ATIS
 

I take it you were interviewed this winter?

Yep, not so long ago

It's been a while since this thread was active. It's very informative.

Anyone got any updates since the last reply in Feb. ???

Can confirm BHX is now a pilot base.

Could probably just about make BHX from here,though I'd prefer MAN !
Any expansion is welcome though ofcourse.

Qwerty,are you there or in the pool mate?

VG,

Fully paid up member of the M club.

Union membership is presently at 80%.

Productivity scale is now available to all pilots - the most junior getting it has been with us just over 11 years and it is paid to Capts and F/Os by counting down a figure that depends on widebody jets from the top of the overall seniority list. It is worth 11.25% on your salary.

Time to command is just over six years at present - the most junior promotion this past winter joined in Oct 98.

A summary of our lot:

Pre-Nov 2004 / Post Nov 2004

FS Pension: Yes / No
DC Pension: Available / Available
LoL insurance: Yes / Yes
AXA/PPP PMI: Yes / Yes
PHI: Yes / No
Full sick pay (6yrs+) : Yes / Yes
20 yrs+ service : + 3% salary / No
Capts pay points: 15 / 11
F/O pay points : 19 / 11
Capts Basic : 64,323 / 64,323
Capts max (inc prod pay) : 93,075 / 86,065
F/Os Basic : 42,722 / 39,000
F/Os max (inc prod pay): 61,872 / 52,192

Pay rates (2004) subject to wage review backdated to 1/4/05

Voyage allowances are £2.95 per hour, Day rate is £2.46 both with 32% taxable.

And when this batch of training is finished will it run straight into the autumn recruitment for the next expansion. Or will it be catch up next year again.:hmm:

I am in the hold pool at the minute, when can one expect to stop swimming?

Have heard sooner rather than later (autumn) but no details. Training dept currently flat out with crewing just managing to cover program.

A330?
 

How quick onto the A330, for typed and experienced FO's, with time on both 320/321 and 330?

(Assuming MAN or LGW basing)

The pool of experienced A321 F/O's wanting the 330 was exhausted (lots got commands) and a couple of new joiners this year are going straight onto it (they had worked for us before under CTC). There is currently a bit of an experience vacuum until last years ex-CTC cadets get their hours up so if you're rated on it already I would have thought you'd be in with a very good chance of being put on it almost straight away at present, assuming a vacancy on the fleet. It's only a matter of time before the ex-CTC pilots get enough hours to be considered for it though (not sure what this limit will be).

Being type rated on the 330 will make no difference at all. 330 positions are soley dished out on seniority on the 320/1 fleet. The only reason that anybody wold be bypassed id for not haveing the requisite experience and I am sure that all our 320/1 FO's CTC and direct entry will have enough experience very soon.

What I mean is if a vacancy arose today and you were in the pool with a A330 rating and, say, 2000 hours the only option the CP would have would be to employ the chap in the pool with the rating and hours (especially as it would be the cheapest option). As you say, soon this will change, but nevertheless the window is there at present.

Just spent an hour reading through this lot. Was going to apply (based on my outdated info) not sure its a good idea any more. Anything changed over the summer?

Rumour goes, an ad in Flight this comming week.:ok:

Interview
 

Hello,
Got my Monarch interview coming up in a couple of days in Luton. I have heard its a fairly relaxed affair with two managment pilots. I would be very appreciative if any guys who have rescently been can offer any information on the Q's asked so I can try a convince them I know something about aviation.

Many thanks in advance.

JarJam:O

Jarjam
The Interview is with 2 management pilots, Fleet Managers or possibly Fleet Manager and Chief or Dep Pilot. It is a very relaxed affair, one will be making notes in the corner of your responses, the other asking the questions. These are mainly geared to get to know you, your career to date, last type, type of flying, which fleet you would be interested in, why, etc etc.
Afterwards, there is the time to ask any questions you may have regarding employment with Monarch, T's and C's etc. Although many companies now offer a very similar package, others do have scheduling agreements and not as conservative management. Alot of opportunities have been missed on alot of scheduled routes when Monarch should be market leaders.That being said, it is a good company to work for, very friendly crews and alot of invaluable experience to be gained. I would suggest though, if you have the hours and experience for the likes of BA,Virgin/Emirates I would go there or spend 3 years gaining experience on the 320 and moving on from Monarch.Many have turned down Monarch in favour of EasyJet for this reason, alot of hours in a short period.
Best of luck with the interview though.

330
 

Howgozit for the 330, if one is current on both the 320/321 and the 330, with 1000 hrs on each? (Granted 330 is bound to be an internal priority for existing 320 FO's)

jarjam

The interview should be pretty tough. The only question they will probably ask you is:

"Spell recently"


;)

With regard to previous experience on the FBW aircraft, even if joining with experience on the A330 ie 1000hrs you will still have to serve your time on the 320/21. The CCQ courses onto the 330, however, have gone down the seniority list to joiners from 2004. Depending on future manning requirements of the fleet you'd probably expect a year to 18months before operating the 330 again. Moving to the left seat on it is a different matter, probably 8-10 years after getting your command, which I believe is running at approx 6 years.

If the current expansion rate continues, command will probably come down to a couple of years subject to hours.

If and that's IF the current expansion rate continues, time to command is about 4-5 years. That's what's been said through the grapevine..........

Hi Everyone.

I have an interview next week and I have a quick question for you:

I would like to be based at LGW, which would be the best fleet to be on if I am sucessful?

In fact, if someone in the know could outline the a/c types for each base that would be perfect.

Many thanks.:ok:

Go for the A300. The other two fleets are worked hard.

Thanks owl!

Do you know if they still operate the 767? The website makes no mention of it, only the 757 and airbus fleets.

Having looked at airliners.net it seems that most of the aircraft can be seen to be going in and out of Gatwick but i'm still no wiser about aircraft / base allocations.:confused:

MAN - A320/321 a little A330, 757 a little 767, A300
BHX - A321
LTN - A320/321, 757
LGW - A320/321/330, A300, 757/767

If you are LTN A320/1/330 based you are likely to travel around all the other bases.

However all this could change in an instant.

I am sure that it has been answered already but how long does ti take to get on longhaul routes after your stint on the A321/B757?

At present the 767 and 330 are being offered to guys n gals with less than 2 years.

Thanks for the info fmgc:ok:

Does anyone know how long one has to wait, if sucessful at the interview, before getting a course?

If your course is for the A320,do you operate on the A321 as well?(common type rating etc).:confused:

Yes (excpet for new CTC guys).

Thanks fmgc. .

Are there many issues arrising from the two having different engines.The CFM as opposed to the IAE?

Not really,

The IAE's take longer to start and need to be nursed a little after start and before shut down.

CFM's use N1 as the primary indicator for power settings where as the IAE's use EPR.

Right.Suppose it's good to have experience of both methods of setting power.

Sorry to keep going on,but is there a lot of difference between the handling characteristics of the A320/321? Thanks.

Just had the phonecall the other day for a DEP interview, is it still an friendly chat? Done enough interviews in a previous life to be confident with company knowledge, setup, SOP's etc, but Im just trying to get a handle on what the formatt is likely to be.


Cheers

757

Violet,

We tend to ignore the EPR gauges on 321`s except during the take off to check that the correct thrust has been achieved. On approach, if using manual thrust, just scan down to the N1 gauges and the numbers are very similar to the 320.
Otherwise there is little difference. The 321 is a bit more slippery when descent planning but feels a bit more stable in all axis.
Other than that there is no problem flying the two types.

Thanks mate. .