Social life at BA?
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Have to say carnage, are you sure it's not you matey? I can't remember the last time I went out without the crew.
Just back from Bangkok and gonna be needing my week off!
And even my recent statesides have had good turn out.
Just be friendly, not too slimy and they're fine.
Just back from Bangkok and gonna be needing my week off!
And even my recent statesides have had good turn out.
Just be friendly, not too slimy and they're fine.
Join Date: Apr 2005
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Gentlemen: Thank you very much for the recent discussion going on in here.
With myself being invited for the assessment process in the near future, there is one more aspect which I kindly ask you to shed some light on:
-Does the company require you to nominate a fixed adresse of residence? (Or would a hotel adresse probably be enough?) How are standy duties assigned? (In blocks of several days in a row, single days ?)
Thank you very much,
AI.
With myself being invited for the assessment process in the near future, there is one more aspect which I kindly ask you to shed some light on:
-Does the company require you to nominate a fixed adresse of residence? (Or would a hotel adresse probably be enough?) How are standy duties assigned? (In blocks of several days in a row, single days ?)
Thank you very much,
AI.
Join Date: Apr 1999
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I suppose any address will do, but don't quote me on that. You will need to provide a contact telephone number for periods when you are required to be contactable by the company.
Standby (reserve) periods are allocated in 28 day blocks, usually 7 fixed days off followed by 21 days of reserve. You can bid for a reserve period or if their are insufficient bidders you may be allocated one based on a points system related to how much reserve you've done and how long you've been in the company. Expect one reserve period every 12-18 months.
Standby (reserve) periods are allocated in 28 day blocks, usually 7 fixed days off followed by 21 days of reserve. You can bid for a reserve period or if their are insufficient bidders you may be allocated one based on a points system related to how much reserve you've done and how long you've been in the company. Expect one reserve period every 12-18 months.
Join Date: Apr 1999
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The seven days are seven days off, completely free of duty. After that you are contactable from about 1700-2000 each day in which case you will be either given a trip for the next day or put on home standby for a 12 hour period the subsequent day or airport standby (shorthaul only) for 6 hours. On HSB you are on call and must be able to reach the work car park within 2 hours of call if required. You must be given one day free of work in 7 and 2 consecutive days (which must be pre-notified) in 14 but they may be allocated on days off downroute.
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Thanks Matey- I really enjoy that compacted style of information in here.
Hope you don´t mind me to bore you with another one: On this last day off on which you´ll have to be contactable from 1700-2000- what minimum rest periode do they have to grant you for a flight on the next day? Or, more specific: How do commuters (that probably spent the last Off-Day at home) get along with a potential early flight the next morning - any critical constraints to observe in that case ?
Thank you very much.
Hope you don´t mind me to bore you with another one: On this last day off on which you´ll have to be contactable from 1700-2000- what minimum rest periode do they have to grant you for a flight on the next day? Or, more specific: How do commuters (that probably spent the last Off-Day at home) get along with a potential early flight the next morning - any critical constraints to observe in that case ?
Thank you very much.
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On the last off they can get you for pretty much anything that reports after 0600 local I think and they tend to call you at the start of the contactability period. If they've given you a trip its usually allocated by dep -2 so you can check on the work computer from home to see what you've got. As a commuter you'd probably need to be in the UK on the last night off if you are getting a HSB or you might be able to come in early on the first day if given a late report trip.
Are they as old as the flight attendants left with some US airlines? Many of the younger, really good-looking ones got laid off and frequently switched careers or returned to previous jobs. Some of our pilots quit and will never return to the business. This is quite bizarre if one considers the background and work required to find a pilot job with a major US airline 
. In the military, physical risk is an additional, well-known factor with many flying duties.
Many FAs here are too old and out of shape to meet for a free beer and popcorn. And their morale is lower than it has ever been, while the company is quite calloused and typically arrogant about staff morale. Their previous union never created a retirement fund.
They are tired of being around people after flying three, four or even six legs in one long domestic duty period. Almost every day, they change aircraft once or twice at a hub in the same 10-hour (maybe 13-) duty period, with no rest period required by any regs nor provided.
Some of them often check-in by themselves in a hotel; each day they go from one crew to another, in order for the company to have the required staffing for various seating capacities. Maybe a B-737 or DC-9, then an A-320 etc. They are the "add" or extra flight attendants.
. In the military, physical risk is an additional, well-known factor with many flying duties.Many FAs here are too old and out of shape to meet for a free beer and popcorn. And their morale is lower than it has ever been, while the company is quite calloused and typically arrogant about staff morale. Their previous union never created a retirement fund.
They are tired of being around people after flying three, four or even six legs in one long domestic duty period. Almost every day, they change aircraft once or twice at a hub in the same 10-hour (maybe 13-) duty period, with no rest period required by any regs nor provided.
Some of them often check-in by themselves in a hotel; each day they go from one crew to another, in order for the company to have the required staffing for various seating capacities. Maybe a B-737 or DC-9, then an A-320 etc. They are the "add" or extra flight attendants.
Join Date: Aug 2002
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What a bleak picutre you guys paint of LHR.
I would hasten to add that I'm in no doubt that it is the truth. However ETOPS does have the right attitude and break the ice with the ICCM and everything goes a bit better from then.
It is true Cabin Crew can be an odd bunch SOMETIMES. Money of course is a big motivator (especially in somewhere like GVA where a pint is £5).
At LHR people have been around for years as the pay is good and they've probably been to that destination loads of times and to be honest "it's just a job". Not that they don't do it well, it's just the shine of being downroute has worn away long ago.
You really haven't had a LGW perspective on here either and although not a pilot I'd like to put my 10 pence worth in. Most peeps on here seem to be giving you the WWLHR favour of things, and EFLGW/SFLGW is as I would say "a different gravy".
It's a hard working fleet that trawls around europe (at the moment
) on 737's that have seen far better days. Always seen as the poor (in more ways that one) relation to all the other fleets, EFLGW as that "Dunkirk Spirit" of working together (pilots and crew) to get things done. We also have a great relationship with most of our pilots (there are always exceptions), because....that's the way it's always been.
The majority or the crew at the moment are a combination of ex EOG, CFE, and DAN AIR people. Companies or subsidiaries that have always has a culture of the crews working and playing TOGETHER. Of course with a smaller fleet where you see of fly with most people at least once of twice a year, things are going to be a bit more cozy as well.
The average age of crew at EFLGW has always been pretty low as the crew generally move to LHR or leave, so we've always had a constant influx of new crew. The Average age of Pursers is of course much lower as crew are eligable of promotion after 2 years, not invited in seniority order as at LHR.
With the onset of the single fleet, again things are changing again. What was a fleet that was a bit down and worked bloody hard without the big rewards, is getting it's chance to play with the rich kids toys.
The fleet is buzzing with excitment and everyone seems to be on a promotion and training course of somesort. Add to this an intake of 700 new recruits (OMG they're young!) who are eager and proud to be working for BA, as well as try out the shandy in the local bars. You can imagine what SFLGW is going to be like come Oct1st.
All routes will have been handed over to SFLGW by Feb 1st aznd I can assure you that the crew WILL NOT BE STAYING IN for at least the first 6 months.
Hope that paints a different picture of life in BA for you. It just depends where you are. Unfortunately people evevitably go to LHR for the cash and of course way of life (which as it would seem of here is not all it's cracked up to be), pilots and crew alike.
See you all in Carribean soon!
I would hasten to add that I'm in no doubt that it is the truth. However ETOPS does have the right attitude and break the ice with the ICCM and everything goes a bit better from then.
It is true Cabin Crew can be an odd bunch SOMETIMES. Money of course is a big motivator (especially in somewhere like GVA where a pint is £5).
At LHR people have been around for years as the pay is good and they've probably been to that destination loads of times and to be honest "it's just a job". Not that they don't do it well, it's just the shine of being downroute has worn away long ago.
You really haven't had a LGW perspective on here either and although not a pilot I'd like to put my 10 pence worth in. Most peeps on here seem to be giving you the WWLHR favour of things, and EFLGW/SFLGW is as I would say "a different gravy".
It's a hard working fleet that trawls around europe (at the moment
) on 737's that have seen far better days. Always seen as the poor (in more ways that one) relation to all the other fleets, EFLGW as that "Dunkirk Spirit" of working together (pilots and crew) to get things done. We also have a great relationship with most of our pilots (there are always exceptions), because....that's the way it's always been. The majority or the crew at the moment are a combination of ex EOG, CFE, and DAN AIR people. Companies or subsidiaries that have always has a culture of the crews working and playing TOGETHER. Of course with a smaller fleet where you see of fly with most people at least once of twice a year, things are going to be a bit more cozy as well.
The average age of crew at EFLGW has always been pretty low as the crew generally move to LHR or leave, so we've always had a constant influx of new crew. The Average age of Pursers is of course much lower as crew are eligable of promotion after 2 years, not invited in seniority order as at LHR.
With the onset of the single fleet, again things are changing again. What was a fleet that was a bit down and worked bloody hard without the big rewards, is getting it's chance to play with the rich kids toys.
The fleet is buzzing with excitment and everyone seems to be on a promotion and training course of somesort. Add to this an intake of 700 new recruits (OMG they're young!) who are eager and proud to be working for BA, as well as try out the shandy in the local bars. You can imagine what SFLGW is going to be like come Oct1st.
All routes will have been handed over to SFLGW by Feb 1st aznd I can assure you that the crew WILL NOT BE STAYING IN for at least the first 6 months.
Hope that paints a different picture of life in BA for you. It just depends where you are. Unfortunately people evevitably go to LHR for the cash and of course way of life (which as it would seem of here is not all it's cracked up to be), pilots and crew alike.
See you all in Carribean soon!
Originally Posted by WeLieInTheShadows
What a bleak picutre you guys paint of LHR.
I would hasten to add that I'm in no doubt that it is the truth.
I would hasten to add that I'm in no doubt that it is the truth.
Now if a knackered old 
like me can generate some social goings on anyone can.Must go, got to get tonights social event organised..we'll all have a beer for you
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A bit inappropriate to jump from the current discussion back to blunt salary tables- but I just found a number in www.ppjn.com which quite surprised me:
"Cadet entry base is now £28,160"
I was told that the F/O salary for DEPs is approximately £ 44.000 per year with some allowances on top. Anybody able to confirm that this is still up to date for prospective entrants?
"Cadet entry base is now £28,160"
I was told that the F/O salary for DEPs is approximately £ 44.000 per year with some allowances on top. Anybody able to confirm that this is still up to date for prospective entrants?
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Alpha India, you are correct with those figures.
The 28K figure you mentioned is as far as I'm aware for non TR pilots, as BA pay for this with no bond at all, just a reduced salary. Its about as low as first jet job salaries tend to be, with the very BAish attitude that no bond is required because nobody would want to leave BA! Im not sure how long one would stay on this reduced salary, because you're right, DEFOs start on 44k.
Im sure you know though that the BA expenses package is one of the best in the business, so a low hours chap who rolls in on that cadet salary is still likely to be as well off as those who start off with most other airlines.
Hope this helps.
The 28K figure you mentioned is as far as I'm aware for non TR pilots, as BA pay for this with no bond at all, just a reduced salary. Its about as low as first jet job salaries tend to be, with the very BAish attitude that no bond is required because nobody would want to leave BA! Im not sure how long one would stay on this reduced salary, because you're right, DEFOs start on 44k.
Im sure you know though that the BA expenses package is one of the best in the business, so a low hours chap who rolls in on that cadet salary is still likely to be as well off as those who start off with most other airlines.
Hope this helps.
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Thanks sagaris- though I´m not a low hour pilot, I appreciate their expenses package as well as being at least remarkable...
Some other questions that are on my mind at the moment:
- I understood that part time might be hard to get, is it solely based on seniority considerations or would a young father for instance get some extra credit points in the system ?
-How does the BA bidding system work in particular? I heard about a top-ten ranking of bids which the system is to respect in that order if feasible. Can you bid for "avoiding destination XY" as well ?
-There´s apparently a feature for LHR based pilots to get accomodation provided before/after a flight when they accept (?) a flight from another airport like LGW-- is that running on a voluntary basis or can crewplanning freely plan you on that without your previous consent?
Perhaps somebody out there can throw in his knowledge/experience occassionally-- thanks indeed !
Some other questions that are on my mind at the moment:
- I understood that part time might be hard to get, is it solely based on seniority considerations or would a young father for instance get some extra credit points in the system ?
-How does the BA bidding system work in particular? I heard about a top-ten ranking of bids which the system is to respect in that order if feasible. Can you bid for "avoiding destination XY" as well ?
-There´s apparently a feature for LHR based pilots to get accomodation provided before/after a flight when they accept (?) a flight from another airport like LGW-- is that running on a voluntary basis or can crewplanning freely plan you on that without your previous consent?
Perhaps somebody out there can throw in his knowledge/experience occassionally-- thanks indeed !
Join Date: Apr 1999
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1. Part time is as rare as rocking horse sh*t! Having kids or dependent parents is about the only way to get it and then only if the company have budgeted for it. A recent tribunal embarrassed management by revealing that even though they had invited bids for part time working they hadn't allocated any budget to it and so nobody was going to get it.
2. At LHR the bidding is in strict seniority order. You can bid for as many trip lines as you want at stage 1 or as many indiviidual trips at stage 2. It's all allocated in seniority order. Not sure how it works at LGW short haul, as they're on Carmen, not Bidline
3. The accomodation is for LHR pilots operating out of LGW. If you want it you have to ask, they'll assume you don't. If you are LHR based then trips out of LGW are rare on the Airbus. They are more common on the 777 but are also popular, hence slightly senior.
2. At LHR the bidding is in strict seniority order. You can bid for as many trip lines as you want at stage 1 or as many indiviidual trips at stage 2. It's all allocated in seniority order. Not sure how it works at LGW short haul, as they're on Carmen, not Bidline
3. The accomodation is for LHR pilots operating out of LGW. If you want it you have to ask, they'll assume you don't. If you are LHR based then trips out of LGW are rare on the Airbus. They are more common on the 777 but are also popular, hence slightly senior.
