AFAP AIC Update - VARA F100 Transfer Update
On Thursday 26 October, the AFAP AIC met with Nathan Miller (VARA Executive General Manager), in addition to representatives from VAA (Alex Scamps (General Manager, Flight Operations & Chief Pilot), Jo Glynn (General Manager, Workplace Relations), Tessa Merrick (Head of Workplace Relations) and Nev Spencer (Deputy Chief Pilot)).
The purpose of this meeting was to discuss with senior management from both VAA and VARA the ongoing concerns raised by members regarding the transfer of F100 to B737 flying and its impact on the Perth base, and also the future of the A320.
Consultation and Pilot Numbers
As members will recall, after months of consultation, a settled position between the AFAP, TWU, SALPA and the Company was finalised in August 2022. As part of the settlement, 37 F100 Captains and 30 First Officers were eligible to transfer in rank and base to the B737 due to the Charter flying transferring from the F100 being new work to the B737. In essence the crew followed the Charter work from one fleet to the other.
Any additional positions after this point in time were to be awarded via the GDOJ. As of 23 October 2023, there have been 15 B73V CPT and 4 B73V FO that have transferred. This is consistent with the increase in block hours on the B737 in the Perth base, which the AFAP closely monitor.
There are 20 B73V CPT and 9 B73V FO remaining on the F100, with the others (2 F100 CPT and 17 F100 FO) having elected to transfer to the A320, the B737 through GDOJ, or resign from VARA. Under the settlement, if an F100 CPT or FO elected for whatever reason not to take up the transfer to the B737 then the vacancy would be awarded via GDOJ.
Members will have seen 2 CPT positions awarded on 2 October and multiple FO positions awarded over the recent bid imports to the Perth base.
We highlighted in the meeting the above command positions did not represent growth in the Perth base, as they replaced Perth crew who had transferred out of the base.
In the case of the FO positions, these were replacing F100 FO’s who have not transferred to the B737 and therefore were consistent with the process under the settled position on the F100 consultation.
Following the AFAP meeting we are pleased to see 2 additional commands awarded in Perth on 16 November. Consistent with the process agreed, these 2 commands replace the 2 F100 Pilots who have elected not to transfer to the B737 and instead moved to the A320.
The commands being awarded via GDOJ represents the Company adhering to the outcome of the consultation process that saw all work transfer from the F100 to the B737 and any additional or replacement positions being awarded via GDOJ.
Future Movement of F100 Pilots
Due to the Company’s decision to retain multiple lines of flying on the F100 (as some ports are having issues with accepting the B737) some of the remaining F100 crew (approximately 11 CPTs and 10 FOs) will be required to stay on the F100 until the fleet exits the business in early 2025. As part of the ongoing VARA EA negotiations, these crew will be offered B737 pay in acknowledgment by the Company that they should have transferred to the B737, and perhaps to entice them to remain on the F100 until the end.
Two F100 direct entry FOs have joined VARA, but as they are not part of the frozen list of F100 names, they will be required to bid via GDOJ for a vacant VAA position if they chose to transfer to the B737.
Additional VAA Perth Positions
Due to the approximately 11 CPT and 10 FO required to remain on the F100 for a longer period of time (until 2025), there was a discussion around whether additional GDOJ positions should be awarded earlier.
Further we highlighted that VAA Perth based check and training positions have been created due to the transfer of flying and the addition of a Perth based simulator. As these are not all considered a full time equivalent (FTE) line flying position there is also an expectation that additional line pilot positions will be created.
The Company has taken these questions on notice and will respond accordingly.
Low Credit Hours
We raised that members are frustrated with the transfer of work to the B737 causing a change to the pairing structure of the Perth base. Charter flying is inherently half days of work, and when combined with the times of these flights, and FDP limits, this results in a higher number of duty days (morning/ afternoon shifts) which increase headcount required but don’t necessarily translate into high credit hours.
This is not ideal under a productivity pay structure, as it is resulting in the Perth base experiencing consistently low credits at roster publish comparative to other bases.
The Company committed last year to targeting an average of 69 credits hours for all resource groups during consultation and the AIC continues to press them on this matter. The EA negotiators have also put forward multiple options to the business to address the low efficiency of the charter flying as part of the ongoing EA negotiations.
Work Rule Changes
With a transfer of the F100 flying to B737, it was a term of the settlement that the AIC and FSAG must be open to VAA work rule changes in accordance with clause 17 of the EA to facilitate the charter flying. Consultation around the changes requested is ongoing.
The F100 is now down to three lines of flying and decisions/ changes will be made considering safety, operational and commercial performance for VAA, whilst also acknowledging the open VARA and VAA EA negotiations and its impact on members.
If the Charter flying is not able to be done by pilots based in Perth this will risk moving the Charter flying out of the Perth base or force the Company to seek external options to honour their contract obligations.
A further transfer of flying out of Perth will further exacerbate the reduction in credit hours, adversely impact career progression and also puts at risk the Charter flying due to higher risk of disruption of East Coast based crew making their way to the West Coast.
Any changes will be linked specifically to Charter flying in Western Australia only and these will be communicated in writing when an agreed resolution is reached by the AFAP, VAA and the TWU.
A320
There are many rumours circulating regarding the A320 and its future, and the Company stated that there is no intention for the A320 to exit the business at this stage. They also confirmed that they do not have any additional A320’s planned, and that the recruitment onto the A320 was to build the resource numbers to the level required, as it had been consistently running low on crew which was directly impacting the operation.
The A320 was not part of the F100 consultation process however the expectation is that the same process will follow if a decision is made for the A320 to also be replaced. This would mean that for the crew to transfer in rank, it would be a requirement for new work to transfer to the B737 just like the F100 process so far (rather than transferring pilots in rank based on work that would currently be flown by the B737 if the business had enough airframes). RPT routes such as PER to HBA, ADL, DRW, BME and ex E190 ports XCH and CCK would not be considered new work from VAA Pilots perspective.
Whilst the transfer of A320 pilots to the B737 is hypothetical at this stage, it was important for the AFAP VAA pilot representatives to re-affirm members expectations going forward, as there has been changes in management positions since the original consultation for the F100 fleet replacement commenced (for example Nathan Miller was not EGM of VARA during the consultation process). If any decision is made to transfer A320 pilots, a new consultation process would occur with the relevant unions at the time.
The performance capability of the B737-800 26KSFP versus the A320 (for the same passenger uplift) in hot and high operations was discussed. There are occasions where the A320 is able to uplift a greater payload at some Pilbara airports in particular conditions.
Our major competitor in WA is more than happy to emphasise this, in order to try and secure Charter work away from Virgin. Due to this, the clients are well aware of the need for the A320. Whilst the contracts do not specify a specific aircraft type, they do specify a passenger uplift expectation all year around. The Company cannot replace the A320 with B737-700’s at these ports (~180 seats v ~140 seats) and there is currently no other fleet solution at this point in time.
Summary
The AIC appreciated the Company responding to members concerns that were put to them. Whilst the discussion was robust at times and there was a lot of “what ifs” it was important for both VAA and VARA managers to understand that pilots career progression, rostering/ lifestyle and credit hours are front and centre for members.
Whilst the Charter industry is a lucrative component of the Virgin business, VAA Pilots to this point have overwhelmingly operated a regular public transport operation. As more Charter work transfers and Pilots fly a mix of RPT and Charter the added complications are not insignificant.
Your AFAP AIC and FSAG representatives will continue to monitor the fleet block hours, pairings, credits, and crew movements to ensure the Company is abiding by its agreed positions, both now and into the future.
Should you have any questions regarding the above, please feel free to contact your AFAP AIC representatives or Senior Industrial Officers Patrick Larkins or Deanna Cain at the AFAP dedicated AIC email address
virginaic@afap.org.au by posting on the VPF Forum (
https://afapvpf.discussioncommunity.com/) or by calling the AFAP office on (03) 9928 5737.
Regards,
AFAP AIC Representatives
Steve Hungerford – Chair
Shaun Rudduck – Vice-Chair
Mark Bannister – HOTAC
Patrick Larkins – AFAP Senior Legal/Industrial Officer
Deanna Cain – AFAP Senior Legal/Industrial Officer