BA Direct Entry Pilot.
Joined: Aug 2002
Posts: 898
Likes: 73
From: UK
I am curious to see what will happen when global constraints and crew repair goes senior in a few months time. At the moment the junior are being worked hard as a result of those mechanisms, but when they become hours restricted, GC and CR will have to go much further up the seniority!
Joined: Jul 2006
Posts: 138
Likes: 0
From: London
I am curious to see what will happen when global constraints and crew repair goes senior in a few months time. At the moment the junior are being worked hard as a result of those mechanisms, but when they become hours restricted, GC and CR will have to go much further up the seniority!
Joined: Feb 2005
Posts: 995
Likes: 103
From: Botswana
Concur with Wiggy, you want to take any potential Long Haul roster you have been shown on a roadshow with a huge pinch of salt. I’m taking it they haven’t been advertising the most recent JSS rosters for those junior particularly on the 777 & 747 fleets.
Joined: Nov 2006
Posts: 204
Likes: 0
From: united kingdom
Interesting that there are more people leaving with seniority numbers above 3500 than those naturally reaching retirement date some with numbers above 4300.
i think JSS has been a game changer for many and looking at junior rosters they look unsustainable in the long term.
cant believe it was voted for.
i think JSS has been a game changer for many and looking at junior rosters they look unsustainable in the long term.
cant believe it was voted for.
Joined: Aug 2002
Posts: 898
Likes: 73
From: UK
It is very easy to understand why it was voted in - BALPA recommended it. Within BA, pretty much all ballots go the way BALPA recommends. A very large proportion of the membership cannot even be bothered to read the detail of what they are voting for.
I agree with your point about the sustainability of rosters at the bottom of JSS. BALPA are desperately tweaking inhibitors in an attempt to find a solution which is not as drastic as rolling seniority, but it has not really worked so far. I think the time will come where they have to at least vary the block of seniority affected by global constraints and crew repair. Hitting the same people over and over and over with extra work is not going to be tolerated in the long term. In the past, extra work was given to those who were not working so hard. With JSS, extra work is going to those at the bottom until they can work no harder, regardless of how hard the senior guys are working. That is inefficient rostering and will lead to sickness at the bottom, which will lead to more inefficiency. BA will not accept that and will demand solutions.
I agree with your point about the sustainability of rosters at the bottom of JSS. BALPA are desperately tweaking inhibitors in an attempt to find a solution which is not as drastic as rolling seniority, but it has not really worked so far. I think the time will come where they have to at least vary the block of seniority affected by global constraints and crew repair. Hitting the same people over and over and over with extra work is not going to be tolerated in the long term. In the past, extra work was given to those who were not working so hard. With JSS, extra work is going to those at the bottom until they can work no harder, regardless of how hard the senior guys are working. That is inefficient rostering and will lead to sickness at the bottom, which will lead to more inefficiency. BA will not accept that and will demand solutions.
Joined: Nov 2006
Posts: 204
Likes: 0
From: united kingdom
Ai I said before time will tell but I think BA need to address JSS issues sooner rather than later. It might work for those at the top but falls way short of giving a junior pilot a reasonable roster.
Joined: May 2018
Posts: 276
Likes: 1
From: South of the North pole
What are the chances of a new hire with enough time for upgrade on the A320 getting LHR instead of LGW purely for the fact they could possibly be commuting so would prefer tours instead of coming back most nights like I believe is what happens at LGW.
Also what are pilots likely to end up on that are accepted in the DEP program? Is there room to negotiate which fleet you would like. I would prefer 320 to long haul as a commuter.
Im only going on my experience which is 6000 hours and 3000 plus jet hours, 2000 plus twin turboprop hours.
Any input is much appreciated.
Also what are pilots likely to end up on that are accepted in the DEP program? Is there room to negotiate which fleet you would like. I would prefer 320 to long haul as a commuter.
Im only going on my experience which is 6000 hours and 3000 plus jet hours, 2000 plus twin turboprop hours.
Any input is much appreciated.
Joined: Apr 2000
Posts: 791
Likes: 1
From: UK
Anyone know what the constraints are for reapplication? Receiving mixed messages. Thank you.
Joined: Jan 2019
Posts: 5
Likes: 0
From: Calgary
Can anyone shed some light on the reapplication process? I’m just coming up on a year since an unsuccessful assesment, and hoping to re apply. Dose the website just free you up to reapply, or is there something else that needs to be done. Any info appreciated.
Joined: Dec 2012
Posts: 68
Likes: 0
From: UK
Best of luck
Joined: Jul 2000
Posts: 77
Likes: 0
From: UK
CL - compassionate leave
LA - annual leave with wraparound days after x4
LB - annual leave with wraparound days before x3
WR - wrap around days off (workable)
BW - bank withdrawal
SW - not sure off the top of my head
S2, S3, S4, S5 - simulator. The number refers to the time slot. I2, I3, I4, I5 would refer to the instructor’s roster.
NA - non-assignable day associated with DD usually
DD - duty free week associated with NA day at the beginning. Can be worked in if desired.
ZZ - break, usually to denote days off after a trip on reserve
RP - reserve period
PR - protected day off, for a variety of reasons
PL - not sure EDIT: paternity leave
PD - part-time days off
GT - ground training e.g. SEP
GD - ground duty
LFS - Leading Flight Safety course
FDO - fixed days off associated with a reserve period
HSB - HSB associated with a reserve period
Depending on the roster format you’re looking at but you can usually tell by the destinations.
LA - annual leave with wraparound days after x4
LB - annual leave with wraparound days before x3
WR - wrap around days off (workable)
BW - bank withdrawal
SW - not sure off the top of my head
S2, S3, S4, S5 - simulator. The number refers to the time slot. I2, I3, I4, I5 would refer to the instructor’s roster.
NA - non-assignable day associated with DD usually
DD - duty free week associated with NA day at the beginning. Can be worked in if desired.
ZZ - break, usually to denote days off after a trip on reserve
RP - reserve period
PR - protected day off, for a variety of reasons
PL - not sure EDIT: paternity leave
PD - part-time days off
GT - ground training e.g. SEP
GD - ground duty
LFS - Leading Flight Safety course
FDO - fixed days off associated with a reserve period
HSB - HSB associated with a reserve period
Depending on the roster format you’re looking at but you can usually tell by the destinations.
PL = Parental Leave ie annual allowance, unpaid
Joined: Oct 2018
Posts: 16
Likes: 1
From: 2miles final
The only thing I got was a confirmation that my application had been submitted.
Joined: Jul 2006
Posts: 138
Likes: 0
From: London
It might be your application is still in the pipeline to be reviewed. Maybe send recruitment an email or give them a ring. They are a really friendly bunch who are very helpful and understanding.
Joined: Oct 2018
Posts: 16
Likes: 1
From: 2miles final
Do you know what the application status should say when I have been rejected? On the BA job website.