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Originally Posted by kookiesandkreme
(Post 10633775)
[QUOTE =VinRouge;10633711]
Names out of a hat. Done by the recruitment team prior to joining. I thought it would be more fun to do it when you arrived day one at Waterside! Yep. You can see everyone’s seniority from pretty much day one. |
Originally Posted by kookiesandkreme
(Post 10633775)
Would you be able to know who was higher?
FWIW you don’t actually see the seniority numbers changing on a monthly basis (due to people leaving), they only get recalculated/reallocated once a year. |
Originally Posted by wiggy
(Post 10634380)
Every month when the bidding cycle starts as part of the published bidding package you get a status list of with the names on your fleet and their seniority number on the Master Senority List, the smaller the number the more senior they are...so yes, you would know. FWIW you don’t actually see the seniority numbers changing on a monthly basis (due to people leaving), they only get recalculated/reallocated once a year. Pretty neat you can actually see nonetheless! |
FWIW you don’t actually see the seniority numbers changing on a monthly basis (due to people leaving), they only get recalculated/reallocated once a year. |
Originally Posted by thetimesreader84
(Post 10634565)
The official number (that’s used for fleet changes etc) only gets updated once per year, but there’s a third party app (rhymes with “ShyKid”) that uses the monthly bid pack and some voodoo magic to guesstimate your current actual seniority. I’m led to believe if you’re in the bottom 2/3rds or so (as most of us are) it’s pretty accurate. Of course most months it's probably more important to know where roughly you stand on a fleet, rather than where you are on the MSL. Back in the days of paper bid packs it was usually a question of "what page are you on"? Nowadays I know the app(s) often tell you how many bidders on your fleet are senior to you but when you then hear that Global Constraints has clobbered the roster of somebody who is 97% off the bottom/3% off the top of their list you wonder if even that info is worth having .. |
Global constraints is a particularly brutal part of JSS, and yet was hardly even mentioned during the which bidding program debate. |
The issue isn't so much JSS. It is the inhibitors that the union have placed in the system (almost 80%), which make it almost unworkable. Yes, this gem was BALPA, not BA.
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Global constraints ?
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GS-A wrote - Global constraints is a particularly brutal part of JSS, and yet was hardly even mentioned during the which bidding program debate. Doesn't sound very transparent either way. ... |
Is anybody able to shed light on the process of requesting a switch to a LGW base from LHR (SH FO)? When can this be done? And what are the chances of it being accepted? |
Originally Posted by boeing89
(Post 10634918)
Is anybody able to shed light on the process of requesting a switch to a LGW base from LHR (SH FO)? When can this be done? And what are the chances of it being accepted? |
Got my transfer approved about 2 months after I requested it- moved the next month. Best decision you can make whilst on SH.
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When do they open requests for fleet and base transfers?
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Got my transfer approved about 2 months after I requested it- moved the next month. Best decision you can make whilst on SH. |
Originally Posted by thetimesreader84
(Post 10635353)
LHR - LGW moves normally get actioned quite quickly. Going the other way can take a bit longer (took me about a year from an OK bid) Agreed - IF you live within a short commute of Gatwick I know it’s been posted before, but what’s the difference in net pay? Just for example someone on year one? |
Sorry to steer away from pay chat for a jiffy; has anyone heard any whispers of when the doors may open again?
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Originally Posted by kookiesandkreme
(Post 10635374)
I know it’s been posted before, but what’s the difference in net pay? Just for example someone on year one? |
Is LGW mainly day trips on the 320? How long is the list looking for commands at LGW these days? thanks |
Part Time Beef
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In BA - Part Time seems to mean ...... GS-Alpha wrote - " .... you can get back from a trip on the last day of your available days, and the industrial or EASA required days off are within your unpaid part time days off." " ... part time pilots are working harder than their adjusted full time equivalents." "Global constraints is a particularly brutal part of JSS ...." After each longhaul trip he gets two nights off, that he calls MTBR or 'recovery days.' But when it comes to his part-time days off, he loses his MTBR because they make him start his seven unpaid part-time days off the day after he lands back at London. So he isn't paid for two days of righteous work (his MTBR) which should be on Company Time and Money, that follows his trip on CTM, because those two days are rostered as his unpaid part-time days off instead. He doesn't think he loses any money but he becomes available for two more days work each month than his (adjusted) full time mates. He says 'JSS global constraints' then shuffles his initial roster to cover any left-over work and to ensure his two days extra availability is not squandered. He says his part-time roster usually looks and feels like he's still working full time. What really peeves him off is that his Virgin mates who are part-time have so far managed to fend off this cheating. They get all their entitled days off in full - MTBR and Part Time. You'd think Balpa-BA and Balpa-Virgin would get their part-time heads together. Let's hope their managements don't do the same. He calls it Part Time (Chipped) Beef - aka - 'S*** on a (BA) Shingle.' That's not a reference to his crew meal BTW; it's apparently a popular culinary delicacy from his USAF exchange days. ... |
Originally Posted by Panel3
(Post 10634765)
The issue isn't so much JSS. It is the inhibitors that the union have placed in the system (almost 80%), which make it almost unworkable. Yes, this gem was BALPA, not BA.
The main reason JSS doesn't work well at BA (on that we do agree), is we are, as we were under bid-line, massively under-established, with CAP far too high to enjoy a decent home life, unless on a part-time contract. |
Originally Posted by Heisenb3rg
(Post 10636354)
If anyone if privy to knowledge of part time work at BA, could you pm me? Specifically interested in how many extra days off per month you see Vs. the obvious cut in salary, and if it’s worth it or not! Cheers! In theory, you will work (on a 75% contract) just 75% as hard as a full-timer - but that's not quite true, as anyone senior on a fleet, can pretty much write their own roster and effectively spend as little, or less, time at work than a junior guy on a 75% roster. (Legal action is being considered by a band of RTR part-timers over this - whether that amounts to anything is anyone's guess)! Moving to a 75% contract costs around a 16% reduction in take-home salary, if paying UK tax - so from that point of view, is well worth it. ....and then there's JSS and the MBTR (Minimum Base TurnRound) thing mentioned above, where the system can use your part-time (unpaid) days to satisfy the legal rest requirements - which other airlines, and even our cabin crew on part-time contracts, don't suffer from! 75% RTR (1 week off in 4) is just one of 4 major part-time contracts; the others being 50% RTR (2 weeks off in 4), 72% APTW (Aspirational Part Time Working) - 1 month off every 3 (a small amount of work has to be done within your month 'off' to satisfy recency etc.), and 58% APTW (month on, month off). There are a couple of minor PT options for those that have been refused access to one of the major contracts - one of which is 85%, but no fixed days off - and one other that I can't remember. I don't know anyone that has taken up these minor versions, though I guess someone must have by now! |
Originally Posted by Heisenb3rg
(Post 10637050)
thanks for this! 75% RTR possibly sounding like it could be desirable to ensure some certainty that you’re not away from home every day of every month, with the knowledge that you’re likely working harder than you should be on the day on... in terms of RTR - are these accepted often or is it quite hard to come by? I presume you need a fairly good reason, such as child care / elderly parents needing care etc ... |
Heisenb3rg, take a look at my post #6672 of this thread. |
Originally Posted by back to Boeing
(Post 10637077)
The law around right to request changed a few years ago. You don’t need a reason anymore to request part time working. But right to request by employee is also right to refuse by employer. Part Time is a great option to offer as it really motivates crews (well some do still want a part time contract on full pay). But you've also got to keep the manpower up as if not the full timers start taking a hit - its a fine divide. The Management need to buy into it also as the costs are normally higher. |
Originally Posted by back to Boeing
(Post 10637077)
But right to request by employee is also right to refuse by employer.
In answer to the question about the nature of work in LGW yes it’s mainly daytrips. There’s only three nightstop destinations in Gatwick: Edinburgh, Glasgow and Jersey. Hence the scope for additional pay in terms of time away from base is reduced compared with LHR. |
Hello, a little guidance please. If I had received an offer and signed the contract, but then decided that I didn't want to join BA due to my current employer making a better offer. Other than burning all bridges with BA are there any other contractual implications that could bite me?
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Following, Just about to do the same!! offer from BA is just not good enough to leave current employer, a 5/4 roster home every night is pricelsss. also not over 700hrs in the past year. I fear the future is not similar in BA. |
Out of curiosity, were there unexpected bits of the contract that didn't appeal, or was it the base/fleet offer? Just trying to guage reasons as it's such a mission to get through to an offer stage, and then have to consider turning it down.
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Originally Posted by capt.sparrow
(Post 10638515)
Out of curiosity, were there unexpected bits of the contract that didn't appeal, or was it the base/fleet offer? Just trying to guage reasons as it's such a mission to get through to an offer stage, and then have to consider turning it down.
JSS + Juniority It is no fun being endlessly beaten by the global constraints stick month after month. |
Originally Posted by capt.sparrow
(Post 10638515)
Out of curiosity, were there unexpected bits of the contract that didn't appeal, or was it the base/fleet offer? Just trying to guage reasons as it's such a mission to get through to an offer stage, and then have to consider turning it down.
The reason for the original post: The uncertainty should be completely gone within the next 10 days, is it within my rights to sign contract (to keep the automated system happy) and then remove myself from the process? |
BA will not blink an eye lid. You will not have a black mark against you. I would thank them for the opportunity and say your decision is based on the needs of your family and a change in circumstances at your current employer. Hell they asked me why I wanted to leave my previous employer to which I replied “I don’t I am very happy there” If they ask why you came to that decision by all means tell them what the factors were. Let’s face it they will understand and probably already know. I know someone who turned the offer down, explained why and apologised for the late notice. BA wished them the best of luck and left the door open in the future. Good luck with your decision. BA is not for everyone, it’s not as good as it was but it is not so bad that I have left either. |
Thanks bex, just what I was after.
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You’ll have no issues, they’d rather that than put you through type rating / line training only for you to give your notice straight away (no bond at BA) |
Just had a recruitment email to say A320 DEP is open again. Guess that means good news for us still paddling?!
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Bid results are out yesterday. Nothing too shocking but the plan is for just shy of 300 new entrants in 2020. Merry Xmas to those in the pool waiting a start date. |
Also worth noting the Annual Bid for fleet/position has commands at both LGW/LHR on the A320 for DEP’s (with enough hours) with only 1 year in the company. Being at the bottom of JSS is that unpalatable that this anomaly exists. If, however, you see lucrative positions globally that require say 1000 hours as P1, BA has become a great stepping stone for individuals with that in mind. |
No JSS in Gatwick thankfully. Carmen is actually far kinder to the junior pilots here. I’ve said it before but it’s a better base for SH than Heathrow unless you live the wrong side of the M25 in which case I can see how it’s a bit of a drag. |
Do you maintain your seniority if you transfer between LGW & LHR?
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Yes you keep your seniority |
I have just had a quick look through the PRIAM results, and I do not see any short haul command courses for anyone with a year or even two years of seniority. Or am I reading it incorrectly? I make the most junior 320 LHR pilot nearly 700 places from the bottom of the list, and I doubt they will be doing their course until about this time next year, probably after about 4 years as an FO? LGW commands are a bit more junior but still nearly 450 places from the bottom, so the course will be nearly 3 years after joining.
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It looks like about 850 pilots from the bottom is approximately 5 years in, as that is where the engagement freeze appears to end. |
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