schadenfreude?

Goes further up the seniority?!? Looking at Yammer and the BALPA forum it has already hit <25% from the top on the A320 and B777 fleets. I don't think the senior guys are doing any less hours then the Junior guys since JSS, the problem with JSS is unlike under bidline, if a fleet is short of pilots the whole fleet of pilots will get hit by Global Constraints, while JSS will still make sure there is barely any uncovered work.

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.

If you have taken the Maths/Verbal Reasoning/Aptitude tests then its 12 months from then - if you didn't get that far then its 6 months....

I applied in December but I didn't get a reply.. It says that I can't apply now..

You should only have a 12 month embargo if you attended one of the stages at Waterside or the Sim Centre and were not successful, the clock starts I believe is from the date of your last stage.

Best of luck

I heard there has been some mass resignations on B777 recently ?

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.

Recruitment automatic email FAQs:

I was unsuccessful at a previous British Airways recruitment application, when can I reapply?

If you had stumbled at the initial online application screening stage, you would be eligible to apply again after 6 months. If you attended Waterside for any of the subsequent selection stages, the wait is 12 months from the date of testing, or 6 months from any other stage of application whichever is the greater.

Maybe not the ideal thread for this queation, but how will the LHR ULEZ affect BA employees and their ability to park at LHR?

Are BA employees essentially going to have to pay to go to work and park in a private vehicle?

Has this issue been raised internally or by the Union?

Just curious.

Thanks.

I expect it is a case of Chinese whispers. There are more than a few people looking at other airlines and hoping to leave, which has then morphed into ‘mass resignations’.

I hear it can reach 6 trips per month on the 777. That's more than a niggle - I used to just about cope with four, 5 would wipe me out, but six!!! That's really really unhealthy, to the extent I would personally quit flying if I couldn't find something else less damaging.

Advice for initial assessment
 

Even if that were to happen, you can guarantee that airlines would simply find a way of pinning the blame on the pilot for reporting for work fatigued in the first place. It's all over the manuals - "pilots should not operate if they suspect they are fatigued". Clearly it's written with about as much sincerity as BA's latest box-ticking email on mental health, but it's something they'll still gladly point to in the event of any fatigue related incident.

Which is why we continue to be our own worst enemy. In BA especially, I have been astounded at how many people relentlessly soldier on through some of the most appalling roster sequences I've ever seen (6/1 and repeat on SH), as if their own health is irrelevant and reporting fatigued isn't even an option. Perhaps if more people told the company where to shove it, things would eventually change - working everyone to the bone would then become counter productive. I've not been in BA long, but I myself have already had far more roster-induced sickness here than my previous airline. The problem however is encouraging more people to say enough is enough. BA have played a blinder by instilling a culture of fear that seemingly dissuades people from doing so.

One would hope of course that eventually companies like BA will acknowledge (forcibly or otherwise) that rostering everyone to the extremes of EASA is unsustainable and ultimately costs more when people finally fall over later down the line. KLM certainly made a step in the right direction when they awarded their pilots a 4% pay increase along with a 4% reduction in work. It's a shame BA still have the blinkers so firmly in place.

Is it not a problem partially of the workforces making though? If you have huge constraints placed on rostering by a seniority based system that has junior guys picking up multiple low credit trips, because those above them are picking out the highly credit dense stuff, leaving the scraps at the bottom?

Not sure how limiting to 3 ABV and 3 JFK is supposed to mitigate fatigue though. Needs to be done by limiting the max number of trips operating in the WOCL if fatigue were the target... EASA is unrealistically too focused upon time zone changes that have little to nil effect on fatigue with the time spent away.

To add some perspective to how fatigue is managed at 2 other UK airlines I've worked for.

Call crewing.

"Im fatigued for my duty"
"Ok I'll take you off"
"Thanks bye"

And you'd never hear about it again from anyone. No follow up phone call or email. All you would have to do is fill in a fatigue questionnaire as to what caused your fatigue. And anything from jet lag, to a night flight to a screaming baby at home are perfectly acceptable reasons. In fact, you're completely untouchable when you go fatigued. More so than if you call sick.

What is the procedure at BA?

Agreed. Never any come back in my experience, although, its worth checking the ASR once its been through the system to check they haven't tried to reclassify it as unrested or sickness.