BA Direct Entry Pilot.
Join Date: Oct 2012
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Just to clarify the required minimums for BA Command as few statements I've read on here aren't quite accurate..... It states in the OM-A Section 5.2 that there are 4 boxes of various experience, one of which you must satisfy before commencing a BA Command Course.
'1000 hrs PIC & 2000 hrs in command on civil jet transport greater than 25 tonnes with zero time in BA'I suggest won't apply to many, so we'll bypass that!
Most will fall into this category.....
'2000 hrs on jet transport greater than 25 tonnes or military equivalent, 1 year in BA'.
'1000 hrs PIC & 2000 hrs in command on civil jet transport greater than 25 tonnes with zero time in BA'I suggest won't apply to many, so we'll bypass that!
Most will fall into this category.....
'2000 hrs on jet transport greater than 25 tonnes or military equivalent, 1 year in BA'.
The instructions in the Annual Bid document states the same. Otherwise, some of our early FPP chaps could easily have 2000hrs plus one year in BA come the start of their command course, but they've all been denied.
Join Date: Jun 2015
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All this is irrelevant unless you are in BA, Bid line , leave , nice to know but really, anyone commited to all the time n effort necessary to get into the pool dont give too hoots about the complexities of Bid or leave.
Its gotta be better than most loco J2 or Monarch!
Its gotta be better than most loco J2 or Monarch!
Join Date: Sep 2008
Location: Southampton
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Why age now? If commands are happening at 1-2 years after joining, what difference does age make? Age was only a thing cause it meant financially other options were better wasn't it? But now BA seems to be offering quick commands that most would give their right arm for (apart from current BA employees strangely).
And so now you can make FO money on a part time Capt salary if you want so who cares about seniority or bid line. Or just kick back and as you work up the list you get all your weekends back.
And so now you can make FO money on a part time Capt salary if you want so who cares about seniority or bid line. Or just kick back and as you work up the list you get all your weekends back.
Join Date: Jun 2001
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Many captains and FO's have recently declined their moves back to LHR next year. Most are enjoying life at LGW with great crew and a real variety of flying. More importantly, the roster control you get as a junior pilot at LGW is far better. Ultimately this will result in LHR becoming the most junior command by some margin.
Join Date: Jun 2011
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Guys I' ve said it for a long time, the future is low cost for short haul, period. Just different flags, but same story. I think this is to keep in mind when thinking career moves etc..It will come for long haul too, not just yet though.
Good luckto all
Good luckto all
Join Date: May 1999
Location: Runcorn,Cheshire,England
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Well if you've said it for a long time, and yet it still hasn't happened; perhaps, just perhaps you may be wrong.
I think personally there's a market for full service and no frills. BA seem to be proving this.
I think personally there's a market for full service and no frills. BA seem to be proving this.
Join Date: Oct 2004
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SkyRocket10
To be accurate. In 2016, any pilot in BA with the required experience for command can achieve LHS A320 IF THEY BID FOR IT in the annual bid. Certain freezes (including type freezes) have been waived.
Anyone with the experience, can achieve a LHR command. Anyone with the experience, can achieve a LGW command. It just depends which you prefer? Long, four sector days = LGW. Multi day Euro tours = LHR. LGW pilots achieve fewer days off, and will eventually bump up against a pay cap.
The current time to command is a TOTAL one off. Don't make ANY plans expecting it to last!
There are reasons why SH commands are unpopular in BA.
If LHS of an Airbus is all you want, go to/stay at Easy.
BA command on SH happens fairly quick if you got the requirement, especially A320 LGW base.
Anyone with the experience, can achieve a LHR command. Anyone with the experience, can achieve a LGW command. It just depends which you prefer? Long, four sector days = LGW. Multi day Euro tours = LHR. LGW pilots achieve fewer days off, and will eventually bump up against a pay cap.
The current time to command is a TOTAL one off. Don't make ANY plans expecting it to last!
There are reasons why SH commands are unpopular in BA.
If LHS of an Airbus is all you want, go to/stay at Easy.
4468 : Good closing point. Does remind me, though, of Trident SBY at the Queens (not a pub) and expressing a desire to exit BA after the merger saw many of us go backwards through the Seniority Lists, I mentioned that a faster time to Command was achievable by joining the so-called Independents. I was smartly put in my place by a T3 SFO who proudly asserted that, surely, it was a BA Command that was the aim. All history now but I agree that, surely, a LHS on anything with BA painted on the side has got to be well worth aiming for and maintaining, once achieved.
Join Date: Feb 2013
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You'd have to be mad to leave a command at easyJet on the assumption that you could get a BA Heathrow command after 6 months. There's absolutely no guarantee of that happening and even if it did, you would take a massive pay cut to do so. Over on the easyJet DEP thread, someone has posted a very comprehensive review of the Captain package at easyJet. It is significantly better than the BA package on pay point 1, and for many, many years thereafter it remains better, especially once you factor in the share schemes and bonuses that easyJet pay. Not only that, but your lifestyle would take a major hit for a long time as you ended up flying blind lines with no roster control (to the new EASA FTL limits!).
If, however, you want to go long haul then clearly there is an argument that now is a good time to make the move.
As for low cost short haul being the future, the term "low cost" would be better replaced by "low wage". The future of short haul is increasingly in the middle ground in terms of service. Passengers want some extras like frequent flyer schemes and newspapers and wifi etc. Even "low-cost" carriers like Vueling are realizing this. The key to providing it all at an attractive price is to ruthlessly drive down labour costs. The incoming Executive Chairman of BA wholeheartedly subscribes to this view of the world and will doubtless drive forward its implementation.
If, however, you want to go long haul then clearly there is an argument that now is a good time to make the move.
As for low cost short haul being the future, the term "low cost" would be better replaced by "low wage". The future of short haul is increasingly in the middle ground in terms of service. Passengers want some extras like frequent flyer schemes and newspapers and wifi etc. Even "low-cost" carriers like Vueling are realizing this. The key to providing it all at an attractive price is to ruthlessly drive down labour costs. The incoming Executive Chairman of BA wholeheartedly subscribes to this view of the world and will doubtless drive forward its implementation.
Join Date: Jun 2011
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Join Date: Jun 2001
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To be accurate. In 2016, any pilot in BA with the required experience for command can achieve LHS A320 IF THEY BID FOR IT in the annual bid. Certain freezes (including type freezes) have been waived.
Anyone with the experience, can achieve a LHR command. Anyone with the experience, can achieve a LGW command.
Anyone with the experience, can achieve a LHR command. Anyone with the experience, can achieve a LGW command.
Join Date: Feb 2005
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May I again just point out to the doommongers on here that, as it stands, British Airways are more profitable than easyJet (despite carrying less passengers and presumably burning more fuel) and far more profitable than Vueling. Granted that is including the Long Haul operation but, seeing as Short Haul is now profitable in its own right and that it feeds into the Long Haul operation, may I ask how the enormous requirement to reduce wages can be argued?
Also I think it would be stupendously awful management for a new CEO to come into a profitable company and immediately set about reducing T's & C's of the staff.
Also I think it would be stupendously awful management for a new CEO to come into a profitable company and immediately set about reducing T's & C's of the staff.
Last edited by RexBanner; 12th Dec 2015 at 17:07.
.. may I ask how the enormous requirement to reduce wages can be argued?
There's no point in bringing logic or other airlines profits into the argument when it comes to defending BA short haul T&Cs. The bean counters at BA continually want to reduce employee costs. The board will look at "improving shareholder value" and the Board will be looking at their bonuses.
Join Date: Feb 2005
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Wiggy I'm fairly sure they'd be on very shaky ground legally trying to issue direct pay cuts in a profitable company. Even the weakest Union (Balpa?) could defend that position with ease.
As I said that would be p*ss poor and clueless management for any CEO to come in and immediately set about destroying the terms and conditions of the staff with the argument of increasing profit. You'd increase profit by paying the staff nothing too, doesn't mean you can get away with it.
As I said that would be p*ss poor and clueless management for any CEO to come in and immediately set about destroying the terms and conditions of the staff with the argument of increasing profit. You'd increase profit by paying the staff nothing too, doesn't mean you can get away with it.
I agree that you won't see direct pay cuts for all the reasons you mention...but "they" can be very cunning and I've never ever seen the company reduce the downward pressure on T&Cs, even on the occasions when we were profitable in the distant past. So I'd expect more of the same from BA Head Office and BALPA ( and by that I mean the union members, not just the reps) can't take a breather or assume the pressure is off just because we're well in the black for once.
Anyway, back to the thread.......
Anyway, back to the thread.......