BA Direct Entry Pilot.
Join Date: Jul 2007
Location: Germany
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
With a small mil pension included, a move to RHS salary after a decade of military command with allowances is around a 17-20k pay rise. I sh#t you not. This is what you move across on.
Join Date: Jul 2001
Location: UK
Posts: 1,642
Likes: 0
Received 0 Likes
on
0 Posts
At my last gaff there were 2 Low Hour FO's who told me on day 1 they were going to be at Gaff Airways for the rest of their life - Guess where they are now after 3 years....
For many experienced pilots with a decade plus large aircraft command (particularly military), the decent FO pay scale and seniority system means that many consider a move straight to BA a release from ever having to bother with command again. Why would you want to go junior LH command again at 58? I'm considering a move to SH (potentialo command) after 10-15years once we are living closer to LHR. But then again, why bother?
With a small mil pension included, a move to RHS salary after a decade of military command with allowances is around a 17-20k pay rise. I sh#t you not. This is what you move across on.
With a small mil pension included, a move to RHS salary after a decade of military command with allowances is around a 17-20k pay rise. I sh#t you not. This is what you move across on.
Lifestyle and pay superior to previous, even after a wide body Command at 28 in RAF. The long wait for LH BA Capt not a problem and still able to live in the shires, only driving to the airport 4/5 times a month. On a small happy fleet and no chance of being shot at. The golf, even as junior on the fleet, good in JNB!!
The inital pay and Command prospects may be better in ie Ezy but they have no wish to do a life time (No change with a Command except pay) of multiple sectors daily out of Gwk/ Ltn, no night stops, and have to live close to an airport.
Of course that is available in BA SH where Command is available much sooner.
“Horses for courses!!”
Although it surprises me that BALPA has seemingly trashed the LH aspirations of many SH copilots by allowing out of Seniority movement direct to LH.
Last edited by cessnapete; 2nd Jan 2019 at 22:16.
Join Date: Jan 2007
Location: pluto
Posts: 202
Likes: 0
Received 0 Likes
on
0 Posts
SH and LH in either seat, whatever fleet you're on, it's a lot better if you relax and come to work with a smile on your face. The flying's better SH, the lifestyle better LH. More pressure in the LHS than the RHS.
Whatever, there's no better view out of the office window whichever company you work for, even if you're shagged out.
Whatever, there's no better view out of the office window whichever company you work for, even if you're shagged out.
Join Date: Jul 2005
Location: The Netherlands
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
Hi everyone, just doing some research on BA and after reading this thread getting a bit curious about what’s wise. i obviously read about the salary scaled and stuff, but currently being in the LHS on a shorthaul airline I would like to know how big of a paycut I would have to take moving to RHS LH.
Someone here who is able to tell me what net pay to expect monthly as a year 1 LH FO? Including the flightpay/time away from base?
Main reason to apply would be the LH experience which I would never get at my current employer, but I would like to know how big the money sacrifice would have to be..
Someone here who is able to tell me what net pay to expect monthly as a year 1 LH FO? Including the flightpay/time away from base?
Main reason to apply would be the LH experience which I would never get at my current employer, but I would like to know how big the money sacrifice would have to be..
Join Date: Oct 2005
Location: uk
Posts: 140
Likes: 0
Received 0 Likes
on
0 Posts
Venco,there is no guarantee you would be offered LH aircraft.It is assessed on your ability to adapt effectively to the aircraft that they are using for sim assessment at the time,not solely on hours accrued and is non negotiable unless it suits BA.
Join Date: Apr 2011
Location: Doha
Age: 13
Posts: 461
Likes: 0
Received 0 Likes
on
0 Posts
Main reason to apply would be the LH experience which I would never get at my current employer, but I would like to know how big the money sacrifice would have to be..
6 hours chatting, great view of Manhattan, sleep, wake up early well rested, jog round Central Park, walk the high line, nice lunch, snooze, awful night flight home, drive h9me, to back to sleep or a few hours and back in synch. Long haul has its good and bad points but you spend time (away from the family, true) being a tourist in some cool places. Even the rubbish layovers can be a really good time with the right mix. You can take your family away on a trip easily enough - I have done Christmas in New York and New Years in San Francisco.
It sure as hell beats triple Dublin on a windy day.
It sure as hell beats triple Dublin on a windy day.
Join Date: Feb 2018
Location: Oxford
Posts: 38
Likes: 0
Received 0 Likes
on
0 Posts
Hi all,
Hope you're all doing well and a happy New Year to you all. I know this is a bit of a random and off topic question but I've been wondering with regards to BA's SOPs and policies, how much manual flying do you folks get to do on the line? I very vaguely know about the monitored approaches that are performed on every approach, does this prevent you guys from being able to hand fly your approaches?
Best Regards!
Hope you're all doing well and a happy New Year to you all. I know this is a bit of a random and off topic question but I've been wondering with regards to BA's SOPs and policies, how much manual flying do you folks get to do on the line? I very vaguely know about the monitored approaches that are performed on every approach, does this prevent you guys from being able to hand fly your approaches?
Best Regards!
Join Date: Feb 2018
Location: Oxford
Posts: 38
Likes: 0
Received 0 Likes
on
0 Posts
Well sort of!
Friend on BA LH says even in CAVOK on his Fleet, most pilots only disconnect the autopilot between 500/1000ft on a manual landing. Not forgetting of course, on all Fleets except the B744, you are forbidden by rigid SOPs to control your speed manually using the thrust levers. Auto throttle mandated for continuous use in flight until the landing flare.
Friend on BA LH says even in CAVOK on his Fleet, most pilots only disconnect the autopilot between 500/1000ft on a manual landing. Not forgetting of course, on all Fleets except the B744, you are forbidden by rigid SOPs to control your speed manually using the thrust levers. Auto throttle mandated for continuous use in flight until the landing flare.
Auto throttle mandated for continuous use in flight until the landing flare.
The 747 was a previous generation so autothrust wasn't as smooth and I found I could do a much better job fully manual. The trick was to pick your moment - two crew early morning arrival into LHR being a great excuse............to autoland!!
Join Date: Aug 2002
Location: UK
Posts: 740
Likes: 0
Received 0 Likes
on
0 Posts
I am on the 747 and love flying manually, but whilst I tend to fly until about FL150 on departure, it is incredibly rare that I fly a manual approach as P2. This is not due to SOPs, but because we are generally just too knackered by the end of the flight. There is not so much enjoyment to be found in anything when you are desperately wishing you were in your bed. I and many others used to fly manual approaches, back before EASA FTLs and final assign, but in my experience it is very rare nowadays. Who knows, perhaps JSS will end up leaving us less tired again, and we will be able to return to the days of manual approaches?
I did 4 years in command on the 777 with BA before transferring to the 747 so have seen both systems. The '77 is FBW so no pitch/power couple when altering thrust. Hand flying around the Caribbean is a pleasure I will never forget. This is because the autothrust works very well and always "has your back" with smooth adjustments to keep you on speed. I even liked the little nudge you felt through the levers at 25R which was the start of thrust reduction - it was a great clue to commence a gentle pitch up.
The 747 was a previous generation so autothrust wasn't as smooth and I found I could do a much better job fully manual. The trick was to pick your moment - two crew early morning arrival into LHR being a great excuse............to autoland!!
The 747 was a previous generation so autothrust wasn't as smooth and I found I could do a much better job fully manual. The trick was to pick your moment - two crew early morning arrival into LHR being a great excuse............to autoland!!
Join Date: Jul 2001
Location: UK
Posts: 1,642
Likes: 0
Received 0 Likes
on
0 Posts
I am on the 747 and love flying manually, but whilst I tend to fly until about FL150 on departure, it is incredibly rare that I fly a manual approach as P2. This is not due to SOPs, but because we are generally just too knackered by the end of the flight. There is not so much enjoyment to be found in anything when you are desperately wishing you were in your bed. I and many others used to fly manual approaches, back before EASA FTLs and final assign, but in my experience it is very rare nowadays. Who knows, perhaps JSS will end up leaving us less tired again, and we will be able to return to the days of manual approaches?
Last edited by Mr Angry from Purley; 6th Jan 2019 at 15:11. Reason: added more
Join Date: Aug 2002
Location: UK
Posts: 740
Likes: 0
Received 0 Likes
on
0 Posts
I mean trip two days off followed by trip two days off, and repeat with FA should you try and create a block of days off so you can recover. If you were given such a string of work in the past, you could at least swap a trip to a back to back, giving you 4 days off afterwards for decent recovery (not ideal, but considerably less fatiguing than 2 days off continuously).