Jetstar Update: PCC Meeting and AFAP/Jetstar Meeting
In late August the Pilot Consultative Committee (PCC) convened its third meeting under the 2019 Enterprise Agreement (EA).
Attending on behalf of the pilot group were AFAP pilot representatives Chris Gibson, Dom Corcoran, Paul Hogan, Daniel Blakemore and Darren Fielder along with AIPA pilot representatives Harold Boyd and Nicholas Chetelat. AFAP Senior legal/industrial officers Deanna Cain, Pat Larkins and Andrew Molnar were also in attendance. Attending on behalf of Jetstar was Tyrone Simes, Leah Everton, Peter Rodda, Tim Faulkner, Alisha Lavea-Williams and Teyah Andrews.
The items that were raised and discussed at the PCC meeting are summarised below:
Qantas Club Access Cards
The PCC followed up on the delay with Qantas Club access cards being issued to new hire pilots and pilots returning from LWOP. Jetstar advised that Qantas Loyalty has now caught up on printing the back log of cards and that the access cards for future new hire pilots will be ordered of 15th of every month and should be issued shortly thereafter. Qantas Loyalty are also looking at options to digitise the Qantas Club access cards to simplify this whole process.
RFP Process to Select Crew Hotels Short-listed for Inspection
The AFAP PCC reps recently wrote to Jetstar Management regarding their concerns with the RFP process to select crew hotels short listed for inspection following the recent hotel inspections completed in Bangkok and Bali.
The PCC highlighted the apparent decline and inconsistent standard of hotels that are being ‘shortlisted’ for inspection. Out of the 7 hotels that were recently inspected, only 1 was able to be recommended by the PCC and there were 2 that didn’t even meet the mandatory items stated in EA 62.3. This has meant significant time and resourcing has been spent conducting inspections on hotels that were not going to pass the inspection process.
As such the PCC outlined that it would be mutually beneficial for the PCC representatives to be consulted earlier in the RFP process and conduct a “desktop audit” (in collaboration with Jetstar and TA representatives) of the initial list of hotels who responded to the RFP prior to shortlisting hotels for inspection. This would mean that the hotels listed for inspection had been thoroughly vetted against the EA requirements and will most likely be recommended by the PCC following a physical inspection.
The PCC is ultimately seeking a more efficient selection process for all stakeholders which avoids the inspection and possible selection of hotels that do not or barely meet the EA requirements, are in isolated or undesirable locations and/or are a reduction in quality from the Incumbent hotel.
Jetstar acknowledged there was merit in PCC representatives having input prior to TA shortlisting hotels for inspection. These discussions will be ongoing.
Transport
Jetstar (and the Qantas Group) is currently exploring the potential for Uber Business to replace Cab Charge as a backup transport provider in AUS/NZ. It is intended that Hughes Transport will remain the primary transport provider.
The Jetstar Uber Trial was competed in early 2023 with pilot and cabin crew representatives and the feedback received was positive.
Contractual discussions with Uber Business are underway but no arrangements have been finalised.
International Crew Meals
An RFP for International Crew Meals was planned to be released in July this year, however this has now been deferred as there was an opportunity to align this process with the RFP for Jetstar’s internal Inflight Retail service which is being released this month.
Given that Jetstar will not be running a full RFP in the short term, Jetstar has asked its incumbent suppliers (Dnata and MileOne) to provide proposals for crew meals for the next 12 months, against its updated specifications (including increased meal variety options, AM dep Vs PM menu and increased rotations). Once a provider is chosen, the PCC reps will be involved in the updated menu design and meal testing stage.
The long-term plan (mid 2024 onwards) is for international crew meal requirements to be added into the Retail and Inflight Catering RFP. Again, the PCC will be involved in menu design and meal testing once a provider has been chosen.
Jeppesen FliteDeck Advisor
The PCC received a presentation from Paul Weatherstone and Ross Thomson on the proposed roll out of Jeppesen Flite Deck Advisor. This iPad application provides tail specific Cost index recommendations through Jeppesen proprietary Cost Index Curves derived from Jetstar provided flight data.
In essence this app calculates tail specific info based on operational history and inform pilots what is the optimal cost index to fly at for that aircraft.
Jetstar is proposing to trial Flite Deck Advisor for 3 months on Boeing aircraft however it may also be usable on the Airbus in the future. The PCC was advised that this App has already been rolled out at Qantas and typically it has resulted in 1.4 -1.7% of fuel savings.
The PCC’s position was so long as the data is deidentified it would welcome the use of the Application. The PCC noted FOQA Deed, para 5.2 (Specialist Functions) clearly envisages Flight Data being used to enhance our operations however it was also clear that this data must be deidentified in accordance with the Deed.
The PCC also reflected on the FlightPulse Application which was a previous attempt to use Flight Data to enhance Jetstar’s operation by reducing fuel burn which was never implemented as it used data that was not de identified and was easily retrieved.
The PCC has also viewed the Boeing FliteDeck Advisor Webinar. It was apparent from the briefing and Webinar that the scope of FliteDeck Advisor and the data provided by Jetstar to Jeppesen is significantly less than for the previously proposed fuel application. However, for the PCC to be comfortable that it has fulfilled its fiduciary duty to the pilots a number of questions were forwarded to Jeppesen. Jeppesen's response, in part, is below:
- "None of the data that is sent to Boeing for process is sent back to the iPads. There will be PILOT and FOCAL roles only for people on your team (Jetstar).
- These (FOCAL) roles have nothing to do with access to data. They are functional roles onlv."
Human Factors on-line course on FLS/GLS
The PCC also received a presentation from Greg Eastaway on the annual HF online training course and FLS/GLS training pilots will be required to complete.
This will form part of the 12-hour allocation for online training provided for under clause 68 of the 2019 EA.
It is expected approximately 2 hours will be allocated for this training, however this will be reviewed and assessed by the PCC representatives to determine that this time allocation is appropriate. The Training allocation master List on the JEN will then be updated accordingly.
Gold Coast Security Gate Access
The PCC raised an issue which has been brought to the AFAP’s attention from Gold Coast based pilots who have been directed by Jetstar (RFM) to complete the required course / quiz to attain gate access at this airport. Rather than creating ‘base specific’ lists, IAW EA clause 68 (online training), the PCC has agreed to:
Allocate 20 minutes annually that covers all pilots, irrespective of whether they’re in an airport that needs a security course or not. It covers everyone, and every reasonably conceivable scenario. That gives 40 mins every 2 years to renew their respective airport gate access via whatever admin/online requirement exists at their respective port.
This allocation will be updated on the master online training list which is available on JEN.
Standing PCC Agenda Items
Days in Lieu (DIL) Balance
Jetstar advised that there a still a total of 2100 outstanding DILs to be acquitted across the pilot group. See below for a further update on acquittal of DILs.
Sick Leave Pool Balance
Jetstar advised that the Sick Leave Pool is currently sitting at 578 days. The next top up of the sick leave pool will be at the anniversary of the ratification of the 2019 EA (6 December 2023).
AFAP and Jetstar Meeting
Immediately following the PCC meeting AFAP representatives met with Jetstar representatives to discuss a number of matters that are not within the remit of the PCC under the terms of the EA and are more appropriately dealt with at a union level.
A summary of the matters discussed directly between the AFAP and Jetstar are summarised below:
Compression of Turn Times
Over the last few months, the AFAP has sought examples from pilots who believe they have had turnaround times compressed below the PTS minimums (35 minutes Domestic turns) in order for the rostered or assigned duty to comply with the max FDP Limits in the FRMS (OM1 section 5). We thank those pilots who have emailed in examples / screenshots of this alleged practise.
Prior to meeting the AFAP collated and sent to Jetstar several different examples. At the meeting Tyrone advised that Jetstar Ops had investigated these examples and they had identified an anomaly in Rocade where minimum PTS had defaulted to 30 minutes which has now been corrected,
Jetstar are adamant that operations / crewing does not manipulate turn times to squeeze a tour of duty into max FDP limits. One of the major issues explained was when operations change departure times this automatically updates all airport signage for passengers, which could further exacerbate the delay. Jetstar flight ops will be issuing comms to pilots to explain this process to the pilot group.
The AFAP JPF recommendation remains as per our previous communication here.
- When signing on, Flight Crew Members (FCM’s) should review FDP limits and, if necessary, contact crewing for clarification regarding acclimatization limits.
AFAP strongly advise against extending or exercising a 'Discretionary Change to Limits' unless you are absolutely certain that both you and all other FCMs are and will be free from fatigue for the entire flight.
Cancelled accommodation Policy
Following the recent risk assessment through WH&S in relation to pilots cancelling accommodation, particularly in overseas ports, Jetstar has updated its Cancelled Accommodation Policy in the OM1. The policy now requires pilots to provide Jetstar with the contact details and the location of their own accommodation.
The policy also stipulates that pilots may not be covered by Workers Compensation schemes or Personal Accident schemes should they suffer illness or injury during the period of their cancelled accommodation. Therefore, it is recommended that pilots cancelling accommodation take out their own personal insurance to cover themselves.
Whether or not Workers Comps etc would be applicable for injury or illness suffered on a layover where a pilot was staying in their own accommodation would be determined on a case-by-case basis according to an individual’s circumstances. As scuh it is important that pilots who cancel accommodation particularly in oversea ports do so with their eyes open.
Base allocation for new hire pilots
The AFAP again raised the issue of base allocation for new hire pilots. In particular we sought to understand the process for determining which bases are allocated to new hire pilots and whether Jetstar could address the current frustration of new hire pilots being allocated a non-preferred base (i.e. Syd) only for new hire pilots on a later/subsequent course to them (i.e. more junior) being allocated a more preferred base (i.e. OOL).
This frustration has been exacerbated by new hire pilots who were able to bid in the most recent FSO process missing out on their preferred base, only to find out via anecdotal reports that those bases are still being allocated to new hire pilots on future courses. The AFAP was at pains to point out that we could not explain the logic of this to pilots who raised this issue with us directly and it was incumbent on Jetstar to explain its allocation process.
Following this meeting, we have held further discussions with Jetstar Flight Ops and they have set out a proposed Intake Base process.
Base allocation for new hire pilots will remain an open item and the AFAP will continue to advocate for a fair and transparent system at the next JPF meeting scheduled In November 2023.
In the meantime, the Company are forecasting a new allocation FSO, late October / November and Jetstar will trial the above process, which will then be reviewed post allocation with a view to addressing any unintended consequences.
Acquittal of DILS
The AFAP followed up on whether Jetstar had made any progress in developing guidelines around the taking and acquittal of DILS (see previous update), noting that there had been very little decrease in the DIL balance over the last 3 months (previous DIL balance provided to the PCC was 2128).
Tyrone advised that workforce planning had been doing significant analysis and were developing a process that would enable existing DILS to be acquitted by the end of this agreement.
We understand this will involve developing a table in the Jeppesen roster optimiser showing how many DILS could be acquitted in each cohort each roster period so that Jetstar were allowing a certain amount of DILS to be acquitted from a resourcing perspective. It is unclear whether the table would be available to pilots through JBID but our view is that it would helpful.
We also raised concern with reports that some crewing officers were still offering pilots DILS to incentivise pilots to complete a duty (i.e extend greater than one past their original sign off at home base) even though there is no provision for DILS in the new EA. Jetstar confirmed that this practice should not be occurring given the new EA does away with DILS and the objective of the business is to acquit all DILS accrued under the 2015 EA and not accrue anymore. The PCC was advised that crewing are under clear instructions from Flight Operations that DILS were no longer to be offered.
Pilots are encouraged to contact their Base Manager or the AFAP if they are offered a DIL as an incentive to perform or extend a duty as this will need to be followed up with the relevant crewing officer.
Clarity around self-removals from duty and what is and is not considered as a misconnection
Jetstar has recently taken the view that a pilot who is required to position to home base on a DDO following a fatigue removal in an outport the previous day is not entitled to a WDO (or indeed any compensation) because in this circumstance the duty has not been extended into a DDO as a result of a ‘misconnection’.
Clause 46.15.5 of the EA provides:
“Where, prior to a pilot’s Designated Day Off, their Tour of Duty extends beyond the times stipulated in the Roster Protocol as a result of misconnections, the pilot will be deemed to have worked on a Designated Day Off. In this circumstance the pilot cannot refuse to work on their Designated Day Off and one of the following payments will apply…”
Clause 9.47 states:
““Misconnections” means disruptions caused by mechanical malfunction, weather, industrial dispute, or for any reason that is beyond Jetstar’s control.”
Jetstar maintains that 46.16.5 of the EA is contained under the heading ‘Company Roster Changes’ and that these provisions provide detail on the applicable processes and entitlements when Jetstar changes a pilot’s roster at its own initiative. In Jetstar’s view a pilot reporting operationally fatigued and then required to pax on a DDO is NOT a situation in which Jetstar changed a pilot’s roster at its initiative.
The AFAP subsequently sought clarification on what scenarios Jetstar would consider to be a ‘misconnection’ for purposes of clause 46.16.5 of the EA:
- A pilot who paxes home on a DDO following non acceptance of MELs and or engineering delays impacting prior duty (i.e. PIC not accepting an aircraft due to applied MEL)? No, assuming the applied MEL was legal.
*A ‘legal MEL’ is an MEL correctly applied IAW OM7 DDG.
**Final discretion of MEL acceptance is with the PIC, IAW Criteria for Dispatch - OM7 DDG 00-03
- A pilot who paxes home on a DDO following removal from prior duty due to mid duty operational FTG (a pilot’s own operational fatigue)? No WDO payable according to Jetstar.
- A pilot who paxes home on a DDO following removal from prior duty due to mid duty operational FTG (another crew member’s operational fatigue)? Yes, Jetstar would pay a WDO.
- A pilot who paxes home on a DDO following removal from prior duty due to mid duty UFD or personal fatigue (pilot’s own UFD/personal fatigue)? No WDO payable according to Jetstar.
- A pilot who paxes home on a DDO following removal from prior duty due to mid duty UFD or personal fatigue (another crew member’s UFD/personal fatigue)? Yes, Jetstar would pay a WDO.
- A pilot who paxes home on a DDO following removal from duty due to a refusal to extend FDP (discretionary extension)? No WDO payable according to Jetstar.
- A pilot who paxes home on a DDO following removal from duty whether they had no discretion to extend? Yes, Jetstar would pay a WDO.
- A pilot who paxes home on a DDO following a medical diversion on prior duty? Yes, Jetstar would pay a WDO.
It is important that pilots understand this is Jetstar’s position and not an agreed position with the AFAP. Should one of these scenarios arise where Jetstar refuses to pay a pilot paxing home on a DDO a WDO payment the AFAP will review this on a case-by-case basis and determine whether it should be escalated under the Dispute Resolution Procedure.
Jetstar allocations and QF hold file
Following the last FSO where a number of pilots were required by Jetstar to choose between their latest FSO bid (Jetstar promotion) or remaining on the Qantas hold file, the AFAP has advocated the need for a more consistent and transparent approach around treatment of pilots on the QF hold file who are offered (or in the running) for JQ promotional opportunities. In particular we sought clarity regarding what length of service Jetstar would be seeking from a pilot allocated an upgrade prior to being released to Qantas.
Tyrone advised that this issue had been discussed at a Group level (given many pilots at subsidiary companies are also on the QF hold file) and that Jetstar would be seeking a minimum of 24 months return or service from pilots who upgrade internally prior to being released to Qantas. This is expected to be applied across all Qantas Group entitles and Qantas will also be making it clear to all applicants on the hold file that if they take an internal group opportunity, they will not be able to transfer to Qantas within 24 months.
Jetstar has committed to releasing 2 pilots a month to Qantas in order of seniority and pilots who will be released to Qantas between now and July 2024 have been notified of their likely start date. Jetstar is still waiting for Qantas to confirm the course dates for the second half of 2024 and then it will be in a position to advise Jetstar pilots on the QF hold file and not yet allocated a course when they can expect to be given a start date at Qantas based on the release rate of 2 pilot per month and their relative seniority. These pilots will not be considered for promotional opportunities at Jetstar during this time (unless their start date at Qantas is greater than 24 months away) unless they were to remove themselves from the hold file.
Selection of pilots for Queenstown flying
We are aware that the Queenstown Operations is undesirable for some pilots due to it being such a small cohort of pilots performing the flying and the limited pairings available for them to be assigned, which then adversely impacts their bid outcomes.
Currently there is no transparent process or criteria that is being applied by Jetstar to select pilots to this operation. This is causing some angst amongst pilots who have been Queenstown qualified and added to this small cohort of pilots against their will. We sought clarity around the how Jetstar was selecting pilots which Tyrone has undertaken to follow up with the training department.
Given the nature of this flying and its lack of appeal to many pilots, the AFAP’s position is that if only a small cohort of pilots will continue to be trained for Queenstown then it should be opt in in the first instance and if there is not enough pilots who opt in then pilots should be selected based on reverse seniority.
Two-way transport for Bali BOC operations – inconsistency between QF and JQ.
The AFAP has become aware that Qantas short haul pilots have the right to two-way home transport on tours of duty that conclude in a BOC return flight from Bali and Fiji into east coast ports. This is a much more practical arrangement than what is available to Jetstar pilots i.e the option is to go to an airport hotel or catch a taxi home if you are feeling too fatigued to drive.
The AFAP questioned why Jetstar pilots were treated different to Qantas pilots and why two-way transport was not being provided to Jetstar pilots in parity with Qantas.
In short, the response from Jetstar management was that the two-way transport arrangement at Qantas was a result of a FRMS directive by the Qantas Fatigue Safety Action Group (FSAG) in the response to the number of fatigue reports being submitted by Qantas pilots. And that Jetstar did not have the same occurrence of fatigue reports post BOC duties to warrant a change from the current practice of a hotel or fatigue transport.
We currently believe that fatigue transport after BOC duties into a pilot’s home base is not commonly being used due to the inconvenience of pilots having to leave their car at the airport and then collect it at later time.
If pilots are electing to drive home after a BOC duty in circumstances where it would have been preferable for fatigue mitigation, but not practical for the pilot, to utilise fatigue transport we encourage you to submit an OSCAR.
We suggest you share a copy of the OSCAR with the AFAP so we can track the data prior to following up with the company. Previous experience has shown that repeated reports highlighting a genuine safety issue is the most influential way to affect change.
COMPANY PERFORMANCE BONUS
Yesterday Jetstar announced it will be paying the Company Performance Bonus (CPB) in accordance with clause 43 of the 2019 Jetstar EA this Friday 22nd September 2023. Given this is the first CPB paid to plots since September 2019 and we have outlines below some helpful points to assist pilots with their calculation under clause 43.2 of the EA:
- JANZ corporate scorecard 2023 = 115%
- ‘Applicable annual salary’:
a) “Annual Salary” means the combination of the Base Salary and, where applicable, the allowances in clause 40.7 (Training and Checking Allowances)
b) The CPB is for the FY 22/23 and may be prorated if you have changed fleet or rank.
- WDO hours that have taken the individual above the monthly EFA trigger will be included in the CPB. Not the WDO payment, EA 40.5.
- Superannuation will be paid on the CPB, EA 43.4
- First Officer and Second officers with less than 3 years of service from 01 April 2023 will not be eligible for the CPB.
If you believe there has been an error with your CPB calculation, please email your RFM or Payroll Query in the first instance to seek a resolution. If the error is not rectified, please reach out the AFAP for assistance.
Your pilot representatives are on hand if you have any questions regarding above. Alternatively you can contact your AFAP industrial officers Deanna Cain, Pat Larkins or Andrew Molnar via email deanna@afap.org.au, patrick@afap.org.au, or andrew@afap.org.au or call (03) 9928 5737.
Regards
AFAP Jetstar Pilot Federation Committee
Darren Fielder, Jeremy MacPhail, Daniel Blakemore, Ed Greenidge, Yianni Manousaridis, Dominic Corcoran, Mark Buttel, Darren Davis, Chris Gibson, Clinton Baxter, Andrew Ward, Christopher Doyle, Christo Hailes, Paul Hogan, Raj Krishnan