only my uniform. It was the most unbalanced life style ever designed.
It is sold completely on the basis on stability and predictable days off; but just how much can you do, on your own, with 2 days off mid-week and weekends seperated by long stretches? There has to be a better way. It does exist in some airlines, so why don't management and crew reps go and see how they do it. Why try and re-invent the wheel?\
A few years ago, in the LOG, there was an excellent letter written about lousy rosters. It was sent in by the wife of a pilot, and explained perfectly the effect of lousy rosters. Perhaps, instead of being selfish and saying that this roster is perfect but is not as bad as that one; or that this roster is fine because I can predict my precious days off; why not ask your families what they really think of your lifestyle. It just may make you think about it differently when you hear an honest view from those close to you who have to live their lives inside your schedule.
I empathise with your thoughts on what life should not be about. I've been through the horrors of earlies & lates. It's a helluva way to earn 2.5 days off.
During the earlies, as said, you go to bed at 22.00 telling the kids and neighbours to be quiet, and the wife to sleep in the spare room. Not much of a family evening and an irritated family to boot. How do you take a quiet shower at 0430; thus upsetting them again.
5 lates and you slink into bed at 0100 leaving a note not to be disturbed before 10.00. No such luck as family and world wake up at 0700. You try to force a further 3 hours if possible.
That's another 5 evenings of no family life, and at the end of 5 lates I realised I'd done nothing but work & sleep and worn only my uniform. It was the most unbalanced life style ever designed.
It is sold completely on the basis on stability and predictable days off; but just how much can you do, on your own, with 2 days off mid-week and weekends seperated by long stretches? There has to be a better way. It does exist in some airlines, so why don't management and crew reps go and see how they do it. Why try and re-invent the wheel?\
A few years ago, in the LOG, there was an excellent letter written about lousy rosters. It was sent in by the wife of a pilot, and explained perfectly the effect of lousy rosters. Perhaps, instead of being selfish and saying that this roster is perfect but is not as bad as that one; or that this roster is fine because I can predict my precious days off; why not ask your families what they really think of your lifestyle. It just may make you think about it differently when you hear an honest view from those close to you who have to live their lives inside your schedule.
Joined: Jan 2004
Posts: 197
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From: UK
Tron
Not sure trading days off for use of discretion is viewed positvely by most Airlines and the CAA. Thats holding a gun to the Airlines head. Fair enough if the Company ask you to trade but not discretion.
Rat 5 I guess thats a common shift problem these days, in actual fact its a common 9-5 problem these days given the amount of commuting some folk do, the rush hour used to be 0700 its now 0600.
Who are these airlines your talking about anyway?
Not sure trading days off for use of discretion is viewed positvely by most Airlines and the CAA. Thats holding a gun to the Airlines head. Fair enough if the Company ask you to trade but not discretion.
Rat 5 I guess thats a common shift problem these days, in actual fact its a common 9-5 problem these days given the amount of commuting some folk do, the rush hour used to be 0700 its now 0600.
Who are these airlines your talking about anyway?
Joined: Dec 1999
Posts: 2,584
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From: UK
And lest people forget, the price paid to achieve this blinding piece of "lifestyle enhancement" was the loss of TEN DAYS annual leave, ONE WHOLE THIRD of the leave entitlement. And this concurrent with a c.20% reduction in max working hours due to new EU law. A 20% reduction over 52 weeks sounds like several weeks extra leave to me, but that is not the way arithmetic works in the world of orange flavoured smoke and mirrors.
Some lifestyle enhancement!!! You try to figure it out...I can't.
Some lifestyle enhancement!!! You try to figure it out...I can't.
Joined: Oct 2004
Posts: 82
Likes: 0
From: Surrey UK
I'm with Agaricus.
5/4/5/2 has created an airline of haves and have nots. Airbus bases get the life of Riley. Boeing pilots are still being flogged to death trying to shore up the Airbus introduction within the limits imposed by the new roster pattern.
The net result for me is a very similar life to RAT 5. My advice is opt out or get out.
5/4/5/2 has created an airline of haves and have nots. Airbus bases get the life of Riley. Boeing pilots are still being flogged to death trying to shore up the Airbus introduction within the limits imposed by the new roster pattern.
The net result for me is a very similar life to RAT 5. My advice is opt out or get out.
Joined: Mar 2004
Posts: 160
Likes: 0
From: peoples republic of EU
I can assure you Gimboid that plenty of bus pilots do not have a 'life or Riley'. There are plenty of maxed out rosters in busland too. Plenty of roster disruption and plenty of max duty 4 sector earlies to play with and time not spent flying is usually spent in a taxi.
Joined: Jun 2000
Posts: 4,507
Likes: 4
From: last time I looked I was still here.
B.E.
I'm now on my 10th airline in a 5th country. BY was on the list many many moons ago in the days of random rostering.
My beef is with the nitwits who do NOT roster productivity but roster minimum time off. It is pathetic. In various airlines who I've been with, and left for this very reason, I've challenged the rosterer and M.D to work their duties but to my roster. In all cases they have refused, but claimed I had no case for complaint as the roster was legal; end of discussion. With block heads like that there is only one solution. Quit or take matters into your own hands. I shall not be surprised if the sickness rates go through the roof. The shortage of pilots is looming large. Everyone is expanding and the boot is about to be on the other foot.
It is all such an unnecessary conflict, but it will happen. I wish Guy Fawkes was around and so he could stash his cache underneath that hidden airline CEO production college. Somewhere is this hidden centre which churns out the most antiquated obnoxiuos man managers on earth, who then employ their clones as head rosterers. People who think they can make a fast buck and have lots of glory in a short time. To hell with the career minded crews who trust in their dreams. There is not one who has delivered on their promises. I wouldn't buy a second hand bicycle from any of 'em. But sadly they have been the destroyer of many a good career, and never their own. And this stems from the CEO's of major carriers right down the food chain. It is a shocking indicment of the industry and would be considerd scandalous elsewhere. The mystery is how they've got away with it for so long. Can the public be so ignorant? And can the vocational crews be so gullible?
I'm now on my 10th airline in a 5th country. BY was on the list many many moons ago in the days of random rostering.
My beef is with the nitwits who do NOT roster productivity but roster minimum time off. It is pathetic. In various airlines who I've been with, and left for this very reason, I've challenged the rosterer and M.D to work their duties but to my roster. In all cases they have refused, but claimed I had no case for complaint as the roster was legal; end of discussion. With block heads like that there is only one solution. Quit or take matters into your own hands. I shall not be surprised if the sickness rates go through the roof. The shortage of pilots is looming large. Everyone is expanding and the boot is about to be on the other foot.
It is all such an unnecessary conflict, but it will happen. I wish Guy Fawkes was around and so he could stash his cache underneath that hidden airline CEO production college. Somewhere is this hidden centre which churns out the most antiquated obnoxiuos man managers on earth, who then employ their clones as head rosterers. People who think they can make a fast buck and have lots of glory in a short time. To hell with the career minded crews who trust in their dreams. There is not one who has delivered on their promises. I wouldn't buy a second hand bicycle from any of 'em. But sadly they have been the destroyer of many a good career, and never their own. And this stems from the CEO's of major carriers right down the food chain. It is a shocking indicment of the industry and would be considerd scandalous elsewhere. The mystery is how they've got away with it for so long. Can the public be so ignorant? And can the vocational crews be so gullible?
Last edited by RAT 5; 25th May 2005 at 22:06.
Joined: Jan 2001
Posts: 1,693
Likes: 161
From: home
RAT 5
<<The shortage of pilots is looming large>>
If I had a pound for everytime I have heard that argument I would be a very very very rich man..... I have said it myself. Unfortunately every time it gets close to a sustained pilot shortage, some nutter or group of nutters (US presidents not excluded) foils our masterplan to make our profession a wanted one. The fact that experienced jet rated ATPLs are still paying for specific type ratings to join a company says it all!
<<The shortage of pilots is looming large>>
If I had a pound for everytime I have heard that argument I would be a very very very rich man..... I have said it myself. Unfortunately every time it gets close to a sustained pilot shortage, some nutter or group of nutters (US presidents not excluded) foils our masterplan to make our profession a wanted one. The fact that experienced jet rated ATPLs are still paying for specific type ratings to join a company says it all!
Joined: Jun 2000
Posts: 4,507
Likes: 4
From: last time I looked I was still here.
R.W.U.
<<The shortage of pilots is looming large>>
Maybe, just maybe, this time they are right. On another thread, concerning ej cancelling B737 courses, there is talk from the inside about them sub-chartering a/c due to crew shortage, and unbelievably this includes cabin crew as well. If that isn't a total management screw up then I wait to hear what is. Of course, due to the crew shortage, everyone else will work to the max. However, the sub-charters caused an extra cost and therefore a reduction in profits, and thus any crew benefits will need to be cropped as well.
And this sub-charter fiasco is not an orange phenominum; the virus migrated across to the blue & yellow harp brigade as well.
If there really does exist true market competition, then the next few months will be very interesting. Both outfits have massive a/c orders and thus crew recruitment demands. I cannot see how they can both succeed, but the choice of carrots they will have to dangle will be a wonder. As one led the downward path in new joiners' T's & C's, I wonder which will be the first to start to raise them again.
And this shortage, especially captains, makes no mention of all the other reputable players in the market place. The choice should be vast. Interesting times ahead.
<<The shortage of pilots is looming large>>
Maybe, just maybe, this time they are right. On another thread, concerning ej cancelling B737 courses, there is talk from the inside about them sub-chartering a/c due to crew shortage, and unbelievably this includes cabin crew as well. If that isn't a total management screw up then I wait to hear what is. Of course, due to the crew shortage, everyone else will work to the max. However, the sub-charters caused an extra cost and therefore a reduction in profits, and thus any crew benefits will need to be cropped as well.
And this sub-charter fiasco is not an orange phenominum; the virus migrated across to the blue & yellow harp brigade as well.
If there really does exist true market competition, then the next few months will be very interesting. Both outfits have massive a/c orders and thus crew recruitment demands. I cannot see how they can both succeed, but the choice of carrots they will have to dangle will be a wonder. As one led the downward path in new joiners' T's & C's, I wonder which will be the first to start to raise them again.
And this shortage, especially captains, makes no mention of all the other reputable players in the market place. The choice should be vast. Interesting times ahead.
Joined: May 2005
Posts: 29
Likes: 0
From: Tyneside
:
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Personally, I cannot wait to start with my first airline position in a couple of months. At least from then on I get paid a reasonable wage in relation to what I am used to, I get a month's notice of my rosters, and blocks of time off, with a maximum number of days on shift in between. Absolute bliss.
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Presumably, the rest of us are in the position we are in because of diamonds like you accepting cr@p just to get your foot in the door
A very interesting comment. I too will soon be one of those diamonds who will have spent the thick end of 60k to get qualified and will be looking to try and earn that money back ASAP.
In my current job (Policeman) I work eight hour shifts, the pattern being seven earlies (6 - 2), two days off, seven lates (2 - 10), three days off, seven nights (10 - 6) two days off and then back onto earlies. There is what was called an additional rest day (ARD) which floats throughout the shift cycle.
As a police officer, certainly a uniform street cop, you rarely get a break. Once you're in work, the radio never stops, and the abuse and grief you have to put up with from management and public alike is unreal.
Trust me, the almost 100% pay rise I will be looking at once employed by an airline, the lack of being shot at, spat at, kicked, punched, stabbed, followed home and having my house set on fire will be a very refreshing change!! And on top of all of that, I'll be working five on two off five on four off!! If that's cr@p, can someone tell me what is good?
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Personally, I cannot wait to start with my first airline position in a couple of months. At least from then on I get paid a reasonable wage in relation to what I am used to, I get a month's notice of my rosters, and blocks of time off, with a maximum number of days on shift in between. Absolute bliss.
--------------------------------------------------------------------------------
Presumably, the rest of us are in the position we are in because of diamonds like you accepting cr@p just to get your foot in the door
A very interesting comment. I too will soon be one of those diamonds who will have spent the thick end of 60k to get qualified and will be looking to try and earn that money back ASAP.
In my current job (Policeman) I work eight hour shifts, the pattern being seven earlies (6 - 2), two days off, seven lates (2 - 10), three days off, seven nights (10 - 6) two days off and then back onto earlies. There is what was called an additional rest day (ARD) which floats throughout the shift cycle.
As a police officer, certainly a uniform street cop, you rarely get a break. Once you're in work, the radio never stops, and the abuse and grief you have to put up with from management and public alike is unreal.
Trust me, the almost 100% pay rise I will be looking at once employed by an airline, the lack of being shot at, spat at, kicked, punched, stabbed, followed home and having my house set on fire will be a very refreshing change!! And on top of all of that, I'll be working five on two off five on four off!! If that's cr@p, can someone tell me what is good?
Joined: Dec 2001
Posts: 1
Likes: 0
From: Beds
Damienmk, You will certainly enjoy the culture change from policeman to pilot. Well done by the way.
The point about your shifts is interesting. They are hard graft quite obviously. However . . . compared to airline shifts they are a bit shorter and more predictable.
You will understand the pilot perspective about six months into the job. The work is straightforward. The issues of managing safety in a commercial environment are the ones that will stress you out - particularly in a low cost carrier. They are not to be underestimated.
Your experience of life as a copper will be appreciated by your Captains. You will encounter many challenging operational situations as in your previous job.
Best of luck.
The point about your shifts is interesting. They are hard graft quite obviously. However . . . compared to airline shifts they are a bit shorter and more predictable.
You will understand the pilot perspective about six months into the job. The work is straightforward. The issues of managing safety in a commercial environment are the ones that will stress you out - particularly in a low cost carrier. They are not to be underestimated.
Your experience of life as a copper will be appreciated by your Captains. You will encounter many challenging operational situations as in your previous job.
Best of luck.
Alba Gu Brath
Joined: Oct 2000
Posts: 745
Likes: 3
From: Merseyside
Just going back to Rat5s' earlier post about 4on 4off. This was done as a paper exercise (by me) at a UK charter outfit a few years ago. Two major problems surfaced; firstly you were always busting the 18-30 hour rest 'issue' (should be avoided) when switching from earlies to lates. Secondly, the average block hours per 28 days was 120-130, not a level the CAA would entertain.
Another example of alternative thinking was tried at A.N. Other UK charter outfit in the 90's. Crew were given the option for mainly earlies, mainly lates or not bothered. At the start most crew opted for mainly earlies, that quickly changed to mainly lates. In the end it became unworkable because of the imbalance between who wanted to work what.
And just on another of Rat5s comments, didn't the unions play a major (if not the major) part in the downfall of Eastern (USA)?
Another example of alternative thinking was tried at A.N. Other UK charter outfit in the 90's. Crew were given the option for mainly earlies, mainly lates or not bothered. At the start most crew opted for mainly earlies, that quickly changed to mainly lates. In the end it became unworkable because of the imbalance between who wanted to work what.
And just on another of Rat5s comments, didn't the unions play a major (if not the major) part in the downfall of Eastern (USA)?
Joined: May 2005
Posts: 29
Likes: 0
From: Tyneside
Yarpy,
Many thanks for your words of advice and encouragement, it is appreciated. Your comment about understanding the job once I'm six months into it is very interesting.
Although at this moment in time, it can be argued I don't work in a "business" environment, believe me when I say, words and phrases such as "increased productivity" and 'increased efficiency" are bandied about by Police Managers all the time. For those at the sharp end, safety is also of paramount concern. During a day shift and the early part of a late shift, you're "single" crewed. But I ask you, when are the banks open, more likely to be subject of an armed robbery thus increasing the need for support? Shouldn't officers be double crewed all of the time, like they are at night?
The Police Management prospective is resources need to be available at times of peak demand. This I understand entirely, which means more officers have to be available during evening and night shift periods to cope with the increased calls for service. However, the unpredictable nature of policing means that officers are often left with insufficient support during the day when things can be equally as violent and confrontational.
The reason why I introduced that comparison into this arena is to show that the airline industry is not the only area where those at the sharp end are being pushed harder than ever before. And Managers are continuously trying to find inventive ways of "bending" the rules to increase profit margins. Believe me, I do not think for a minute that I will have entered an environment where there won't be pressure, bullsh!t and occasions where safety, i.e, my safety will have been compromised to make some bean counter look good, much like it was in the police to enable a senior officer to save some money on overtime.
I share the concerns of all pilots where safety and adequate rest and recuperation are concerned. I was heavily involved with the Police Federation and part of a team that was looking at alternative ways of working/shift patterns etc. As always, with any industry, Management have their goals to achieve, and the Staff Associations want what is best for their members.
It would appear from reading this forum, the industry clearly has problems where rostering and crew lifestyle is concerned. I would be interested in knowing more about the "other" safety concerns that exist, whether they are directly affected to rostering or not.
I may appear naive, but, crews need airlines to work, and airlines need crews to operate. Is there no solution that keeps everyone happy? Or am I entering a profession where common sense has even less of an influence than in the police service!!
Many thanks for your words of advice and encouragement, it is appreciated. Your comment about understanding the job once I'm six months into it is very interesting.
Although at this moment in time, it can be argued I don't work in a "business" environment, believe me when I say, words and phrases such as "increased productivity" and 'increased efficiency" are bandied about by Police Managers all the time. For those at the sharp end, safety is also of paramount concern. During a day shift and the early part of a late shift, you're "single" crewed. But I ask you, when are the banks open, more likely to be subject of an armed robbery thus increasing the need for support? Shouldn't officers be double crewed all of the time, like they are at night?
The Police Management prospective is resources need to be available at times of peak demand. This I understand entirely, which means more officers have to be available during evening and night shift periods to cope with the increased calls for service. However, the unpredictable nature of policing means that officers are often left with insufficient support during the day when things can be equally as violent and confrontational.
The reason why I introduced that comparison into this arena is to show that the airline industry is not the only area where those at the sharp end are being pushed harder than ever before. And Managers are continuously trying to find inventive ways of "bending" the rules to increase profit margins. Believe me, I do not think for a minute that I will have entered an environment where there won't be pressure, bullsh!t and occasions where safety, i.e, my safety will have been compromised to make some bean counter look good, much like it was in the police to enable a senior officer to save some money on overtime.
I share the concerns of all pilots where safety and adequate rest and recuperation are concerned. I was heavily involved with the Police Federation and part of a team that was looking at alternative ways of working/shift patterns etc. As always, with any industry, Management have their goals to achieve, and the Staff Associations want what is best for their members.
It would appear from reading this forum, the industry clearly has problems where rostering and crew lifestyle is concerned. I would be interested in knowing more about the "other" safety concerns that exist, whether they are directly affected to rostering or not.
I may appear naive, but, crews need airlines to work, and airlines need crews to operate. Is there no solution that keeps everyone happy? Or am I entering a profession where common sense has even less of an influence than in the police service!!
Joined: Dec 2001
Posts: 1
Likes: 0
From: Beds
Damienmk.
Your post struck a chord as I have flown with ex coppers and they were good operators. They are savvy enough to grasp all the issues of commercial flying at an early stage in their careers.
( I have retired early from airline flying by the way; I want time with my young family and got fed up with issues of management and rostering . . .)
You have to appreciate that commercial flying is one of the most tightly regulated professions. Airlines are under huge commercial pressure to survive let alone compete. The friction and pressure in the job will occur when the regulations get pushed to the limit or the airline implies that the crew should 'help the company out'. You will hear similar management speak and you have to ignore it completely once the cockpit door is shut. This goes for any airline. The bean counters think they rule but actually their confidence is misplaced and quite fragile. They don't rule as they cannot possibly understand they real environment you will work in. They might, for example, prefer it if your Captain always loaded minimum fuel. You will understand that you have to load what you think is safe.
Common sense is the overriding influence on a pilot - always. The management 'game' has to be played in name only.
I think you will find one big difference in the work patterns. As a copper you generally don't know when your workload is going to peak. As a pilot (barring emergencies) it is easier to pace yourself for periods of peak activity. You will probably appreciate this aspect of the job.
No you are not naive. Quite the opposite in fact. Cutting through the bull!!!! to make that critical, life saving, decision is the whole point of the job and why the CAA gave you a licence.
Flying Quill, have a read of the following CAA commissioned Human Factors report by Icon Consulting:
http://www.icon-consulting.com/study...s/reportv2.pdf
Right, Mrs Yarpy has just given me two cheeky yelling kids to sort out. I am on the early shift so have to go!
Your post struck a chord as I have flown with ex coppers and they were good operators. They are savvy enough to grasp all the issues of commercial flying at an early stage in their careers.
( I have retired early from airline flying by the way; I want time with my young family and got fed up with issues of management and rostering . . .)
You have to appreciate that commercial flying is one of the most tightly regulated professions. Airlines are under huge commercial pressure to survive let alone compete. The friction and pressure in the job will occur when the regulations get pushed to the limit or the airline implies that the crew should 'help the company out'. You will hear similar management speak and you have to ignore it completely once the cockpit door is shut. This goes for any airline. The bean counters think they rule but actually their confidence is misplaced and quite fragile. They don't rule as they cannot possibly understand they real environment you will work in. They might, for example, prefer it if your Captain always loaded minimum fuel. You will understand that you have to load what you think is safe.
Common sense is the overriding influence on a pilot - always. The management 'game' has to be played in name only.
I think you will find one big difference in the work patterns. As a copper you generally don't know when your workload is going to peak. As a pilot (barring emergencies) it is easier to pace yourself for periods of peak activity. You will probably appreciate this aspect of the job.
No you are not naive. Quite the opposite in fact. Cutting through the bull!!!! to make that critical, life saving, decision is the whole point of the job and why the CAA gave you a licence.
Flying Quill, have a read of the following CAA commissioned Human Factors report by Icon Consulting:
http://www.icon-consulting.com/study...s/reportv2.pdf
Right, Mrs Yarpy has just given me two cheeky yelling kids to sort out. I am on the early shift so have to go!
Registered User
Joined: Jan 2005
Posts: 26
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From: Somewhere quiet
Yarpy
I read the first several pages of your recommended report, but I'm afraid I lost respect for it rather quickly. Published in 2000 means it reflects thinking during the '90s, the authors don't appear to be aviation related, and too many unsupported, and quite groundless assumptions are made - eg multinational aircrew degrading safety on language grounds. It's full of reports that were studied years ago; I think we've moved on since then.
I'm not saying you have no grounds to make your comment, Yarpy, I am genuinely interested to hear more about your reasons. I just don't think this report is a good source to support your assertion. And the reason I challenged you was that having worked for a lo-cost airline for several years, I feel no pressure on safety grounds, though others might. In fact, I could argue that my company is a little too obsessive in their safety philosophy.
The only aspect of commercial pressures on safety where you could have a point, is with rostering. And this brings us back to the original topic. Long multi-sector days are repetitive and tiring. Most mistakes could be laid firmly at the door of fatigue. My company has famously sought to improve this problem, and once we have more experience working under the new rostering system, we will be in a better position to comment on its effectiveness.
Damienmk
Don't become sidetracked with stress, pressures, lifestyle issues, and other cultural concerns. Concentrate, rather, on getting through the training and onto line. Then just enjoy for a while!
FQ
I read the first several pages of your recommended report, but I'm afraid I lost respect for it rather quickly. Published in 2000 means it reflects thinking during the '90s, the authors don't appear to be aviation related, and too many unsupported, and quite groundless assumptions are made - eg multinational aircrew degrading safety on language grounds. It's full of reports that were studied years ago; I think we've moved on since then.
I'm not saying you have no grounds to make your comment, Yarpy, I am genuinely interested to hear more about your reasons. I just don't think this report is a good source to support your assertion. And the reason I challenged you was that having worked for a lo-cost airline for several years, I feel no pressure on safety grounds, though others might. In fact, I could argue that my company is a little too obsessive in their safety philosophy.
The only aspect of commercial pressures on safety where you could have a point, is with rostering. And this brings us back to the original topic. Long multi-sector days are repetitive and tiring. Most mistakes could be laid firmly at the door of fatigue. My company has famously sought to improve this problem, and once we have more experience working under the new rostering system, we will be in a better position to comment on its effectiveness.
Damienmk
Don't become sidetracked with stress, pressures, lifestyle issues, and other cultural concerns. Concentrate, rather, on getting through the training and onto line. Then just enjoy for a while!
FQ