Boeing 747-311 From United States of America, joined Mar 2001, 795 posts, RR: 0 Posted (8 years 1 week 5 hours ago) and read 4843 times:
Does your ailrine pay more for the FA's to work the first and business classes?
For me, before the merger with US AIrways, america west was talking about paying there FA's more to working first, becuase most of the better FA's did not want to do the service in firts, becuase it was more work.
Monkeyboi From United Kingdom, joined Oct 2004, 457 posts, RR: 3
Reply 7, posted (8 years 6 days 10 hours ago) and read 4330 times:
Quoting Boeing 747-311 (Reply 4): how does BA decide who is gonna work first or club? is it based upon senority
Yes, we choose our positions based on seniority. Seniority is considered date of joining BA (mainline) as Cabin Crew.
Not all of us are trained in FIRST though. This is a seperate training course. The wait for this course can be ten or eleven years at LHR long-haul and as little as a year or two at LGW long-haul. So sometimes, if someone has transferred LGW to LHR they will be able to work in FIRST where as a more senior crew ember (who hasn't done the FIRST course) cannot.
Positions working in Business aren't necessarily the first to go. Often, they are the last positions left (especially on the 'Hi J' 747 or on the 777). Upper deck and Business on the 'Low J' jumbo are very popular positions.
NYCAAer From United States of America, joined Jul 2004, 692 posts, RR: 3
Reply 9, posted (8 years 6 days 9 hours ago) and read 4283 times:
At American, we're paid the same to work in any of the 3 cabins. We'd all be bidding to work up front if that were the case! I like variety, and like to work everywhere. Although First on the 777 is my favorite place to be.
At CO, there are no overrides for FAs working in B/F or F/C. Only exceptions are an override for galley pay on international flights and an override if you are not a qualified ISM (international service manager) working the lead position ($2 an hour extra). ISMs get an override of $4.50 the first year and $5.50 every year after that for being "in charge". Other than that, no real pay difference for working up front.
Personally, I like working in Y/C. Just my preference.
Domestically there is no override for working up front. Just an override of $1 an hour for planes under 160 customer capacity and $2 an hour for planes with a capacity of over 160.
WNCrew From United States of America, joined Jun 2006, 1457 posts, RR: 10
Reply 11, posted (8 years 6 days 8 hours ago) and read 4196 times:
Here at WN we obviously have no class.....er I mean class[es] but the Lead F/A gets a $2/hr pay differential because they have more resposibility when it comes to the overall flight, service flow, and safety procedures.
ALL views, opinions expressed are mine ONLY and are NOT representative of those shared by Southwest Airlines Co.
Jamake1 From United States of America, joined May 2004, 1005 posts, RR: 2
Reply 12, posted (8 years 6 days 7 hours ago) and read 4157 times:
Ditto at UA. The purser gets paid more and on on 747's there are two: A chief purser and an aft purser. Chief pursers on international widebody fleets at UA tend to float around all the cabins (the aft purser stays in United Economy). On N. American flights pursers work primarily in first class. Otherwise, there's no pay differential for non-purser F/A's working F/J class cabins. (We don't even get galley pay).
EWRCabincrew From United States of America, joined May 2006, 5523 posts, RR: 56
Reply 14, posted (8 years 6 days 6 hours ago) and read 4085 times:
Quoting Boeing 747-311 (Reply 13): What exactly does the purser do that is different than the other FA's, it seems to me that he/she is like the captian of the FA's, but what exactly are there roles?
At CO, I am in charge of making sure everyone has checked in for the trip and if not, call our duty desk to let them know so we can get a replacement. I lead a briefing for the flight attendants (pilots sometimes stick around for it) as to what the passenger loads will be, service flow, specials for the flight (passengers with who need additional assistance, special meals), ensure all emergency equipment has been checked and if anything needs replacing or a discrepancy has occurred to make sure it is dealt with, ensure catering is correct and galley FAs have what they need, ensure the proper documentation is onboard (vessel reports, general declaration for the crew, entry documentation for the country we are going to and enough for the crew for the return flight back to the US and crew US customs forms), be liaison for the cockpit crew and the ground agents of anything that needs to be done (when to board, if anything need maintenance, bags to be checked, when it's ok to close the door).
When we board the aircraft I introduce myself to the B/F customer, help out with B/F boarding duties, assist in Y/C boarding, see if the FAs need anything else prior to door closure, make sure catering has gotten all our items, ensure catering has taken off what they need to take off (predeparture beverage kits for B/F, for example), let the pilots know where we are during the boarding process and, when done, help the agents close up the flight so we can go.
Upon door closure, make sure we are ready to go with the pilots, give them the customer and crew counts and what needs need to be met at our destination (how many unaccompanied minors, wheelchair assistance), let the FAs know of the passenger count, play the safety demo, compliance checks for take-off, etc..
During the flight, I have a service position, but if things go wrong with the IFE, someone (crew or customer) has an issue/question where they need to speak with the "one in charge", I am the one who deals with it. The usual things.
Upon arrival, I make sure the doors are all disarmed for arrival and the agents have what they need to have to clear the aircraft for arrival. Make sure customers who need assistance, get it.
I also provide, at some cities (like for us, TLV) the go between for crew handing making sure the crew has their passports and all documentation (like for Brazil).
This is some of what a purser/ISM does. You are the "captain" of the FAs.
It's not rocket science (though there are those who make it out to be and more), but a good ISM can handle it all and make it seem effortless (which it really is - the ones that micro-manage slay me). Once you get the hang of what needs to be done, it's all down hill. I like being an ISM. I like to make sure that all customers are comfortable and happy, as well as the crew. Sounds corny, but it works for me.
That and I like the override.
Hope it helps with your question, feel free to ask more.