Sep 18, 2009
Pilots of Jet Airways were not the first to engage in collective bargaining. Air India Pilots had, in fact, developed the fine art of bargaining for their rights and advantages a long time ago. Their agreements were at times peculiar with benefits like quality of hotels or travel by limousines. They were also able to control recruitment or internal training. They were declared by a court order as ‘Workmen’ and came under Workmen’s Compensation Act even though theirs were one of the highest paid jobs in India before liberalisation.
Unlike pilots, strikes by air traffic controllers, who incidentally are government employees, have not been so successful. The last strike by ATCs in India in 1999-2000 was successfully broken and they were brought under the ambit of Essential Services Maintenance Act (Esma). Air force controllers were also brought in to assist.
But the case of pilots is qualitatively different from controllers as pilots are licensed separately for each type of aircraft and one pilot cannot switch from one to another. And an air force pilot cannot fly a civil plane.
Wildcat strikes by airline unions have in some cases led to their decline. Jet is today considered the best airline in India in quality of service and punctuality. However, it takes very little to lose the benefit of public perception when pilots suddenly strike. One major factor in Air India’s decline has been the erratic behaviour of its pilots. Handling of pilots and their unions is a major HRD function. Sudden sacking of pilots can result in a strong backlash. There are many examples of the same world over and it cannot be wished away.
While the right to protest and strike is an inherent right, industrial action by crucial players in the economy harms and disrupts the economy. At any rate, the mass sick leave by 400 pilots was not justified. India is a trillion dollar, fast growing economy, and such disruptions have economic repercussions. It is, therefore, a moot point whether such a disruption can come under the Esma.
The author is chairman, International Foundation for Aviation & Development (India Chapter) and India’s former representative to ICAO
Pilots of Jet Airways were not the first to engage in collective bargaining. Air India Pilots had, in fact, developed the fine art of bargaining for their rights and advantages a long time ago. Their agreements were at times peculiar with benefits like quality of hotels or travel by limousines. They were also able to control recruitment or internal training. They were declared by a court order as ‘Workmen’ and came under Workmen’s Compensation Act even though theirs were one of the highest paid jobs in India before liberalisation.
Unlike pilots, strikes by air traffic controllers, who incidentally are government employees, have not been so successful. The last strike by ATCs in India in 1999-2000 was successfully broken and they were brought under the ambit of Essential Services Maintenance Act (Esma). Air force controllers were also brought in to assist.
But the case of pilots is qualitatively different from controllers as pilots are licensed separately for each type of aircraft and one pilot cannot switch from one to another. And an air force pilot cannot fly a civil plane.
Wildcat strikes by airline unions have in some cases led to their decline. Jet is today considered the best airline in India in quality of service and punctuality. However, it takes very little to lose the benefit of public perception when pilots suddenly strike. One major factor in Air India’s decline has been the erratic behaviour of its pilots. Handling of pilots and their unions is a major HRD function. Sudden sacking of pilots can result in a strong backlash. There are many examples of the same world over and it cannot be wished away.
While the right to protest and strike is an inherent right, industrial action by crucial players in the economy harms and disrupts the economy. At any rate, the mass sick leave by 400 pilots was not justified. India is a trillion dollar, fast growing economy, and such disruptions have economic repercussions. It is, therefore, a moot point whether such a disruption can come under the Esma.
The author is chairman, International Foundation for Aviation & Development (India Chapter) and India’s former representative to ICAO
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