Interesting topic.
To answer the original question - I have no idea what else to do instead of flying.
One thing I do know - I could never work 9-5 in an office after 25 years of Commercial flying.
I'm one of those guys who has no other qualifications on paper. I have plenty of "real world" experience but 7 years at the "Buffalo Airways School of Hard Knocks" doesn't translate very well on a CV.
The issues raised sound familiar - every Airline will have them to some degree.
Perhaps it is an alternative to manage these issues.
1) De terms and conditions die achteruit blijven hollen. Mijn salaris gaat voortdurend naar beneden. Ook het respect dat naar vliegers getoond wordt, is de laatste tijd alleen maar ver te zoeken. Ook baanzekerheid bestaat niet meer in deze sector.
My salary has gone up recently but I've lost a lot of that increase with the Euro/Dollar exchange rate. I'm making about the same gross salary as I was getting in Holland - but because there is no tax my net salary is double what I was taking home before. I've improved my financial position dramatically over the last 6 years. Anyone making a tax free salary should be able to do the same.
The new "contracts" being offered here are missing some of the benefits. New joiners have less leave than I have for example. HR made the mistake of trying to offer me one of these "contracts". I'm not afraid to stand up for myself and I'm quite prepared to walk so this time around I managed to get a number of items put back in the contract. However this is an ongoing issue.
Respect is company specific. I have to say I'm treated very well at my present job. In the East there is a big difference between Captain and F/O. I have no doubt that it is a very different job as F/O.
Job security is indeed no longer present. The best strategy imho is to ensure you have the Type Rating(s) that match the job market. Marketability is the key.
I've learned that if your Airline is going down there is nothing you can do about. You're just along for the ride. It's not a pleasant experience but I've never lost any sleep over it. I pick up the pieces and move on.
2) Vermoeidheid. Natuurlijk is dit persoonlijk, maar zodra je iedere 28 dagen meer dan 90 uur draait, gaat dit gewoon een rol spelen. Het ziet er helaas niet naar uit dat dit beter gaat worden, met de EASA kneuzen, die vanuit een 9 tot 5 baan gaan bepalen dat jij straks effe een nachtdienst van 12 uur over 6 tijdzones mag gaan draaien.
I'm also flying in excess of 90 hours/month. However it's mostly long haul on a 3 crew operation with either a bunk or 2 Business Class seats allowing for proper rest. For me personally it's better than 90 hours of multi sector shorthaul. Our flightime limitations are based on the UK Cap371 rules which are an improvement over the 16 hour/2 crew 19hour/3 crew that I had in the charter world.
3) Er wordt voortdurend flexibiliteit van jou verwacht, maar als het een keer andersom is, hoef je niets te verwachten. (inderdaad, deze maand WEER mijn aangevraagde vrije dagen niet gekregen)
My present employer is the first Airline I've ever worked for where I generally get what I ask for. Last year I got an entire month off. I help them out when I can. I fly whatever is on my roster and never request flights. The system here works quite well - you help them and they help you.
I just had a 2 week break between contracts. They offered me a one way London flight after which I was free to start my break. This gave me 2 extra days at home which was really decent of them.
4) Er wordt steeds meer macht uit handen van de gezagvoerders genomen, maar ze blijven wel verantwoordelijk.
Very true. As long as you get away with it you're clever but as soon as you don't you're stupid!
