22 Nov 2017


European Employee Representative Council council@eerconline.com Mr David Bonderman Ryanair Head Office Airside Business Park Swords Co Dublin 21st November 2017 Dear Mr Bonderman, In September 2017 Ryanair announced the cancellation of an extraordinary number of flights. This had a particularly negative impact on our staff and customers. The CEO took full responsibility for these problems, and some days later the COO resigned. This unleashed a series of events that have had a profound impact on the pilot body. The most significant of these events was the public disparagement of pilots by the company management and the insincere attempt to apologise for a wrong that should never have happened. The pilot body is the principle group of employees who can do most to assist the company in recovering from the fundamental errors that have been made by an out-of-touch management. We have made numerous attempts to constructively engage the company management to address the many underlying problems that are at the root of the cancellations crisis. Copies of our correspondence are attached for your information. We still await a reply to all of them. While denying receipt of these letters, management saw fit to continue to publicly denigrate us. It is unclear to us, and we can only assume it is equally unclear to the board, how this approach is going to help resolve our current crisis, or prevent similar crises in the future. We are concerned that management’s belief that all will be well after December could be dispelled when the full extent of pilot resignations becomes apparent with Spring 2018 recruitment in other airlines. Pilots work at the front line of Ryanair operations, filling the gaps in rosters and operations, and keeping the show on the road. We can say with authority that the underlying causes of the cancellation crisis are long standing, deep rooted and have been evident to pilots for many years. European Employee Representative Council The sudden onset of the current crisis, coupled with the misplaced attempts to solve it, simply confirm how out of touch management has become. Due to management’s repeated failure to meaningfully engage with pilots to solve these problems, we have no option but to raise our concerns directly with the Ryanair board. Management want to continue to dictate to pilots how we should represent ourselves. We have made clear that we will decide for ourselves how we wish to be represented. The major problems exist at two main levels – the over-arching terms that govern every pilots’ contract, and the legality of those contracts in the countries in which we are based. For that reason, we will engage with the company at a whole company level through our European Employee Representative Council (EERC) to establish a consistent and simple framework within which all pilots will be treated equitably. We will use national level representative groups to address the complexities of income tax, social insurance and employment law in the different countries in which we live and work. The management approach that got us into our current difficulties will not get us out of them. A different approach is urgently required. If the underlying issues are not addressed, pilots will continue to leave in increasing numbers, and fewer pilots will join to replace them. The company’s problems can only be addressed through constructive and meaningful dialogue. The pilot body is ready and willing to play a constructive part in such discussions. We have no wish to see these difficulties escalate to a level that could bring considerably more disruption to our passengers. Our aim is to stabilise the integrity of the flight schedules for our passengers by stabilising the employment conditions for our pilots. We respectfully request that you acknowledge receipt of this letter. We also request that you provide guidance to company management on how to constructively engage with us to resolve the many problems that lie at the root of the cancellations crisis. We can be contacted through our email address council@eerconline.com and look forward to your prompt reply. Yours Respectfully Captain Terry O’Connor On behalf of the EERC

11 Nov 2017


John said, Watch this video from Ryanairdontcare Campaign before you read this article. https://youtu.be/5TReA3M75_c I have been saying this since 2012..They,attacked my Name,Assaulted me ,fined me £thousands,Jailed me, Riducluded me and all I was doing was exposing the TRUTH. THE REAL STORY BEHIND THE RYANAIR CANCELLATIONS The political establishment are trying to gag pilots from giving evidence to a Dail Committee over the alleged unhealthy relationship that exists between the Irish Aviation Authority and Ryanair. But the pilots are back soon and will give evidence then.   Evan Cullen, the President of the Irish Airline Pilots Association was invited to address the Transport Committee on October 4th to address the underlying reasons why Ryanair had cancelled 50 flights a day, affecting the travel plans of tens of thousands of passengers. However the day before Captain Cullen was due to speak, a solicitor’s letter arrived from a firm representing Ryanair. The committee met in private and decided that, despite the letter, they would hear from IALPA. However after Captain Cullen started speaking there was an immediate kerfuffle about what he was saying and the chairperson decided that the IAA must be there to answer the charges. Captain Cullen was due to re-appear before the Transport Committee just over a week later. But 24 hours before he was due to speak the meeting was cancelled without proper explanation. The question that arises is: what are the right wing parties trying to hide? The Transport Committee is a public forum and the pilots were invited to address TDs about crucial problems in the aviation industry. It is common for the committees to meet in private session as well before hearing from invited speakers. But the authorities seem to show a distinct nervousness about their testimony. Are they nervous that the pilots’ evidence will shine a light on Ireland’s dysfunctional aviation regulatory system? Or might it help explain why Ryanair cancelled flights that affect up to 700,000 bookings. THE IRISH AVIATION AUTHORITY The IAA is a state agency with a dual mandate. These two mandates are directly in conflict with each other. 1. It is charged with the regulation of safety and security. 2. It also has a for-profit mandate based on charges for inspecting airlines. As part of its commercial mandate, the IAA oversees 14 air operators, the largest of which is Ryanair, with over 400 planes. It also holds a register for aircraft which are operated by airlines in countries other than Ireland. This unusual activity is closely related to Ireland’s role as a tax haven for the aircraft leasing industry. In technical terms, the IAA is an Aeronautical Service Provider which means that it is an organisation that provides the service of managing the aircraft in flight or on the manoeuvring area. It provides Air Traffic Control in Irish Airspace and, in conjunction with the British NATS, controls North Atlantic traffic. The IAA derives charges from these activities and in 2016 recorded a profit of €39,490,000 and paid its CEO, Eamonn Brennan a salary package of €344,000. However at the same time as developing a partnership-for-profit relationship with airline operators, the IAA is also supposed to monitor their activities for security and safety. The same CEO and the same board that derives income from services to key operators are also supposed to monitor the safety record of those same operators. With one airline in particular, it appears to have an uncritical relationship. RYANAIR Ryanair operates a most peculiar model for hiring pilots. Pilots are asked to join into companies which are registered in Ireland. The pilots did not form these companies. These companies then contract out their ‘services’ to pilot employment agencies, Brookfield International Aviation and McGinley Aviation. The pilots are required to choose a firm of particular Irish accountants who set up the service companies of which the pilots become directors but minority shareholders. After being contracted to Brookfield International Aviation or McGinley Aviation, the pilots are contracted to Ryanair. About half of Ryanair’s 4,200 pilots come through these agencies. The airline pays the agencies based on block (flying) hours scheduled by Ryanair. The agencies offered to pay the pilots in any bank account outside the UK. The pilots’ contract also means that they are responsible for tax and social charges. This system allowed Ryanair to pay pilots only for hours scheduled by Ryanair. Ryanair does not have to pay welfare payments, holiday pay, maternity pay or sick pay for these pilots. A court case in Britain in 2013[1] heard that this was an elaborate mechanism to allow Ryanair to avoid giving pilots some of the protections of employment law. The pilots’ contract designated them specifically as ‘self employed’ and they are in breach of their contract if they reveal any confidential information about Ryanair. This form of employment is illegal in many EU countries. A form of bogus self employment to evade protections that should cover workers rights. The use of Irish limited companies to employ pilots based in the UK and elsewhere has led to pilots with limited experience of the tax or social obligations of a company falling foul of different jurisdictions fraud investigators. In Germany and the UK raids were staged on the offices of both Brookfield and McGinley in an effort to find evidence of tax evasion. Seven weeks after these raids, Ryanair changed tack and began to use a new firm, BlueSky Resources Ltd, to hire German pilots. BlueSky Ltd will reportedly employ pilots who fly Ryanair aircraft on five-year contracts, deducting income tax at source. The pilots who are based in Germany will pay German social welfare contributions. The status of pilots in other countries remains to be seen. The overall result is that a considerable proportion of Ryanair pilots are in a vulnerable, precarious position where there is considerable uncertainty about their current tax and social insurance compliance, and little certainty about their future careers – particularly if they join a union or seek better pay. THE PRESSURE ZONE Ryanair have used this situation to subject many of these pilots to pressure – and the IAA has turned a blind eye. Here are some of its practices. Fuel Loads: Ryanair set up a system to benchmark pilots against each other on their use of fuel. A twenty page table was produced with the pilots’ names, base, fuel burn, fuel target and percentage of use above or below the target. The effect was like reading out school scores of children to pressurise them into competing with each other. Pilots who were on precarious self–employed contracts felt the most pressure. At a later stage Ryanair modified its system but pilots are informed when they burn more fuel than their targets and whether or not they are in the group that is considered to be burning too much. Pilot Hours: Pilots are only supposed to fly 900 hours in any one year due to safety concerns that might result from fatigue. But Ryanair and Aer Lingus calculated these hours from the year as starting April 1st rather than the calendar year from January 1st. This allowed them to get the maximum number of hours out of pilots during the busy summer season rather than spread evenly across the full year as required to minimise cumulative fatigue. This caused difficulties when pilots transferred to another airline – as they had used up their legal quota of hours with Ryanair, using a different calendar year to their new employer. They also had a tendency to greater use of 5/3 rosters – five days on three days off rather than 5/4 rosters in bases where pilots did not accept the base deals offered by Ryanair. Sickness record Meetings: Brookfield International Aviation International convenes regular meetings with pilots to discuss their sick leave record in the preceding six to 12 months. These meetings are attended by Ryanair managers. Pilots reported feeling intimidated before and after such meetings. There is therefore a danger of pilots not declaring themselves unfit to fly from the fear induced by these meetings. COLLUSION BY IAA Some of the above points can have implications for aircraft safety. If a pilot is worried that Revenue authorities are investigating their tax affairs, this adds to stress. If a pilot feels pressure to reduce use of fuel, this has potential safety implications in certain circumstances. If a pilot is flying the maximum number of hours in summer and then goes on to a different company for the remainder of that calendar year, this had potential implications for safety. If a pilot has a fear of reporting themselves unfit for flying, this has potential implications for safety. Despite this the IAA, which is supposed to be the safety regulator, has systematically avoided addressing these issues. · The IAA has delayed responding to pilot organisations when they have raised safety concerns. In the words of the Ryanair Pilot Group, their interactions with the IAA have been described as ‘aggressive, dismissive, unprofessional’ and bizarre. · They have not properly dealt with repeated compliance failures on Flight Time Limitations. · They have not dealt with complaints that crews encountered working days of up to 15 and half hours duration. · The IAA was the only regulator in Europe to allow Ryanair and Aer Lingus to calculate their 900 hour limit from April 1st. The EU regulation that it should be calculated from Jan to Dec was meant to be enforced in July 2008. This was confirmed in Flight Time Limitations’ legislation (Reg. 83/2014), which entered into force on 18 Feb. 2014 and applies since 18 Feb. 2016. · The IAA has known that Ryanair used a benchmark system on fuel usage that could pressurise pilots but despite potential safety implications did not stop them. · The IAA has not intervened to deal with possible issues on the mental well being of pilots that arise from raids by German police and tax authorities on four Ryanair bases · Unlike the British safety regulator, the IAA has not given clear and precise answers in a timely fashion to a query on carrying undocumented bags. The query arose because a Captain was disciplined for refusing to carry such bags. · The IAA has not dealt with the implications of paying pilots for ‘scheduled block hours’. They have not examined the consequences of pilots reporting for work when unfit either from fear of punishment or not having sufficient funds at the end of the month. · The IAA has not addressed the implications of a London School of Economics report on Airline Safety Culture. This found that: 1) pilots of self-employed, temporary contracts report significantly lower safety scores than those on direct contracts. 2) That only 57% of pilots on low cost airlines considered that safety related reports are treated in a just and fair manner 3) That 76% of pilots on low cost airlines are often tired at work but that only 42% would make a fatigue report. DEPARTMENT OF TRANSPORT Under the IAA Act 1993 the Minister of Transport was legally obliged to ‘appoint a person to carry out an examination of the performance by the company (IAA) of its function in so far as they relate to the application of technical and safety standards’ Despite a legal obligation to conduct these examinations every three years, no examinations were conducted in 2007, 2010 and 2013. Following repeated requests from the pilots union, IALPA, to comply with the law, an examination was conducted in 2014. The full body of this report has not been made available to the public, and was only made available to the pilots association following lengthy and unnecessary challenges through the Data Protection Commissioner. The Minister for Transport has also been made aware of the fuel league tables used by Ryanair but has not instructed the IAA to stop this practice. REVENUE COMMISSIONERS Pilots who question the practice of being contracted to work on a self employed/sole trader basis have been informed that this practice is approved by Irish Revenue. They have no power to change the system and are given it on a ‘take it or leave it’ basis. This is despite the fact that these pilots are not free to genuinely subcontract their work and all statutory training and checking is provided by the airline. CONCLUSION Irish law is being used by Ryanair to set up a precarious system of questionable self employment which has led to investigations by other countries. There is ‘light touch’ regulation in the Irish aviation industry, which works to the detriment of workers in that industry. . It even showed up in how passengers were treated after Ryanair cancelled flights. The Irish body that is meant to regulate for passengers rights , the Civil Aviation Authority (CAR) actually supported the actions that Ryanair took. It was only when the British equivalent threatened the company with court action that Ryanair agreed they would reroute passengers on other airlines. The Irish Authority said little about how Ryanair were treating passengers whose flights were cancelled or about their rights to be re-routed on other airlines. The chickens are now coming home to roost as some pilots either desert Ryanair or do not sign up for their precarious model of employment. This is the real story that lies behind Ryanair flight cancellations. It is one that the establishment and a quiescent media want to hide. The next scandal may well be revelations of why these details have been so well hidden.

2 Nov 2017


ACE (31): no deal / no negotiation AGP (94): no deal / no negotiation AHO (10): (Summer only base) ALC (83): no deal / no negotiation ATH (42): no deal / negotiation rejected by Ryanair BCN (125): no deal / no negotiation BDS (10): no deal / no negotiation BFS (21): YES deal BGY (166): no deal / no negotiation BHX (42): no deal / no negotiation BLQ (73): no deal/ no negotiation BOH (10): YES deal BOJ (0): (Base not open) BRE (31): BRI (21): no deal / no negotiation BRS (42): no deal / no negotiation BRU (52): no deal / no negotiation BTS (10): BUD (31): CAG (21): no deal / no negotiation CFU (10): (Summer only base) CGN (31): no deal / no negotiation CHQ (10): (Summer only base) CIA (83): no deal / no negotiation CRL (125): no deal / no negotiation CTA (31): no deal / no negotiation DUB (24): no deal / no negotiation EDI (73): voted / deal refused / negotiation rejected by Ryanair / position may change EIN (31): no deal / no negotiation EMA (94): no deal / no negotiation FAO (73): no deal / no negotiation FCO (31): no deal / no negotiation FEZ (21): no deal / no negotiation FKB (21): voted / deal refused / position may change FMM (10): FRA (73): voted / deal refused GDN (21): YES deal GLA (21): voted / deal refused GOT (10): GRO (42): no deal / no negotiation HAM (21): no deal / no negotiation HHN (62): no deal / no negotiation IBZ (10): no deal / no negotiation (Summer only base) KRK (31): No negotiation as yet KUN (52): LBA (31): no deal / no negotiation LIS (42): no deal / no negotiation LPA (42): no deal / no negotiation LPL (42): no deal / no negotiation LTN (42): no deal / no negotiation MAD (125): voted / deal refused MAN (94): no deal / no negotiation MLA (42): No negotiation as yet MXP (21): no deal / no negotiation NAP (21): voted and deal refused NRN (62). no deal / no negotiation NUE (21): no deal / no negotiation NYO (42): no deal / no negotiation OPO (83): no deal /no negotiation ORK (21): no deal / no negotiation OTP (31): voted / deal refused / negotiation rejected by Ryanair PDL (10): no deal / no negotiation PFO (21): PIK (73): YES deal PMI (73): no deal / no negotiation PMO (42): no deal / no negotiation POZ (0): (Base not open) PRG (21): no deal / no negotiation PSA (73): no deal / no negotiation PSR (42): voted / deal refused RAK (21): SCQ (10): no deal / no negotiation SKG (21): SNN (21): no deal / no negotiation SOF (31): STN (447): voted / deal refused SUF (10): YES deal SVQ (21): no deal / no negotiation SXF (94): no deal / no negotiation TFS (42): no deal / no negotiation TPS (31): no deal / no negotiation (Summer only base) TSR (10): VLC (42): no deal / no negotiation VNO (21): WMI (31): WRO (42): no deal / no negotiation ZAD (10): (Summer only base) *59 united bases* *Estimated 336 aircraft in united bases* *Estimated 3494 pilots in united bases* Notes: •EDI & FKB status' updated but not included in "united bases". Further clarification on base's stance required. •MLA status 'no negotiations yet', expecting update. •KRK & MLA status' not counted as "united bases" •Pilot numbers estimated on 5.2 crews per aircraft basis.

31 Oct 2017


The 2023 Rugby World Cup Bid from Ireland could be over. Emails regarding Ryanair landed on the Rugby Governing Bodies table last month from Ryanairdontcare Campaign. We can now confirm the former communications manager at Ryanair "Stephen McNamara" left Ryanair in 2012 over a cloud.His new employee the Irish Rugby Football Union will be made aware of his past. Irish rugby chairman, Philip Browne think you need to ask Stephen McNamara to resign one thinks.
Thanks P.

26 Oct 2017

Discountpreise bei Ryanair Billig auf Kosten der Mitarbeiter

Discount rates at Ryanair Cheap at the expense of the staff exploitation. TV report of Ryanair cabin crew training and recruitment in Hahn Training Centre exposed in Germany. https://www.zdf.de/politik/frontal-21/ryanair-billig-auf-kosten-der-mitarbeiter-100.html egories AZ Live TV missed the program search My ZDF You are here: zdf.de politics Frontal 21 Frontal 21, October 24, 2017 Frontal21 Discount rates at Ryanair Cheap at the expense of the staff 0:00 Politics | Frontal 21 - discount prices at Ryanair "The cheapest way to explore Europe" - with this promise the Irish low-cost airline Ryanair advertises on its website. However, numerous flight cancellations are damaging to the success story. Your post:7 min Date:24/10/2017 from: Frontal 21 of October 24, 2017 Availability: Video available until 24.10.2018, 21:00 The Irish low-cost airline Ryanair has become Europe's largest airline with a simple recipe: punctual landings, spartan facilities and cheap tickets. This strategy has paid off for the self-employed market leader for low-cost flights in Europe. The company recorded a profit of 1.3 billion euros last year. But the image has recently suffered. In September the low-cost airline had to cancel 2,100 flights. 400,000 customers in Europe were affected. Ryanair CEO Michael O'Leary cited as the reason the too fast growth of the airline and a failed vacation planning with the pilots. He tried to calm down, "Was this the best day in the history of Ryanair, no, did we build crap, yes, damn our reputation and apologize? Cheap airline Ryanair is supposed to employ flight attendants illegally But after research from Frontal 21 and WELT , Ryanair still has completely different problems. According to the opinion of recognized labor lawyers, the airline is concerned about its 700 flight attendants stationed in Germany at unlawful conditions. The editors have about 50 pages of contracts and company-internal memos. In this case, for example, the cabin crew must accept unrestricted unpaid leave of absence. Moreover, employees may be terminated at any time without giving reasons. This is how Enrico Ursi, flight attendant at Ryanair. Ursi is an Italian, 33 years old, married, he has two children and lives with his family in southern Germany. According to his employment contract, his home base is Baden-Baden. Although he has lived in Germany for five years, Ryanair insists that his employment contract is subject to Irish law. This has consequences for Ursi. The notice period is a maximum of eight weeks, he must take unpaid leave of absence and accept a confidentiality agreement with the Ryanair medical officer. Ursi is convinced after several years with Ryanair: We are the new modern slaves. The contracts, the payment, the lack of support, the conditions, the costs - I do not think that one can do with dignity. Enrico Ursi, flight attendant at Ryanair German labor lawyers are sure that the design of the contract at Ryanair is illegal. "Those who work permanently in Germany will not be able to agree on a foreign labor law in the employment contract that underpins compulsory employee protection under German law," says the well-known employment lawyer Peter Schüren, professor at the University of Münster, who has analyzed the Ryanair contracts Formulations in the employment contracts of the flight attendants are not compatible with German labor law. Ryanair defends the design of his employment contracts and refers to Irish labor law. Finally, the flight attendants would work mainly in the air and there in Irish airplanes. As far as Ryanair knew, there were no differences between Irish and German labor law, except for the legally prescribed maximum probationary period. In Ireland, this amounts to twelve, in Germany only six months. The company acknowledges that it has adapted the Irish contracts to German law, but only in one respect. The company "... no other differences, but we have asked the speakers of the German pilots to name other differences, and we will include them in our contracts." Basically, the company shares with: In the case of disputes, German labor courts would be competent Bremen's law professor Wolfgang Däubler has analyzed the Ryanair contracts on behalf of the Bundestag's Left Group. He also concludes that the Irish airline does not comply with European law. The left-wing politician, Klaus Ernst, is calling for the creation of social and air-port licensing requirements for airlines. "There are exploitation agreements, then there are worse exploitation agreements and then the contracts of Ryanair come," says Ernst. "I have never seen such a treaty that violates the rights of the employed, in such a way that one can really talk about brutal exploitation," said Ernst against ZDF. The Federal Ministry of Labor does not wish to comment on the specific case, but makes it clear: "If the rights of employees are to be denied to them under international private law, this is unacceptable." In mid-September 2017, for example, the European Court of Justice ruled on such Ryanair contracts in Belgium. Ryanair's staff executive, Eddie Wilson, commented on the court's decision in a press release saying, "We do not believe that this affects the contracts of our Irish employees in any way." The longtime Ryanair flight attendant Enrico Ursi does not want to accept this. Also because he earned in his job only about 1000 euros net a month. "With this job I do not have the rounds. Payday, that is to say for me: take the money and pay directly the bills with it. "The euphoria for the Traumberuf flight attendant has now gone by with him.


John said, Ryanair have two Irish companies set up in Ireland to scour the internet for wanabe cabin crew.Crewlink Ireland and Dalmac/Workforce International who target mostly young Eastern Europeans who are willing to work for €10 a flight which is hard to believe but so true. A cabin crew training fee of €2,999 with a €700 accommodation fee must be agreed to be paid by these students.A few years ago a Irish back loan would cover this cost but hard work by Ryanairdontcare Campaign's John Foley put a stop to this. Let us look at the smaller company Dalmac in Rush Ireland. It is run by a lady called Ann McCrudden
Ann started off business in the 90's with language with a company called Fingal Language Institute of Main Street,Rush in Dublin which teaches students the English language.In 2004 she set up a company call Dalmac/Workforce International which was guided by Ryanair to recruit and training wanabe cabin crew for Ryanair.The idea was to recruit as many young cabin crew as possible for Ryanair,give them a bogus probationary contract,charge them a training fee and in no time put in place discrepancies so that these students could be Terminated.Ann McCrudden new the Irish employment law was a joke and these terminated cabin crew under 12 months had no rights whatsoever.With most working away from their families they simply went back home after Termination. In simple terms thousands got recruited with thousands being terminated.The more McCrudden could recruit the more could be Terminated, it was that simple. With 2,000+ Ryanair cabin crew on her books at any one time it became very lucrative indeed. The cabin crew training consisted of a 6 week study in their school in Rush with a class avarage capacity of 40 students.Many course's would overlap as McCrudden would be inundated with Eastern Europeans wanting to work.All paying €3,000 training fee x 40 = €120,000 and a fee of €700 for accommodation =€28,000. I have lost count of how many times I did a protests outside their training centre in Rush Ireland to make young people aware of the recruitment scam ,but at the begining of my campaign it was important to show Ann McCrudden I new her game plan and would target this plan of hers. I remember one time I paid a visit to her cabin crew training centre in Rush Ireland,I will never forget this day and how serious local businesses and people became soon as they new I was in the village.Rush is a little village 40 minute bus ride from Dublin and 10 minutes from skerries.The main street going through the village has about 15 shops,one post office,one coffee shop (owned by McCrudden ) and one Irish Bank. Dalmac/Workforce International cabin crew training centre is at the top of Main Street next to a coffee shop which is owned by McCrudden.This is very busy when the training takes place as it is the place to eat for students.In total McCrudden owns three large buildings here all used by cabin crew students. I posted information over the internet of all my planned protests as a way in gaining high ranking on Google,so they new I was coming. I walk up main street giving out leaflets about Ryanair recruitment and walked into their post office and was told to leave, next stop was the Irish Bank who gave out the €3,000 Ryanair cabin crew training loan ,they also asked me to leave so up main street I went. Just got outside the cabin crew training centre placing my banner on the side walk then this happened. https://m.youtube.com/watch?t=28s&v=07glwX5eJCY I called the police made a complaint and travelled back to Skerries Ireland to give a police statement,to this day never been told wHo this person was. At first I thought it was a worker at Dalmac/Workforce International trying intimidation on me which did not work. As I pointed out at the beginning a accommodation fee of €700 is paid for by every recruited student for a 6 week stay in Rush.No hotels so these students stay with villages who make a lot of money out of Ryanair cabin crew recruitment.So 40 students every 6 weeks paying €700each = €28,000 in accommodation to village's TIME TO INTINIDATED ME RIGHT.. You may ask how do I know this,well on the notice board outside the Dalmac/Workforce International cabin crew training centre was a list of 50 plus houses available for accommodation.€242,000 a year in accommodation alone to villages is a nice little earner.No wonder Rush villages don't like me. Ann McCrudden has become a very rich lady (millionaire) indeed from the high numbers of cabin crew she has recruited for Ryanair,not only from training fees ,coffee shop but the hourly rate of pay paid to her recruited students by Ryanair she gets a massive cut. The hourly rate of pay paid to these Pilot and cabin crew contractors by Ryanair is multi €millions with an average of 50% going to McCrudden, Michael O'Leary and David Bonderman. It is called a RECRUITMENT SCAM which my 18 year old daughter fell foul too. While we all want cheap fares, do we really want them on the back of crew members working for as little as €10 a flight and recruited for the sole purpose of Terminated by Ann McCrudden? .... You can see my blog post from 2015 which gives more details about Ryanair and Ann McCrudden. http://ryanairdontcarecrew.blogspot.co.uk/2015/07/ryanair-dalmac-cabin-crew-recruitment.html

22 Oct 2017


Ryanair's 23 year former chief financial officer and Michael O'Leary's friend Howard Millar of Aviation Leasing Company Stellwagen Group being investigated in courts in USA.With €billions involved. Looks like many former Ryanair employees up to their kneck in corrupt dealings.Would not surprise me if Ryanair are involved in these aircraft leasing deals.


Scum bag Alart, Declan Dooney Michael O'leary's mate is hated so much by Ryanair Pilots.They all remember him at Brookfield Aviation the Ryanair agent for bogus Ryanair contracts and very much involved in pilot exploitation.He also did time at Excel Aviation still involved in recruitment for Ryanair. Now he lands himself a role as CEO of Simtech doing pilot A 320 Type Rating Courses and much more earning € Thousands a time from Ryanair pilots who then get offered Bogus Pilot contracts. From his website, Declan joined Simtech as the new Chief Executive Officer in 2017. Previously, Declan was the Managing Director of Excel Aviation, an international recruitment and employment agency supplying personnel to mainly the aviation sector. Prior to Excel Aviation, Declan served as the Commercial Manager for Brookfield Aviation International. During his time there, he was responsible for the management and growing of a pool of contract pilots operating with Ryanair from 120 to 2000.

20 Oct 2017

Stansted Ryanair Pilots voted 69% against 39% for on a 91% turnout.

Ryanair Pilots at their main UK base Stansted Airport have rejected the increased pay offer from Ryanair's Michael O'Leary. Michael O'Leary was sure pilots at their main base would exept this, HOW WRONG IS HE. Pilots are professionals and being exploited for years by Ryanair has taken its toll. Stansted Ryanair Pilots voted 69% against 39% for on a 91% turnout. Wonder what the two muppets below will do next.