Monarch winter recruitment...

[Falling_Penguin]

I have seen that Monarch are showing +ve on pilotjobsnetwork.com - can anyone currently working for them give any info on numbers being sought - and for which fleet?

What is the starting pay? - i realise you are just coming to the end of negotiations on this, but ballpark would be good. Any other info, all the usual stuff, average rosters, bases etc would be a bonus.

Thank you

FP.

[DownloadDog]

Was accepted in to their Holding Pool a while ago...

They are looking to start training new recruits early next year. There are vacancies at all bases and for all types.

Basic pay is about c. £42k and £2.64/hr flying pay (goes up to £3.02 for an over night stop)

The A320s out of MAN are working very hard (approx 8-900 hrs a year), other fleets aren't working as hard.

This was all mentioned in the interview, although there is a pay dispute going on, not sure if it's been resolved yet.

PM for more details.

[Flying Torquewrench]

As mentioned on PPJN looking to hire approx. 50 new pilots. However the company has been advertising in Flight International a couple of months ago. So i don't know how many people are in the holding pool at the moment.

There is a ballot on the latest company pay offer as we speak.

[longarm]

Basic for F/O will start at £44796 if this years pay offer is accepted by the workforce. Duty rate is £2.64 for day flight and £3.16 for night stops.

[what_goes_up]

Duty rate is £2.64 for day flight and £3.16 for night stops.

Is that flight pay (per block hour) or duty pay (from check-in to check-out)?

TKS for clarification

W_G_U

[qwertyuiop]

Its duty hour.

[757_Driver]

can you request a base? or do you get what you're given?

What does a 757 roster out of LGW look like? an is there much repoisitioning in the back of a taxi?

[qwertyuiop]

From what I hear, the requirements are ;

A320. LGW, LTN, BHX and MAN. A hard working fleet doing most of the schedules and with the 330 to look forward to.

B757. LGW and MAN only. A hard word working summer fleet at LGW with lots of night flights. 767 takes a couple of years.

A300. LGW and MAN only. Still lots of debate as to whether they will be around for long so may not be offered. Short of F/O's at the moment for reason just mentioned. Good if you can get it.

B787. Prepare for lots of backstabing and tantrums!


Not too much positioning in taxis if LGW or MAN based.

[Catabolic IBS]

What are the requirements and expected time to command on the Airbus and Boeing Fleet? Which is the more popular? What is the roster like?

[RED WINGS]

Has anyone in the holding pool been offered a position within the last 6 months at all?

[nilcostoptionmyass]

757 driver, lots of positioning in taxi's everywhere with monarch, expect minimum days off rostered, constant plot changes, mornings to nights followed by taxi's across the country.

[HmmmgoodOJ]

I'm in the pool, was interviewed a couple of months ago.

[bleeds off]

May I ask you if you are 75 rated ?
Bleeds:)

[HmmmgoodOJ]

No, neither 757 nor A320.

Total 2550 hours, mainly heavy jet and T/Prop

[bleeds off]

Thanks for that
bleeds

[tubby linton]

I believe it is going to be 10 f/o's on the A300 this winter.This is to cover promotions and equalise capt/fo numbers.A lot of the captains have to fly in the rhs at the moment.Quite what the company intends to do with this fleet remains a mystery even to them.You do not work hard and flights sometimes resemble an airborne base check,but it keeps you on your toes!

[fratr]

Hi can you tell me how quickly you got a response after your interview?

fratr

[757_Driver]

anyone from MON care to clarify this discrepancy!

757 driver, lots of positioning in taxi's everywhere with monarch, expect minimum days off rostered, constant plot changes, mornings to nights followed by taxi's across the country.


Not too much positioning in taxis if LGW or MAN based.

:hmm::hmm:

[tubby linton]

Some 757 pilots are based at LTN and it is them who do lots of taxiing!

[Easy Ryder]

I'm 320 at LGW and almost half my flts this summer have been outta LTN via taxi.

[757_Driver]

still intrigued - these questions relate ONLY to 757 @ LGW, any feedback would be appreciated:

Lots of night flights has been said - what sort? what length sectors?

How many days off per roster?

whats the standby arrangements - how close do you need to live - do you get called in often, or do stanbys change to dutys a few days before?

Average take home for year 1 FO? 45K p.a and 2.60 odd per hour I'm guessing just under 3 grand?

What sort of program does the 757 have? is it all greece and egypt, or a good mix of short and medium sectors?

Any / many overnights, if so where and how long (trips or min rest?)

I see ppjn has a pay scale from 42 to 56 (obviously subject to the new pay deal) - how many years is that? and what does the SO pay scale on PPJN relate to?

Any other info would be much appreciated.

[qwertyuiop]

757 driver I will try again for you.

757 at LGW is a hard worked fleet.

Night flights at the momentare usually to Greece/Turkey islands (KOS, CFU, DLM etc) or Spain (IBZ,AGP).
8 days off a month. (Soon to become 10 if pay deal accepted).

On sby's you have to be in the crew room 2 hours after call. (A few live many miles away and use local B&Bs to meet 2 hour requirement). At present I get called in on most standbys but over the quiter months this becomes much less often. Most of the changes to sbys are 1 or 2 days before duty but a few are on the day.

Most of the summer flights do go east but there are still plenty of spanish flights.

I dont have pay scales in front of me so hopefully somebody else will answer that.

Nights away are mostly to cover EDI flying (no crews based there) and is normally 4 or 5 days away. This is not something you will do much of. Most (95%) of your flying will be out and back from LGW. As I said before, not much taxi time.

[Bealzebub]

It is a bit difficult to answer because rosters vary so much from one person to the next. Obviously peak season summer rosters are busy and subject to change. Some people will have leave and requested days off which will make the rosters of those who don't even busier. However broadly speaking if you are a 757 only pilot ( some are mixed fleet 757/767 ) at LGW you can expect a summer season that might typically involve flight cycles that rotate through a full 24 hour spectrum. Night flights will involve round trips to Spain, Greece and Turkey. Long round trips to Egypt are (FTL restrictions) normally day flights, but you can expect these to be on a roster as well. Day flights will include scheduled service flights to Spain/Canaries and Portugal as well as charter flights to Spain, Italy, Canaries, Greek islands, Cyprus and Egypt.

You can expect 8 to 10 days off typically in pairs with occaisional single days and the odd (very odd) 3 day run of days off.

There will be some flying from other bases and that might include nightstops at those bases, but the majority of flying for LGW based pilots will be as described above.

In winter there tends to be more days off and many more standbys. There is also more ad-hoc flying ( football charters etc.) that may or may not involve nightstops. The scheduled flying continues, however the charter flights tend to be to the further (sunnier) destinations. Expect longer sectors with the flights to Egypt, Gambia, Canaries etc. After mid December, weekend ski flights will also figure in the programme.

There is some "jam" in the 757 winter programme, that varies from year to year. This might include some overseas contracts, a few long haul charters, and even 3 week plus "Around the world flights". However this type of flying is not sufficiently common to figure significantly in most programmes. Nevertheless it is there from time to time and does add a bit of variety to some winter programmes.

For Standby, you have to reside at a contactable address that is within a maximum 90 minutes travelling time of your assigned base. You will be called out on a significant number of occaisions and you will also be subject to a significant number of standby conversions into duties prior to the date concerned. Standbys aside you will also ( particularly in the summer ) be subject to changes to your planned roster that mean that the programme you do may be very different to the one that was planned when the roster was produced.

Take home pay obviously depends on your own tax situation and I will leave it to someone better qualified to answer what might be typical in the situation you describe. Flight allowances again vary from person to person, but at LGW on the 757 you are probably looking at around £ 4000 PA, with some variations.

[Joe le Taxi]

Thx to Bealzebub and qwerty. Would you mind if I butt in with a couple of questions?..

Thats £4000 all in as an FO on the present pay scale presumably?

On average, how many trips into work are required per month?

Due to seasonal demand, is work available for just the peak seasons (I vaguely recall a deal with one of the charters where you could work 50% of the year for 75% of the pay, or something)?

How does BHX fare for rostering/taxis/upgrade times etc? That 18 month upgrade time might stir me to apply - I guess that would only be on the 320 fleet?

I there full ID travel with other airlines (BA, VS etc)?

Cheers

[Bealzebub]

Joe,

That figure of £4000 PA was meant to be a broad brush example of the flight allowances that a typical LGW 757 (only) pilot might expect.

Again it is hard to say how many trips into work may be required in a month. For me it is 17 this month and a currently planned 14 next month. In Winter it is far less. The increasing number of year round scheduled flights will likely raise the low season average.

Seasonal working of the type you descibe is not currently offered.

There are staff travel concessions with other airlines subject to service requirements. You normally have to have been continously employed for 12 months (6 in a few cases), however it is normally subject to individual applications and if it is for the purpose of commuting almost certainly a non-starter.

[Joe le Taxi]

but at LGW on the 757 you are probably looking at around £ 4000 PA, with some variations.

Oops sorry, a case of reading what I wanted to see, (I thought 4000PM pay inc allowances), not 4000 PA (just allowances). Oh well.

Having always had long commutes to work (long-haul), I personally wouldn't dream of living more than 40 minutes away from work, esp with that many trips. I presently lack any staff travel so it just would be nice not to pay BA full whack x 4 for our annual long haul holiday.

So all in all, a bit disappointing, but if that 18 months command stands, maybe I'll fill in the form and go for a chat.

[qwertyuiop]

18 months to command for somebody soon to join is not (in my opinion) likely. I have heard we may have some F/O's who are in for a very early promotion this year but that is due to a very large number of low hour pilots taken on over the last few years. Give them another 2 years and they will have the required hours.

[757_Driver]

thanks for all that info qwerty. All sounds pretty good to me.

[HmmmgoodOJ]

In answer to the earlier question I had my interview on a Weds, letter arrived Friday.

OJ

[zino]

hey there,

i m currently working for an austrian regional carrier as an fo on f70/100, and i m looking for a new challange.
is there anyone who can give me a few hints how to prep for an interview (books etc).

thankx,

zino

[nilcostoptionmyass]

Zino, if you have a licence, medical etc, ur in, forget aerodynamics, perf A etc, its bums in seats mate.

Agree with whats been said, lots of flights a month in the summer, 15 - 17 trips to work.

18 months to command -- not a chance in hell.

£4k a month for an f/o ? gross ? NET £2600 inc flight pay.

Rarely does your roster look anything like what you actually do.

Dont be sold on the night stops, few and very far between.

All in all, if your already qualified, your better off at Easyland.

[Field In Sight]

Agree with nilcostoptionmyass.

Just got my pay packet, exactly £2600.

I do hope there aren't F/O's regularly getting 4 grand a month, I won't be a happy bunny :(


However my rosters have been reasonably stable recently. I more or less only do scheduled on the bus though.


FIS

[teamilk&sugar]

18 months to command...?

...don't think so.

Besides, what makes you think you will be suitable and pass a course even if it did only take 18 months?!

[Joe le Taxi]

18 months is quoted on PPJN.

No I couldn't be sure of being selected, but some chance is better then no chance. Its academic anyway, as 2600 PM is too low for me, and 15 trips PM is too high for me, compared to my present.

[757_Driver]

i'm struggling to understand 2600 per month.

42.5k should be about 2575 net and 45k is about 2700 net per month. and thats before duty pay.

[teamilk&sugar]

Try this (http://www.pru.co.uk/home/calculator/income_tax/) to give you a rough idea....

...don't forget pension contribution to come out, and flight allowances to add.

[Field In Sight]

£2600 NET is what I received.

This is after 8% pension contributions, but also after duty pay for a full month of summer flying.

FIS.

[fratr]

thanks for the info OJ

fratr

[Waldo]

If anyone is interested recruiting is now over for this coming winter.

[brit bus driver]

Any idea as to when it may start again for next year?

[Office Pest]

I must say I have to agree with the other's here. When I was an SFO with Monarch on the bus out of Man my usual pay was about £2700 after tax. I am now in the employ of easyjet and am happy to report it is a bit more than that now.

[Sphinx]

Brit bus driver
I'm not sure where Waldo gets his/her info from but I wouldn't be so sure recruitment is over for this year. 3 points:
1. Monarch traditionally recruit in Autumn / early Winter for new year starts ready for the next Summer season.
2. The latest info I have is that around 50 new pilots are required for next year.
3. You can still submit your profile on the flymonarch.com jobs section, so submit it and see what happens.

On the other question RE take home pay. I am an FO with over 2 years in the Company. I took home £2650 last month after deductions including 8% pension contribution. The relatively low pay compared with Easy etc is one of the reasons we were on the verge of a strike until the last two weeks. The current pay offer would enhance that figure by about 7%.

[Jonny-no-stars]

Just to confirm what others have said, please don't join under the misapprehension that you will get a command after 18 months. There will be some early (3 year) commands this year but then the average time will rapidly rise again.

Can also confirm that 2600 is a fair net figure but this will increase when the current deal kicks in. However IMHO if you want to retire on anything decent, and don't have separate provision, you will need to be kicking most of your pay rise into the salary sacrifice pension scheme.

[brit bus driver]

Thanks Sphinx. Will do just that!!

[mesh]

I Have a friend who got call for interview today, and know that this will continue for some time 60 odd new fo's this winter, courses start early next year

[No. 2]

mesh,

How much experience did your friend have, if you don't mind me asking?

[mesh]

300 hours on type

[Marko Ramius]

I must say I have to agree with the other's here. When I was an SFO with Monarch on the bus out of Man my usual pay was about £2700 after tax. I am now in the employ of easyjet and am happy to report it is a bit more than that now.

That really only tells half the story doesn't it?

With MON you will overtake easy in the long term and probably spend more of your career earning more than an EZY guy, comparing like for like length of service. With the additional days off and flexi day working that has just been agreed MON guys may well be able to increase their take home significantly.

Also, with the new deal, at MON the DC pension is significantly better than EZY's. In order to retire on the same amount at EZY as you would at MON you have to put 5% more of your salary into your pension.

On average EZY pilots fly 40% more hours than MON pilots and a hell of a lot more sectors, although I do appreciate that is little consolation for MON guys doing 850 to 900 hours year.

It is fair to say that a jnr Capt or FO at MON will take home less than the equivalent at EZY, but long term the deal is better at MON.

The grass isn't always oranger!! :}

[Localiser Green]

300 hours on type

Assume A320 series?

[mesh]

757 in fact

[Taiguin]

Mind be asking what his total flying time was?!

[Office Pest]

With regard to a few post's ago what a lot of nonsense. How on earth can you fly more hours than I was at Monarch? I fly at least one third less now in hours over the year but granted I will fly more sectors in the day. But the £500 to £700 extra in my wages every month makes up for those terrible multiple sector day's.

[Easy Ryder]

Mr Pest!
Mate you missed out this 'summer', well here in LGW anyway.... barely flying at all - thats all the FBW guys (not capts theyre goin hard as usual). Less than half the flying compared to last yr.... wierd.
When you down next - up for a few?

[Field In Sight]

I've been at Monarch on the FBW fleet at MAN for 2 1/2 years now and have been doing 800 hrs a year consistently.

With the new payrise which for me will be 7.1% I will still be short of £3000 a month take home pay.

Still it's better than it was.


FIS.

[fmgc]

Office Pest,

You seem to have ignored the rest of Marko's post. He does say AVERAGE hours and you might be getting £500 pm more now but LONG TERM you will be better off at MON and the pension at MON is much better.

[Office Pest]

FMGC you raise a few good points - especially with regard to the pension. However the rostering is infinately better at easy which gives me a much better quality of life. Just my two penneth.

Best regards

Office Pest.

[alw]

Would you be better off at Monarch or GB? Both seem decent companies from outside, except at MON longhaul would become a real possibility what is the MON pension now?