Ryan's/Easy/Go
Guest
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Ryan's/Easy/Go
Hello people!
I'm looking to move jobs and want to stay in the south of England.
Is it true that Ryanair work you too hard!, Easyjet is falling apart, Go is Going, Ryan's are the best payers, EasyJet is a great company to work for, and Go is on the brink of major success!!!
They can't all be true, but these are just a snipet of the aledged FACTS passed about on Pprune!!
So .......What do you think????
I'm looking to move jobs and want to stay in the south of England.
Is it true that Ryanair work you too hard!, Easyjet is falling apart, Go is Going, Ryan's are the best payers, EasyJet is a great company to work for, and Go is on the brink of major success!!!
They can't all be true, but these are just a snipet of the aledged FACTS passed about on Pprune!!
So .......What do you think????
Guest
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Don't let GO fool you into thinking you'll do less work than the Ryans - that said, Ryanair's rostering is a disaster, GO's is excellent, apparently, (ask Crash-dive).
The question you should be asking yourself is "do I want to do Low-cost?". By all accounts it sucks. Get a job with A2000!
The question you should be asking yourself is "do I want to do Low-cost?". By all accounts it sucks. Get a job with A2000!
Guest
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Hi Max,
Thanx for the advice! Whats the form with A2000? Pay conditions etc,would that be the B757?
It's not the hard work that bothers me, infact, I want the hours over the next couple of years. But it's hard to get around all the BS and find out whose pilots rate therir own company!
Thanx for the advice! Whats the form with A2000? Pay conditions etc,would that be the B757?
It's not the hard work that bothers me, infact, I want the hours over the next couple of years. But it's hard to get around all the BS and find out whose pilots rate therir own company!
Guest
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To answer your question in relation to the pay deal at Ryanair the pilot body have just signed a new five year pay and working conditions agreement which will deliver improved roster patterns with guaranteed days off and increased basic pay and sector payments.
Total earnings (includes basic and grossed up sector pay) will rise over the duration of the agreement to
Senior Captain’s ; STG£102,000
First Officers STG£70,000
In addition to the above existing pilots also receive
£IR100,000 worth of Share Options @ 10 Euros which have already risen to 11:50 Euros.
An additional IR£10K worth of Share Options for the next two years (subject to increases in profits of 20% per annum)
Loss of Licence Insurance cover of IRL£150,000 for Both Captain’s & F/O’s
Rosters published 4 weeks in advance
Guaranteed days off and a pattern of 5 earlies followed by 3 days off followed by 5 lates followed by 3 days off.
No overnights with planned finishes at 2345.
Industry beating promotional opportunities based on the delivery of 5 new Boeing 737-800’s in December / January 2000/2001 and the delivery of a further 8 Boeing 737-800’s commencing in December of this year.
Total earnings (includes basic and grossed up sector pay) will rise over the duration of the agreement to
Senior Captain’s ; STG£102,000
First Officers STG£70,000
In addition to the above existing pilots also receive
£IR100,000 worth of Share Options @ 10 Euros which have already risen to 11:50 Euros.
An additional IR£10K worth of Share Options for the next two years (subject to increases in profits of 20% per annum)
Loss of Licence Insurance cover of IRL£150,000 for Both Captain’s & F/O’s
Rosters published 4 weeks in advance
Guaranteed days off and a pattern of 5 earlies followed by 3 days off followed by 5 lates followed by 3 days off.
No overnights with planned finishes at 2345.
Industry beating promotional opportunities based on the delivery of 5 new Boeing 737-800’s in December / January 2000/2001 and the delivery of a further 8 Boeing 737-800’s commencing in December of this year.
Guest
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Well that must have come straight form the Horses Mouth!! (Sorry, best I could come up with). 
Seriously though, thanks a lot. A freind of mine rang Mr Dooney and he reconed that he would get about £45K as an F/O with the basic at £17K!! It does seem a far cry from the £66K mentioned on the Pprune ad link and the £55 on Ryan's own recruitment page doesn't it?
Seriously though, thanks a lot. A freind of mine rang Mr Dooney and he reconed that he would get about £45K as an F/O with the basic at £17K!! It does seem a far cry from the £66K mentioned on the Pprune ad link and the £55 on Ryan's own recruitment page doesn't it?
Guest
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Could any easy/Go line First Officers tell us how many hours a month they do on average?
I am interested as this effects both minimum time to command and duty pay!
From what I can tell so far Go pilots seem to be worked to the max - is easy the same?
I am interested as this effects both minimum time to command and duty pay!
From what I can tell so far Go pilots seem to be worked to the max - is easy the same?
Guest
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Well...What can I say. I joined EZ couple-o-months ago. Flying, destinations, people and pay are great. Between 2700-2900 take home.(FO) What isn't great is rostering, I've flown 3-4 days of my december roster, rest got changed. Sometimes from a 1500 start to a 0700 start...It ruines your life. The good thing is...I don't have a life!!!! Hours flown a month vary. Count on 50-60 average as an FO. Captains fly more I reckon.
I would very much appreciate the same kinda story from a Ryanair FO so we can compare a bit. BTW, when does this 'new' rostering system start?
Take it EZ......(4 the time being..)
I would very much appreciate the same kinda story from a Ryanair FO so we can compare a bit. BTW, when does this 'new' rostering system start?
Take it EZ......(4 the time being..)
Guest
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Latest Data available on hours etc from Ryanair atStansted is as follows and is prior to the introduction of the new agreement on pay, rosters and share options
Weekly Hours
Average Duty hours per week 25 Hours
Highest Duty hours per week 39.3 Hours
Monthly Hours
Average Flight Time was 75 Hours per month
Average Number of Days worked was 14 days
Highest Number of Days worked 20 Days
The New Agreement which has just been implemented also gives Pilots
- Work Pattern of 5 earlies followed by 3 days off, then 5 lates followed by 3 days off
- Rosters published 4 weeks in advance
- Guaranteed days off
- No Planned finishes later than 23:45.
Weekly Hours
Average Duty hours per week 25 Hours
Highest Duty hours per week 39.3 Hours
Monthly Hours
Average Flight Time was 75 Hours per month
Average Number of Days worked was 14 days
Highest Number of Days worked 20 Days
The New Agreement which has just been implemented also gives Pilots
- Work Pattern of 5 earlies followed by 3 days off, then 5 lates followed by 3 days off
- Rosters published 4 weeks in advance
- Guaranteed days off
- No Planned finishes later than 23:45.
Guest
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DOUBLE CHECK:
Sounds quite good at EZ. Would you care to tell us why you chose the orrange mob as opposed to the Harp/Mini BA!?
It does seem that Ryans have the best package, all be it with a low basic. It would be good to hear the views of some of their F/O's and Capt's to see if they enjoy the company etc.
Cheers.
[This message has been edited by 737-NG First Officer (edited 05 January 2001).]
Sounds quite good at EZ. Would you care to tell us why you chose the orrange mob as opposed to the Harp/Mini BA!?
It does seem that Ryans have the best package, all be it with a low basic. It would be good to hear the views of some of their F/O's and Capt's to see if they enjoy the company etc.
Cheers.
[This message has been edited by 737-NG First Officer (edited 05 January 2001).]
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Working as a F/O at Go.
Per month, I averaged nine days worth of flying which were 'out & backs' on the same day, and 3.3 days worth which were night-stop / split-duties.
Nb. Last summer I did operate 4 night flights – 3 of these got back just after 5am and one just before 3 am – and I got paid extra for doing them.
Typically we have a pattern of five days on, and then three off – involving a mixture of earlies and lates, or with a split-duty / night-stop in the middle.
Accordingly, per month, I went to work (as an average) on just under 13 days, which involved (again, as an average) 32 sectors, 72 flight block hours, and 138 duty hours; At most, I did a maximum of four sectors in any one day.
Across the year all my days off, or leave, have been preceded by an early-finish (mid morning / early afternoon), with the first flight back after any day-off / leave as a late-start (mid-afternoon onwards).
Nb. If you should happen to finish after midnight on a day-off (even at one minute past the witching hour “... and waddya mean we’d slow down to make sure we do – as if ?!”
this results you getting the rostered day, plus an extra day, off.
I have been called out from standby just once in the whole of last year (I was also on standby on 9 other occasions but not called).
Nb. I would have been on standby for a total of 25 occasions, but I traded 16 of these for ‘Office Days’ in order to work on some computer system projects.
I have had NO roster changes at all in a whole year - i.e. every rostered duty was the one that I subsequently did. The roster is available weeks in advance of duty.
All the holiday dates I asked for were granted.
Average monthly take-home has been £2877.
Ps (hence the edit). I forgot to say that I primarily swapped those standby days (mentioned above) for office days because I was so bored at home (and everybody knows that FO's never go sick coz they want the hours towards their command !). That said, I also forgot to mention the 7 other 'office days' I spent out of the country on business related to some IT systems projects.
Personally, I'm having a ball and I'd certainly recommend Go.
However it would be very unfair, without personal knowledge of some of the other companies, to caste dispersions; all (even Go) have both good and bad points - and thus I'll have to leave it to you to figure out just what these are.
[This message has been edited by CrashDive (edited 05 January 2001).]
Per month, I averaged nine days worth of flying which were 'out & backs' on the same day, and 3.3 days worth which were night-stop / split-duties.
Nb. Last summer I did operate 4 night flights – 3 of these got back just after 5am and one just before 3 am – and I got paid extra for doing them.
Typically we have a pattern of five days on, and then three off – involving a mixture of earlies and lates, or with a split-duty / night-stop in the middle.
Accordingly, per month, I went to work (as an average) on just under 13 days, which involved (again, as an average) 32 sectors, 72 flight block hours, and 138 duty hours; At most, I did a maximum of four sectors in any one day.
Across the year all my days off, or leave, have been preceded by an early-finish (mid morning / early afternoon), with the first flight back after any day-off / leave as a late-start (mid-afternoon onwards).
Nb. If you should happen to finish after midnight on a day-off (even at one minute past the witching hour “... and waddya mean we’d slow down to make sure we do – as if ?!”
this results you getting the rostered day, plus an extra day, off.I have been called out from standby just once in the whole of last year (I was also on standby on 9 other occasions but not called).
Nb. I would have been on standby for a total of 25 occasions, but I traded 16 of these for ‘Office Days’ in order to work on some computer system projects.
I have had NO roster changes at all in a whole year - i.e. every rostered duty was the one that I subsequently did. The roster is available weeks in advance of duty.
All the holiday dates I asked for were granted.
Average monthly take-home has been £2877.
Ps (hence the edit). I forgot to say that I primarily swapped those standby days (mentioned above) for office days because I was so bored at home (and everybody knows that FO's never go sick coz they want the hours towards their command !). That said, I also forgot to mention the 7 other 'office days' I spent out of the country on business related to some IT systems projects.
Personally, I'm having a ball and I'd certainly recommend Go.
However it would be very unfair, without personal knowledge of some of the other companies, to caste dispersions; all (even Go) have both good and bad points - and thus I'll have to leave it to you to figure out just what these are.
[This message has been edited by CrashDive (edited 05 January 2001).]
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Standbyils, all I have said in the above is what I have personally experienced, across the past year. Like I said above, all the airlines mentioned in this thread have both good and bad; Of course you might have a different experience, and if so, could I ask that you also recount your experiences on these pages.
Nb. Obviously(?) if you work ‘six on’ you have a legal requirement for three off.
Again, all I can say is that my posting above reflects what I actually did.
That said, if it helps (throwing down the gauntlet here), I will assist anybody who really needs proof of anything that I have written above by meeting them at Enterprise House (Go’s HQ) with my salary slips, my rosters, my log book, and myself – such that they can investigate my claims for themselves !
Now I can’t say fairer (or be more open & honest ) than that, can I ?!
[This message has been edited by CrashDive (edited 07 January 2001).]
Nb. Obviously(?) if you work ‘six on’ you have a legal requirement for three off.
Again, all I can say is that my posting above reflects what I actually did.
That said, if it helps (throwing down the gauntlet here), I will assist anybody who really needs proof of anything that I have written above by meeting them at Enterprise House (Go’s HQ) with my salary slips, my rosters, my log book, and myself – such that they can investigate my claims for themselves !
Now I can’t say fairer (or be more open & honest ) than that, can I ?!
[This message has been edited by CrashDive (edited 07 January 2001).]
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I had to make comment on Max's comment that you should join Air 2000 for a better deal. NO! You would be far worse off than any of the other airlines mentioned here, other than that we have a higher basic than RyanAir's current/ old deal.
We have virtually nothing "guaranteed" in our contract other than CAP371. We do have a "gentleman's agreement" which is meant to take care of things on the rosters but it is totally NOT enforceable and if it suits the company they throw it out the window.
An example of working in summer. Work a week, have a single day off (late finish before) then work another week. Lots of long flights, generally 2 sectors, no reason to the times you get - mix of earlies, lates, nights. We get hundreds of standbys. We usually get 8 days off per month, occasionally 9 or 10. Any day where they have nothing for you to do they give you an 8 hour standby.
The basic pay for FOs (both fleets) is currently £37,945. Sector pay is £2.21 per hour, payable for nightstops too, which don't happen very often. I reckon we average around £300-400 per month in summer (with a couple of nightstops), around £100-200 in winter.
We get basic private health, £60k loss of licence, leave is a lottery, we get no more for working nights, we have lots of night flights in summer that finish at 5,6,7am.
Earlies start from around 3.30am onwards.
I have had loads of roster changes, I think the recent record is 5 changes for one day, although usually it is fairly stable.
I often ended up doing early start followed by night flight and vice versa.
Also, we are meant to finish by 9pm before a day off, starting 9am after a day off. But we often get rostered a late finish or early start with a "memo" from rostering saying thanks very much for doing it. No option.
Lots of driving around in hire cars.
A quick survey of the pilots I fly with suggested average FO hours of around 70-80 hours a month in summer, 40 in winter, Captains up to 100 hours a month in summer, 40 in winter. Average hours in a year somewhere between 600-800.
We get paid more if we do more than 800 hours a year, but they keep an eye on it so you don't go over it. They just use others to cover your flights. Also, any contracts abroad don't count towards the hours total.
Finally, I just want to say that to give you an idea of the company, the company didn't want union recognition but agreed to ballot the pilots on it.
One management pilot even sent everyone an e-mail basically advising them to vote against the union.
In the end the majority of pilots voted for BALPA recognition. That was in August. Although other airlines have had an agreement in place within a month, we are now in January and still the company are avoiding the issue.
So if I were you I would have a good look at the "low cost" airlines.
To balance it out, time to command is good, we have a fairly good pension and we get some free shares after 3 years employment.
Work days off, get nothing for it.
Concessions, standard IDs for scheduled airlines, OK on our own company products if you are booking last minute and going standby.
A few people have left recently and a few have applied to other airlines. Recently both Captains and FOs leaving, going to airlines including Atlas and BA. But no major exodus.
We have virtually nothing "guaranteed" in our contract other than CAP371. We do have a "gentleman's agreement" which is meant to take care of things on the rosters but it is totally NOT enforceable and if it suits the company they throw it out the window.
An example of working in summer. Work a week, have a single day off (late finish before) then work another week. Lots of long flights, generally 2 sectors, no reason to the times you get - mix of earlies, lates, nights. We get hundreds of standbys. We usually get 8 days off per month, occasionally 9 or 10. Any day where they have nothing for you to do they give you an 8 hour standby.
The basic pay for FOs (both fleets) is currently £37,945. Sector pay is £2.21 per hour, payable for nightstops too, which don't happen very often. I reckon we average around £300-400 per month in summer (with a couple of nightstops), around £100-200 in winter.
We get basic private health, £60k loss of licence, leave is a lottery, we get no more for working nights, we have lots of night flights in summer that finish at 5,6,7am.
Earlies start from around 3.30am onwards.
I have had loads of roster changes, I think the recent record is 5 changes for one day, although usually it is fairly stable.
I often ended up doing early start followed by night flight and vice versa.
Also, we are meant to finish by 9pm before a day off, starting 9am after a day off. But we often get rostered a late finish or early start with a "memo" from rostering saying thanks very much for doing it. No option.
Lots of driving around in hire cars.
A quick survey of the pilots I fly with suggested average FO hours of around 70-80 hours a month in summer, 40 in winter, Captains up to 100 hours a month in summer, 40 in winter. Average hours in a year somewhere between 600-800.
We get paid more if we do more than 800 hours a year, but they keep an eye on it so you don't go over it. They just use others to cover your flights. Also, any contracts abroad don't count towards the hours total.
Finally, I just want to say that to give you an idea of the company, the company didn't want union recognition but agreed to ballot the pilots on it.
One management pilot even sent everyone an e-mail basically advising them to vote against the union.
In the end the majority of pilots voted for BALPA recognition. That was in August. Although other airlines have had an agreement in place within a month, we are now in January and still the company are avoiding the issue.
So if I were you I would have a good look at the "low cost" airlines.
To balance it out, time to command is good, we have a fairly good pension and we get some free shares after 3 years employment.
Work days off, get nothing for it.
Concessions, standard IDs for scheduled airlines, OK on our own company products if you are booking last minute and going standby.
A few people have left recently and a few have applied to other airlines. Recently both Captains and FOs leaving, going to airlines including Atlas and BA. But no major exodus.
Guest
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737-NG First Officer - to my knowledge, I have gained neither grace nor favour from my extracurricular computing work – indeed I work a huge number of hours over and above those I’m required to as a mere FO.
And before anybody screams FTL’s, as far as I’m concerned, what I do in my own time is up to me !
E.g. As of tomorrow I start two weeks of leave. During this period I’ll be finishing / delivering / deploying systems for the automation of flight / cabin crew allowance payments, evaluating our flight fuel burn data (so that the company can accurately determine the forward-buy requirement on the ‘spot’ market), working on the development / evaluation of a new web based flight crew briefing system, finishing a system for the management of personal flight crew data, working on our company Intranet and crew-access web site, visiting the Defence Evaluation Research Establishment (DERA) for our ‘Boarder Guard’ project, etc….
– and yes I get paid a bit extra for it but, and to be honest, I could earn substantially (and I mean ‘substantially’ ) more from being an independent IT contractor.
Being blunt, in my previous employment I earned more than a RyanAir captain – and for Go to employ the like of my expertise would cost an awful lot of money. However, and as such, I now give my time (relatively) cheaply; by way of 'putting something back' (a PPRuNe theme) w.r.t. my good fortune at having been given the opportunity of a life-time (i.e. to fly for a living).
Now in the last year I was (genuinely) sick twice to the extent that I couldn’t fly (e.g. in hospital on one of those occasions), i.e. my fellow colleagues only had to cover for me (from memory) on 3 days. On about six other occassions when I felt like crap I still pitched, rather than lose flying hours and / or subject a fellow colleague to have to work on my behalf. I drove 26,000+ miles commuting too and from work, yet on no occasion was I ever late for report (normally always arriving at least one hour before report – so that I can do a good job on getting ready for it – aka. professionalism). I flew as much as I was rostered for; Perhaps in the above it was remiss of me to forget to mention the occasions when I also volunteered for extra flying duties in order to help the company.
Outside of this I worked so much on other projects that on several occasions I have been told to go home from the office because I was doing too much ! (Don’t believe me ? then just ask just anybody in the office)
Again, I do these the extra 'office' duties because I want to make a difference - and the things that I can deliver using my IT skills do indeed make a difference.
Overall I’ve pushed the limits of personal endurance to a degree that has seen some folks leaving, and yet I’m still here - and intend to remain so.
What I'm driving at with this is that I'm not one to shirk my responsibilities, i.e. I will always Go the extra mile and I will always more than pull my weight (no pun intended) w.r.t both flying and other activities.
Thus, to be brutally honest, I find it totally insulting that you suggest that I’ve had some sort of ‘special’ roster; Indeed I’ll be more than pleased if you would contact our either our rostering chap (NW), or my team manager (BM), or the Chief Pilot (JM), or our Director of Operations (EW), or even Barbara Cassani with your concerns, that is if you truly believe that I’m getting some sort of special privileges – however I’m confident that you will find that you are wrong, and that you owe me an apology.
Ps. (Hence the edit) I should point out that the take-home pay figure, which I pointed out a few postings above, reflects a Go First Officers pay when on rate 1.
Nb. This net figure should actually be higher but my office duties have reduced the possible sector payments, i.e. a regular FO on the same scale would not lose these.
[This message has been edited by CrashDive (edited 07 January 2001).]
And before anybody screams FTL’s, as far as I’m concerned, what I do in my own time is up to me !
E.g. As of tomorrow I start two weeks of leave. During this period I’ll be finishing / delivering / deploying systems for the automation of flight / cabin crew allowance payments, evaluating our flight fuel burn data (so that the company can accurately determine the forward-buy requirement on the ‘spot’ market), working on the development / evaluation of a new web based flight crew briefing system, finishing a system for the management of personal flight crew data, working on our company Intranet and crew-access web site, visiting the Defence Evaluation Research Establishment (DERA) for our ‘Boarder Guard’ project, etc….
– and yes I get paid a bit extra for it but, and to be honest, I could earn substantially (and I mean ‘substantially’
) more from being an independent IT contractor.Being blunt, in my previous employment I earned more than a RyanAir captain – and for Go to employ the like of my expertise would cost an awful lot of money. However, and as such, I now give my time (relatively) cheaply; by way of 'putting something back' (a PPRuNe theme) w.r.t. my good fortune at having been given the opportunity of a life-time (i.e. to fly for a living).
Now in the last year I was (genuinely) sick twice to the extent that I couldn’t fly (e.g. in hospital on one of those occasions), i.e. my fellow colleagues only had to cover for me (from memory) on 3 days. On about six other occassions when I felt like crap I still pitched, rather than lose flying hours and / or subject a fellow colleague to have to work on my behalf. I drove 26,000+ miles commuting too and from work, yet on no occasion was I ever late for report (normally always arriving at least one hour before report – so that I can do a good job on getting ready for it – aka. professionalism). I flew as much as I was rostered for; Perhaps in the above it was remiss of me to forget to mention the occasions when I also volunteered for extra flying duties in order to help the company.
Outside of this I worked so much on other projects that on several occasions I have been told to go home from the office because I was doing too much ! (Don’t believe me ? then just ask just anybody in the office)
Again, I do these the extra 'office' duties because I want to make a difference - and the things that I can deliver using my IT skills do indeed make a difference.
Overall I’ve pushed the limits of personal endurance to a degree that has seen some folks leaving, and yet I’m still here - and intend to remain so.
What I'm driving at with this is that I'm not one to shirk my responsibilities, i.e. I will always Go the extra mile and I will always more than pull my weight (no pun intended) w.r.t both flying and other activities.
Thus, to be brutally honest, I find it totally insulting that you suggest that I’ve had some sort of ‘special’ roster; Indeed I’ll be more than pleased if you would contact our either our rostering chap (NW), or my team manager (BM), or the Chief Pilot (JM), or our Director of Operations (EW), or even Barbara Cassani with your concerns, that is if you truly believe that I’m getting some sort of special privileges – however I’m confident that you will find that you are wrong, and that you owe me an apology.
Ps. (Hence the edit) I should point out that the take-home pay figure, which I pointed out a few postings above, reflects a Go First Officers pay when on rate 1.
Nb. This net figure should actually be higher but my office duties have reduced the possible sector payments, i.e. a regular FO on the same scale would not lose these.
[This message has been edited by CrashDive (edited 07 January 2001).]
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Take it easy Crash-dive! I'm sure 737 NG's rostering comment wasn't meant in mischief - you're obviously spending too much time in front of the computer - get a life!
I've seen my mate's Go roster - six days on, two days off three weeks running; what's this about six days on legally requiring three days off? Not so, suggest you take a look at your Ops Manual Part A 7.21!
I've seen my mate's Go roster - six days on, two days off three weeks running; what's this about six days on legally requiring three days off? Not so, suggest you take a look at your Ops Manual Part A 7.21!
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CrashDive:
You are indeed a candidate for an ulcer! That also was intended as a light hearted remark. Having read my comments again, I do find it hard to see exactly what I said that would cause you to spend so much of your clearly precious time in constructing such a lengthy altough articulate reply.
I don't belive that I mentioned any kind of 'special' roster, merley that somone as hard working and valuable as yourself, who clearly has a very high profile, might be considered a valuable asset and have gained "a certain amount of favour". Which would posibly result in slightly favourable rostering. Not too hard to imagine, I don't think.
Indeed, I intended no insult to yourself and if I caused any then you have my most sincere apologies. I didn't feel the need to talk to Barbara, we have much more important things to attend to. (Once again, that was my modest attempt at humour!)
Regards.
(The Edit)
Mr Benn:
Thank you very much old boy, THAT is the sort of information I was after! I have a very good friend with Britannia who tells a similar tale.
StressFree:
Sir!? I don't think we have had the pleasure!
Max Autobrake:
Quite!!
[This message has been edited by 737-NG First Officer (edited 07 January 2001).]
[This message has been edited by 737-NG First Officer (edited 07 January 2001).]
You are indeed a candidate for an ulcer! That also was intended as a light hearted remark. Having read my comments again, I do find it hard to see exactly what I said that would cause you to spend so much of your clearly precious time in constructing such a lengthy altough articulate reply.
I don't belive that I mentioned any kind of 'special' roster, merley that somone as hard working and valuable as yourself, who clearly has a very high profile, might be considered a valuable asset and have gained "a certain amount of favour". Which would posibly result in slightly favourable rostering. Not too hard to imagine, I don't think.
Indeed, I intended no insult to yourself and if I caused any then you have my most sincere apologies. I didn't feel the need to talk to Barbara, we have much more important things to attend to. (Once again, that was my modest attempt at humour!)
Regards.
(The Edit)
Mr Benn:
Thank you very much old boy, THAT is the sort of information I was after! I have a very good friend with Britannia who tells a similar tale.
StressFree:
Sir!? I don't think we have had the pleasure!
Max Autobrake:
Quite!!
[This message has been edited by 737-NG First Officer (edited 07 January 2001).]
[This message has been edited by 737-NG First Officer (edited 07 January 2001).]