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Originally Posted by Riskybis
(Post 10348590)
The pay isn’t the reason to get into BA , I honestly think the main reason people want to get into this weird outfit is to “fly the flag” , “to fly to serve” . Just awful :ugh: Whilst I concede that BA isn't going to perfect (show me a job that is), it'll do for me and I'm very happy to have made the grade. In the unlikely event that I don't like it, I'll move to somewhere else (and give 3 months notice, not 12). |
Skaterboi...Firstly congratulations...
Originally Posted by skaterboi
(Post 10348608)
... and finally travel to destinations that don't require you to.....get shot at on a regular basis.
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Originally Posted by wiggy
(Post 10348619)
Skaterboi...Firstly congratulations... Well...there is the return to ISB on the 787.........:E :E..., that aside you will find there are some “interesting destinations” with security issues at ground level, plus silly stuff like the odd scud thrown in the very general direction of RUH from time to time and at least one other occasionally “hot” ME destination where one has been known to have to take cover...but I do take your point :ok: |
Originally Posted by Riskybis
(Post 10348590)
The pay isn’t the reason to get into BA , I honestly think the main reason people want to get into this weird outfit is to “fly the flag” , “to fly to serve” . Just awful :ugh: |
Oh well...I stand corrected .. I’ve never witnessed that myself ....are you actually literally hearing people saying e.g. they joined “ to fly the flag” or similar...:yuk: ??? I’ve never even heard the real real youngsters on the other side of the flight deck door -Mixed Fleet, regurgitate that sort of nonsense.. Maybe too much recruiting/exposure to some of our social media hero’s is causing this....I suggest we should make sure we continue to recruit more cynical/grounded old f*******:suspect: The Forces used to have a few... |
I do not think there are especially many who joined purely because they wanted to fly the flag. There are plenty who assumed the ‘national flag carrier’ would have superior terms and conditions though. |
What will happen to crews as the 747 is withdrawn? Could someone join on the fleet and then be directed to any fleet without any consultation? I understand that during your fleet freeze you can be directed to any fleet but obviously this is more relevant on the 747.
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Correct. You can get directed anywhere where BA wants. So you could in theory get booted off the 747 as the fleet reduces in size. That might be to SH. The 350 is going to replace the 747 on an hull for hull basis. However, there might be enough guys bidding off the 747 to fill their requirements leaving you protected. I guess it’s a last resort thing. Some new guys were directed off the 380 a couple of years ago. If they have an oversupply of pilots on a fleet, they normally run a supplementary bid and people can put in their preference as to where they’d like to go. Happened on the 318 when they reduced the fleet to 1 aircraft a while back. |
That could potentially happen Pete, but I personally doubt the 747 will run down in anything like the currently planned timescale. |
Thanks for that insight. Currently watching a fleet being retired at my current airline and the associated drama that brings. I can also relate to how a planned timescale means very little. Now oil has tanked again I can imagine they may well be around a little longer...
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Originally Posted by pilotpete123
(Post 10348955)
Thanks for that insight. Currently watching a fleet being retired at my current airline and the associated drama that brings. I can also relate to how a planned timescale means very little. Now oil has tanked again I can imagine they may well be around a little longer...
Also based on nothing but my humble opinion, if you joined in 2019, I don't foresee see you being directed off the jumbo due to fleet retirement during the initial engagement freeze. They are cash cows for BA at the moment with oil at $55 pb. |
Originally Posted by pilotpete123
(Post 10348918)
What will happen to crews as the 747 is withdrawn? Could someone join on the fleet and then be directed to any fleet without any consultation? I understand that during your fleet freeze you can be directed to any fleet but obviously this is more relevant on the 747.
Within reason we all got what we asked for or very close to it. The junior guys including me have largely ended up on the 777 and are very happy chappies after what has been a pretty awful couple of years for those at the bottom. Having done it once, I would avoid a dying fleet as far as humanly possible but I'm sure others will back me up when I say just get in, get your number and bide your time. The jumbo is the next to go but its a while off yet and it won't endure the same short haul pain the 767 did in its final 2 1/2 years. Happy New Year all! |
Originally Posted by AIMINGHIGH123
(Post 10348783)
I sadly didn’t get to the SIM have to wait a year to reapply. I have however changed my opinion of BA. I assumed the ‘national flag carrier’ had superior terms and conditions and had the thought of how amazing it would be to fly for BA. I do feel a bit naive now. I put a lot of work into prepping for BA but actually didn’t research T&Cs what’s it actually like etc. I now know people who have jumped to BA, I’m talking people I’ve worked with trained with, and the picture they paint is not what I had in my head. I was disappointed to not get to the SIM but I’m actually more disappointed in what I have learnt about BA. I was looking at it as that would be my forever airline but I feel the first 5 years at least would be so challenging, having a very young family, wife who wants to quit her job to be with family, would test us to the max. SH trips away seem inevitable and having seen rosters guys have sent me I feel EZY would be a better choice, command is quicker and pays more. LH doesn’t look as bad, you get few more days off but may have to wait 5 years to get LH and 15 years to command!!! Im mid thirties now at least 50 before command. I don’t plan on working in to my 60s. It took a heart attack for my dad(68) to stop work. Pay that’s not very good compared to how much money BA makes!!! Wife has to keep working so we can afford our bills/plan on early retirement. I spent most of 2018 waiting for BA to open up recruitment and waiting for slots to stages 1 and 2 as that’s what I wanted I didn’t focus on much else apart from EK. Maybe it’s because it’s 2019, 2018 went by so quickly, I need to be more proactive. Happy New Year. |
Originally Posted by 3Greens
(Post 10349250)
you won’t get a LH command at BA in 15years. Currently it’s sitting at around 19/20 years |
Originally Posted by RexBanner
(Post 10349381)
I think he means fifteen years after the initial 5 year wait to get long haul. 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. |
Originally Posted by Riskybis
(Post 10348590)
The pay isn’t the reason to get into BA , I honestly think the main reason people want to get into this weird outfit is to “fly the flag” , “to fly to serve” . Just awful :ugh: 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.... |
Originally Posted by VinRouge
(Post 10349400)
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. 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. |
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. |
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.. |
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. |
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. |
BA stage 3 sim
Hi all,
Is anyone doing stage 3 sim this coming Tuesday at 0930? |
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! |
In all honesty I think it's down to the individual and the SOPs have never made me feel like I shouldn't fly the aircraft. Most guys in the left hand seat are encouraging.
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Originally Posted by CessNah
(Post 10352743)
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?
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Originally Posted by student88
(Post 10352750)
In all honesty I think it's down to the individual and the SOPs have never made me feel like I shouldn't fly the aircraft. Most guys in the left hand seat are encouraging.
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Originally Posted by Doug E Style
(Post 10352753)
No, it doesn’t. 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!! |
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? |
Originally Posted by ETOPS
(Post 10352957)
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!! |
Couldn't agree more. If you don't do both, are you a pilot or merely a systems operator?
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Originally Posted by GS-Alpha
(Post 10353192)
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 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). |
Originally Posted by birdstrike
(Post 10353301)
Couldn't agree more. If you don't do both, are you a pilot or merely a systems operator?
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Originally Posted by birdstrike
(Post 10353301)
Couldn't agree more. If you don't do both, are you a pilot or merely a systems operator?
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Originally Posted by birdstrike
(Post 10353301)
Couldn't agree more. If you don't do both, are you a pilot or merely a systems operator?
You're a pilot. Just because we don't spend our days wrestling with the controls in the same way as we might have in the past doesn't mean the job hasn't evolved and developed new challenges. For starters, 900 hrs/year is now a target not a limit. Fatigue is a real concern these days. Automation has changed the industry. Most jobs are evolving all the time at the end of the day. |
Just curious, flew there for 8yr, now 15 yr in the US. Back then I felt everyone in the US was working much harder, and often for less pay. Has that totally changed around? I honestly don' think I have to work too hard, and I have a lot of flexibility, can drop down to zero or pick up to the legal limit. Normal schedule for me is 3 4-day and a 3-day. TAFB 250 hours, block 65/70 hours, credit 70/75 hours. Add some other pay stuff so total around $200K/yr before tax, excluding company pension contribution, and I am a 6yr captain at the bottom paying loco. It sounds like everyone there is sick of the job....
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Originally Posted by Phantom4
(Post 10351824)
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. |
Good luck Venco.My advice,the answer’s yes,even if SH offer.I have known a crew on day three 744 being politely asked to relocate to the 320 CBT |
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