BA Direct Entry Pilot.
Join Date: Jan 2007
Location: UK
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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.
Don’t know what SW is either but just a health warning that it would be best to be cautious of drawing too many conclusions if the rosters in question are from prior to Jan 19.
Join Date: Jul 2006
Location: London
Age: 45
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Join Date: Aug 2002
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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!
Join Date: Jul 2006
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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!
Join Date: Feb 2005
Location: Botswana
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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.
Join Date: Nov 2006
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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.
Join Date: Aug 2002
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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.
Join Date: Nov 2006
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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.
Join Date: May 2018
Location: South of the North pole
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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.
Join Date: Apr 2000
Location: UK
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Anyone know what the constraints are for reapplication? Receiving mixed messages. Thank you.
Join Date: Jan 2019
Location: Calgary
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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.
Join Date: Dec 2012
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Best of luck