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BA Direct Entry Pilot.

Old 4th Dec 2018, 22:07
  #5461 (permalink)  
 
Join Date: Apr 2011
Location: Doha
Age: 8
Posts: 381
Originally Posted by Jumbo2 View Post
Why did you go for the command when you did?
I don't think the pay package changed since you got your command (at least didn't get worse), neither did the rostering. So before you applied for that 4th stripe you could have probably figured out you were going to get very little extra pay for a worse lifestyle. There is a reason commands are going so junior.
Nobody forced you to go for a SH command.
Could it be to get the PIC hours and leave
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Old 5th Dec 2018, 00:08
  #5462 (permalink)  
 
Join Date: Aug 2003
Location: somewhere between Miami and Havana
Posts: 110
Originally Posted by cessnapete View Post

Thread drift, but,
Ok just quoting a Relative of mine BA A380 pilot. Says their SOP doesn’t allow disengagement of A/T during normal route ‘manual handling’ auto throttle is mandated at all times. Said SOP applies to all BA types except B744 as Wiggy says. Unlike Lufthansa A380 for instance who, like BA 744 A/P out A/T out when manual. And Virgin mate who says they are allowed to practice manual speed control route flying as conditions permit on Airbus 330/340.
Appears Health and Safety rules in BA over applied individuals airmanship!!
But what do I know, I started in Airlines when sex was safe and flying was dangerous!!





Auto thrust in at all times on A380. Makes it more of a PITA, IMHO.

B
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Old 5th Dec 2018, 04:30
  #5463 (permalink)  
 
Join Date: Feb 2005
Location: Botswana
Posts: 703
One thing to possibly contemplate about delaying your command to protect your current lifestyle is that sooner or later it’s inevitable that procedures/technology will be in place to remove the heavy crew on the longer LH sectors. That’s the direction we’re going in I’m afraid. In the First Officer redundancy phase that will inevitably follow the seniority list will not protect you whilst you slot into a LHS ahead of someone more “junior” to you A) because the cost to the company will be unacceptable and B) because it’s flat out illegal. Food for thought.

How’s that for black cloud thinking, WonderBus? NUTA’d the **** out of that one, didn’t I? ;-)

Last edited by RexBanner; 5th Dec 2018 at 06:48.
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Old 5th Dec 2018, 10:51
  #5464 (permalink)  
 
Join Date: Aug 2002
Location: UK
Posts: 559
I do not disagree that technology might enable pilot numbers per flight to be reduced one day, but do you honestly believe redundancies are inevitable when that happens? Or that it will be happening any time in the next decade? The pilot numbers currently required, both within the company and globally, mean the risk of redundancies is minimal, even with a significant global downturn. There will at some point be a bit of pressure on more senior pilots to take their commands, simply so they can get their NAPS pensions uplifted before the end of the transition period, but the end of 2023 is still a fair way off yet.
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Old 5th Dec 2018, 11:56
  #5465 (permalink)  
 
Join Date: Jun 2001
Location: UK
Posts: 373



Either way, fact RYR, EZY etc spend less time in uniform, they have better rostering and earn more.




[/QUOTE]

and that it is it in a nut shell. The world has moved on....
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Old 5th Dec 2018, 13:43
  #5466 (permalink)  
 
Join Date: Feb 2005
Location: Botswana
Posts: 703
Originally Posted by GS-Alpha View Post
I do not disagree that technology might enable pilot numbers per flight to be reduced one day, but do you honestly believe redundancies are inevitable when that happens? Or that it will be happening any time in the next decade.
Airbus are already working on this technology. Correct me
if I’m wrong but I believe that the A350 is already capable of a fully autonomous emergency descent. Of course if there’s the technology available think of the amount of pilots BA will be in surplus on the LH fleets. We’ve seen Alex Cruz attempt to outsource everything that moves and put all the ground station staff in the USA at risk, do you really think BA are going to keep a surplus amount of pilots in work that are not needed purely out of goodwill?
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Old 5th Dec 2018, 13:57
  #5467 (permalink)  
 
Join Date: Jul 2007
Location: Germany
Posts: 1,957
It will require a change of EASA FTLs.

That will be fought to the death by pilots unions across Europe.

I wouldnt strike for much, but a reduction in safety standards to this gross level, suggested above, would be one reason I would back a strike, for the simple reason that it would be european companies that receive cost benefit, with significant ímpact on risk to our passengers.

I think the corporate world realizes this, which is why there will be no debate about it happening, no lobbying for a change and therefore no change.
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Old 5th Dec 2018, 14:25
  #5468 (permalink)  
 
Join Date: Feb 2005
Location: Botswana
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Originally Posted by VinRouge View Post
It will require a change of EASA FTLs.

That will be fought to the death by pilots unions across Europe.
Just like EASA FTL’s were to begin with?
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Old 5th Dec 2018, 15:11
  #5469 (permalink)  
 
Join Date: Jul 2007
Location: Germany
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Originally Posted by RexBanner View Post


Just like EASA FTL’s were to begin with?
So where is your supposed NPA? Or is this just scaremongering?

The new FTLs were required to harmonise fatigue regs across Europe and were broadly similar to CAP371. IIagree though that they were a derugulation and a move in the wrong direction. The suggestion that augmented rest is simply binned off is not going to happen as it's used globally by even the likes of the GCAA.

There are too many examples of why sustained single pilot cruise ops is an utterly awful idea for it to change.
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Old 5th Dec 2018, 15:51
  #5470 (permalink)  
 
Join Date: Aug 2002
Location: UK
Posts: 559
You’ve got to get this technology approved. Then you’ve got to actually get those aircraft into the airlines. A company is not going to just replace its entire fleet overnight. The fuel savings of modern jets are massive compared to the savings you are speaking of, and yet we didn’t immediately bin the 747 overnight. BA pilots are unlikely to have to worry about your scenario for at least another decade or two. It certainly isn’t making me think I need to rush out and get my command before I get made redundant.
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Old 5th Dec 2018, 16:27
  #5471 (permalink)  
 
Join Date: Jan 2012
Location: Uk
Age: 37
Posts: 380
Anyone read the special feature in Flight OPS news with KG?

interesting read. Some points I picked out
* We need to have a adult conversation
* Some bidline rules are no longer relevant
* More hours in a day but fewer days at work, achieved by SH one crew doing 10 hour days with fixed links. LH replacing 48 Hr slips with 24 hr ones.
* LH are rewarded slightly above market rate
* SH are market rate. But then says we are not way off, we need to look at the blended market rate.
* As a workforce we are demotivated
* No reason why BA pilots won’t fly LEVEL aircraft. Same model as Air Canada and Rouge.

Take it as you will but it sounds like any pay deal will be attached to more efficiencies and sacrifice of bidline rules. I like the sound of some of it but I fear we will work max hours but not see more days at home.

Automation: A friend of mine works for a large company developing AI. Aviation is the last place it will come because of the cost, the regulatory testing, public opinion and the consequence of failure.
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Old 5th Dec 2018, 17:01
  #5472 (permalink)  
 
Join Date: Jul 2007
Location: Germany
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Originally Posted by bex88 View Post

Automation: A friend of mine works for a large company developing AI. Aviation is the last place it will come because of the cost, the regulatory testing, public opinion and the consequence of failure.

AI /neural network technology, read true machine learning, is completely 180 out on how a manufacturer demonstrates to a regulator that they are compliant with certification specs. How.do you demonstrate compliance with loss models for example when as soon as you get past single point of failure? There are literally millions of combinations of system failure at this step. So that means your MEL dispensation makes your aircraft uncertifiable as you are unsure of how the system can respond. And if it will respond in the same way. We may see cargo go single pilot ops in our lifetime, but you then still have the issue that airworthiness includes considering those that you fly over, as well as those on the air system.

Your insurance premiums will be a lot higher than the cost of that second pilots salary and pension methinks.

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Old 5th Dec 2018, 17:07
  #5473 (permalink)  
 
Join Date: Feb 2001
Location: The Winchester
Posts: 5,309
Bex...

Thanks for the heads up..just had a look.....in a desperate attempt to keep within one intent of this thread (info for prospective new joiners) it looks like if Klaus has his way they may be able to enjoy LAX night-stops (thinks “legacy agreements” and the age old question of why Seattle isn’t on the West Coast .....maybe some day soon it will be...)

I fear we will work max hours but not see more days at home.
.....

You are probably right, the company aren’t going to sit back and let bigger gaps on rosters go to waste....
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Old 5th Dec 2018, 20:16
  #5474 (permalink)  
 
Join Date: Feb 2005
Location: Botswana
Posts: 703
Just read it. I love the way he’s spinning a 24h nightstop in LAX as being for our benefit, not the company’s. My God the guy is absolutely deluded if he thinks we can’t see straight through that.
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Old 5th Dec 2018, 21:31
  #5475 (permalink)  
 
Join Date: Mar 2003
Location: Dirty South
Posts: 345
Originally Posted by RexBanner View Post
Just read it. I love the way he’s spinning a 24h nightstop in LAX as being for our benefit, not the company’s. My God the guy is absolutely deluded if he thinks we can’t see straight through that.
You have no idea how bad this can get. The goal is for BA to look and feel like a Legacy first class carrier to the public, with pilots compensated at the low end of low cost carrier rates. Think about what ‘blended market rates’ means - pick the worst compensated A320 carriers in Europe and then blend their Terms and Conditions. Perhaps throw Norwegians 787 rates into a compensation comparison for LH. Then outsourcing and dividing groups (long haul/short haul, pensions, Level etc.) to the furthest extent possible.

In some ways the person in question is quite direct. He was once asked about the efficacy of pilots sitting around for hours between flights. He responded that your idea of efficiency, is not the same as his.

This is the moment when you need BALPA firing on all cylinders and a united pilot group. He’s dealt with large well funded unions. A weak BALPA is like catnip.

To remain on topic - would Virgin Atlantic hire him ? Rhetorical obviously. But Cruz would.
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Old 6th Dec 2018, 05:57
  #5476 (permalink)  
 
Join Date: Feb 2011
Location: UK
Posts: 43
Originally Posted by student88 View Post
Fake news - not true.
Apart from the 744, care to elaborate on which fleet that’s not the case?

Last edited by DuctOvht; 6th Dec 2018 at 06:36.
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Old 6th Dec 2018, 06:32
  #5477 (permalink)  
 
Join Date: Feb 2001
Location: The Winchester
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Originally Posted by DuctOvht View Post
I think it’s fleet specific but on my fleet it most certainly is true.
It is...I can”t speak directly for the 78 but I suspect at BA now the 744 is the only fleet exempt from the “autothrust/throttle required in “manual flight” rule.
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Old 6th Dec 2018, 06:39
  #5478 (permalink)  
 
Join Date: Feb 2011
Location: UK
Posts: 43
Originally Posted by wiggy View Post


It is...I can”t speak directly for the 78 but I suspect at BA now the 744 is the only fleet exempt from the “autothrust/throttle required in “manual flight” rule.
Sorry Wiggy, I edited my post. I can confirm the 787 is very much autothrottle only.
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Old 6th Dec 2018, 07:23
  #5479 (permalink)  
 
Join Date: Mar 2009
Location: Button Moon
Posts: 288
Originally Posted by DuctOvht View Post


Sorry Wiggy, I edited my post. I can confirm the 787 is very much autothrottle only.
As is the 777. Having come from the 76 where it was routine to disconnect the A/T on approach, it’s taken a a bit of time to adapt to my left thumb doing nothing at the appropriate time.
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Old 6th Dec 2018, 11:05
  #5480 (permalink)  
 
Join Date: Oct 2017
Location: UK
Posts: 11
Originally Posted by JPJP View Post


You have no idea how bad this can get. The goal is for BA to look and feel like a Legacy first class carrier to the public, with pilots compensated at the low end of low cost carrier rates. Think about what ‘blended market rates’ means - pick the worst compensated A320 carriers in Europe and then blend their Terms and Conditions. Perhaps throw Norwegians 787 rates into a compensation comparison for LH. Then outsourcing and dividing groups (long haul/short haul, pensions, Level etc.) to the furthest extent possible.

In some ways the person in question is quite direct. He was once asked about the efficacy of pilots sitting around for hours between flights. He responded that your idea of efficiency, is not the same as his.

This is the moment when you need BALPA firing on all cylinders and a united pilot group. He’s dealt with large well funded unions. A weak BALPA is like catnip.

To remain on topic - would Virgin Atlantic hire him ? Rhetorical obviously. But Cruz would.

This is exactly what i named earlier. BA is a legacy, and as they say themselves, with highest standards, a best in class airline, and require the best in class pilots (BA is proud to tell that only 5%-10% of the DEP applicants gets into BA). Then they should not measure their pilots with with the average. But should compare themselves with the other EUROPE legacies, having the same requirements as BA. So: Air France- KLM and Lufthansa (Lufthansa got +10% pay rise in the new CLA). And not with Eurowings, Thompson, Norwegian, Wizz, Flybe. You cannot compare even, because Eurowings, and Norwegian have fast upgrades to CPT LH. Which is not so much the case at the legacies.
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