Same as you, dumped since july last year. Getting tired of this airline world and ready to take a non flying job. No need to move the family, no need to wait for undefined period of time (if it ever come)... I'm from Europe and honestly I don't see any bright future out here for pilots. Only countries looking are in ME or Asia and treating us like bus driver. I guess having to wait for Qatar is the perfect opportunity to look for something else as it may never come , this is maybe a sign for some of us to change the orientation of our career. I know it's not really that positive but for f*** sake, open your eyes and realize those people doesn't give a sh*t that you are unemployed, that you think it is highly disgraceful to keep people waiting and in the dark and blablabla(100 % true though). Time to move on boys, aviation will never be as good as it was in the past...
Stay positive and hope 2013 will bring us what we are waiting for
thanks for your post speedhold ...im in the same boat ( signed a320 offer may2012 - non type rated F/O ) ...i didnt get any update or reply yet ... i just dont get it ? if they dont need F/Os till (maybe) november 2013 ..why dont they just send the same email to all F/Os in the pool ? why only to speedhold and maybe few other guys and leave the rest of us ignored like that ?? shame on them .
A type-rated friend of mine (FO >1500s hours on type) has been in Doha since Nov and has his Sim training scheduled for Feb. Other colleagues (2 typed CA and 1 non-type) who joined in 2012 all waited around doing sweet F.A. for 4-6 months.
2 more colleagues (1 FO + 1 CA both typed and experienced) also awaiting their DOJ.
It makes sense for them to start to clear the backlog of pilots waiting training In-house before they start taking on any new pilots. Terrible waste of money to have them on the payroll (even if it is basic pay) just to attend a few classes per month.
Ongoing problems with the B787 will only further slow down their crewing needs.
In Pool since June 2012. F/O B737. Total time 7800hrs. Current employer phased out B737 last month, Since then started A320 course with current employer. Bonded for 3 years. Not such a big deal, can always leave early and pay the bond. Awaiting update in February. Applied with Qatar February 2012, and few months before applied with Emirates. No news from Emirates since then, untill today. I have received an invitation to attent first phase of selection with Emirates in Amsterdam at beginning of March. I am not kidding my self, since the selection process is quiet difficult, and chances to succeed are quiet slim. Just have to wait and see. Hope things start to move at Qatar. In the mean time I am blessed to have a job as many of you in this forum don't. I wish you the best.
I have tried searching for this but couldn't find what I wanted so I apologise if it has been asked before.
What do UK CAA/EASA license guys do about keeping their UK license in order whilst flying for Qatar? Are you having to do yearly IR renewals? I would like to be able to keep my CAA license valid in case I return to the UK after flying for Qatar.
You will NOT be able to have an LPC in Qatar to keep your EASA license (or any other license) valid. Proof of that was when a couple of TREs slipped a couple of renewals in during an regular QTR LPC and the company found out. The two helpful TREs were given notice and are no longer employed.
The aviation authorities in all european countries, except uk, do recognize the QCAA SIM check in respect of renewal of your licence.
The typerating is valid for flights with Qatar Airways only, but will not expire.
You can renew it anytime after a SIM check with an approved TRE from the states aviation authority. Normally your new company will do that.
So if you are not planning to leave QR, simply do your state approved medical before your licence expires, e.g. 7 years, and send it together with your QR LPC, flight hours on type and the usual documents to your civil aviation office.
I left about a year ago, but on the A320 Fleet at the time if you ask quietly there is a regular skipper but who is still a valid TRE on the A320 and B737 with EASA. I went with him to get the A320 on my EU licence in Bahrain which is an approved CAA Simulator and only a 30min hop SB for one day. Many others have used him for that purpose.
So yes these things are possible.
Edit to Add: In Qatar you only get a P2 rating (which is ridiculous as incase your skipper is Incap then what - Sorry I'm not qualified to take over the aircarft) so you will have to do the G/School bit separately. But if all you want is to keep your TR valid the above solution would work fine.
Senior first officer is after 3 years. I dont have a reference readily available but I did hear from someone in ground school that they removed the 3 year restriction to upgrade? Sounds like if you have the credentials required then command time may be less than 3 years....which is always better than senior fo.
Qatar Airways_A320 Line Training Technical Questions - Rev.03
My personal notes from my line training on A320, all the technical questions, answers and tech references up to date. Quite a few guys didn't make it on this fleet and I don't think they were bad pilots but rather unlucky. Please feel free to implement the revision number in the title with your own questions and we will get something good.
Hope it helps,
TCAS max rang? Proximity, TA, RA? DSC-34-80-10 THRT, ALL, ABV, BLW? DSC-34-80-20
TCAS TA, PF: “TCAS, I have control”, follow TCAS even with climb orders at max ceiling FCTM SI-060 altitude; disconnect FD after APs to ensure autothrust speed mode; PNF will not try to see intruders TCAS TA, maintain safe separation if contact is established OM Part A 8.3.6 If under TCAS RA manoeuvre, ATC request opposite action: “unable TCAS RA” When clear of conflict: “returning to FL xx or ALT xx”, and then “clear of conflict (assigned instruction / clearance) resumed”
Turbulence speed: A320: 250kts, 300kts-0.76M at or above FL200 PRO-SUP-91-10 p5/8 A321: 275kts, 305kts-0.76M at or above FL200 PRO-SUP-91-10 p7/8
Use of EXP CLB up to FL 250, revert from EXP to normal via managed mode preferable PRO-NOR-SRP-FMS-01-40
To cancel “TOGA LK” or “ALPHA FLOOR”, disconnect A/T (leave thrust in CL) and DSC-22-30-90 p9/12 A/T ON again
The value manually displayed on the FCU will vanish in: DSC-22-10-40-20 p2/8 _ 10s for the speed window _ 45s for the HDG/TRK and V/S windows
Set brake fans: _ Just before stopping at the gate (disregard the 5 mins, it is a minimum time) SOP 3.03.24 p2 _ If brake temp at 500°C
Tankering will be limited for any last minute increase of the ZFW to: OM Part A 18.104.22.168.2 _ MLW reduced by 500kgs _ The next rotation of the aircraft
The forward and aft cargo door are hydraulically opened from the yellow hydraulic system DSC-52-10-40 p1/2 and mechanically locked open and closed. The bulk cargo door is only mechanical.
ASR to be submitted to the flight safety office within 12 hours and OM Part A 11.6.1 forwarded within 72 hours to the QCAA OM Part A 11.6.2 List of occurrences OM Part A 11.6.3
TOW between prelim and final loadsheet: +0kg; -500kg: use prelim TO perf SOP 3.03.07 p1a LMC > +/-500kg: new loadsheet; LMC>+/-250kg: new LIZFW OM Part A 22.214.171.124
Flight instruments tolerance (ADRs, ISIS, magnetic heading speed…) PRO-SUP-34
CG>27%, basic forward CG (25% TO and LDG plus operational margin) PER-LOD-WBA-LTS LIM-13 p15/22
Service ceiling: A320 and A321 (except ADK): 39800ft, ADK: 39100ft, A319: 41100ft LIM-12 Minimum altitude airfield: -1000ft, maximum OAT 55°C Environmental envelope
NPA with Engine Out LIM-22-10 _ No limit for A319, A320 _ A321: AP not approved for FINAL APP or NAV (V/S or FPA). The FD can be used
How long can we wait at max transient engine oil temperature? 15min LIM-70 (oil)
Take off following SRS should give a speed between V2 and V2+15 with one engine FCTM AO-020 p11/12 and between V2+10 and V2+25 with two engines FCTM NO-050 p5/10 With no FD (after rotation of 12.5° for one engine), the pitch is 15° FCTM NO-180 p2/6
On ground the amber half frame of the OXY pressure indication on the ECAM DOOR/OXY DSC-35-20-20 p5/8 SD page (1000 or 1500psi depending of the A/C) requires to check with the LIM-35.
Pax missing: offload checked baggage, ask PAX to identify their cabin luggage to avoid OM Part A 10.1.14 offloading the wrong ones, fill loadsheet with names, number of baggage
Emergency communication with the cabin crew members: _ Hijackers: ---censured--- OM Part A 10.1.21.5 Cabin and safety manual _ Emergency in the cockpit: “CS to the flight deck” 5.5.6 _ Emergency alert on ground: “Attention crew at stations” 5.5.5 _ Abort evacuation after the emergency alert on ground:
"Cabin crew and passengers - keep your seats" 5.5.5 _ Evacuation: "Evacuate, evacuate, evacuate" 5.5.4 _ Turbulence: “Cabin crew, take your seats” 5.1.1 _ Emergency descent : ??? _ End of emergency descent: "We have reached a safe altitude; cabin crew and passengers may remove their oxygen mask" 5.3.6
ICAO Aerodrome reference code 4C (code element 2, wing span between 24m and 36m, OM Part A 126.96.36.199.1 outer main gear wheel span between 6m and 9m) Jeppesen_Text_Book, introduction, glossary
Turn Radius minimum pavement for 180° A319-20-21: around 21m-23m-28m DSC-20-20 p6/12 Wing clearance A319-20-21: around 22m, tail A321: 25m
Fuel feed system sequence: _ First the ACT (fuel transfer to the centre tank) DSC-28-10-30 p10/12 _ Centre tanks, if the fuel used to cool down the IDG overfill the inner tanks (via the DSC-28-10-60 transfer valves of the outer tanks or the spill pipe), then the centre tank pumps are stopped until 500kg have been used in the inner tanks… and so on until the centre tanks are empty _ Inner tanks down to 750kg each _ Outer tanks through the transfer valves via the inner tanks _ The last 1500kgs are in the inner tanks
Position computation DSC-22-20-20-10 IRS Mix is a point computed from the three IRS (with less credit for the one which is drifting or one IRS each if only two are serviceable). The GPIRS is a mixture of each IRS position and one of the two GPS (based of priority and merit). The vector between the GPIRS (or the radio position if the GPS mode was rejected by the FMS/ deselected by the pilots) and the IRS Mix is called the BIAS. It is permanently updated by each FMGC (unless loss of GPIRS and radio then it remains constant) and computed from the IRS Mix to get the FM position. If the pilots update the FM position, they also update the BIAS calculated from the IRS Mix.
ICAO holding speed limit: Jeppesen_Test_Book _ 14000ft <= ALT 230kt Air Traffic Control _ 14000ft < ALT < 20000ft 250kt Flight Procedures _ 20000ft < ALT < 34000ft 265kt Part IV Holding Procedures _ 34000ft < ALT 0.83M ICAO time of outbound leg in the hold (when no DME and distance specified): _ 1 minute at or below 14000ft _ 1.5 minute above 14000ft
Pitot heads, Static ports, AOA and TAT Probes/Window Heating comes on: DSC-30-40-10 p1/2 _ Automatically when one engine is running or in flight DSC-30-50-10 p1/2 _ Manually, with the PROBE/WINDOW HEAT pb set to ON On the ground: _ Only at low power for the pitot and windshield _ Not at all for the TAT probes
Contaminated runway: OM Part A 188.8.131.52.1, _ More than 25% of surface covered with more than 3mm of water, loose (non compacted?) snow, slush more restrictive than: _ Covered with compacted snow _ Ice and wet ice PER-TOF-CTA-20 Wet runway: _ Less than 3 mm of anything but compacted snow, ice, wet ice _ Damp
Conditions of cancellation for the destination alternate in cruise: OM Part A 184.108.40.206.4 _ Less than 6 hours to destination _ FOB at touchdown >= final reserve fuel _ One runway, weather forecast from 30mins before ETA until 1hour after, ceiling >=2000ft or min circling+500ft (the greater), visibility >= 5000m _ Two runways, weather forecast from ETA until 1hour after, downgrade to one category
(ILS CAT1: NPA, NPA: MDH+200ft, RVR or VIS +1000m, circling unchanged)
Aircraft critical systems failures requiring an immediate diversion to the nearest suitable OM Part A 8.5.9 airport: Two of these failures: _ Blue hydraulic circuit or pump PRO-SPO-40-40 p1/2 _ APU or APU GEN _ IDG 1 _ IDG 2
AWOPS, effect of failed or downgraded equipment (airport and aircraft) OM Part A 8.4.14 The ISIS or the use of FD for instance are not listed therefore not required for CAT2 or 3 QRH OPS.04
Generators priority: DSC-24-20 p5/32 _ GEN 1 and 2 _ External Power _ APU Generator
Consequence of a double loss of hydraulic circuits for the flight controls: DSC-29-10-30 p2/4 _ Blue and Green: Aircraft harder to fly _ Green and Yellow: Aircraft harder to land
Cargo fire extinguisher, two for A320 and A321 first bottle discharged in 1min, DSC-26-50-20 second 60min after and during 90min (60min for A321). Only one bottle for the A319.
Daily check validity 36 hours, 48hours at out station OM Part A 220.127.116.11.4 Tech log #16
An Air Crew Notice (ACN) can be reissued not later than after 3 months
Example of flight duty limitation: OM Part A 7.3.7 A cabin crew is in Std by between 0600 and 1800, she is called out from std by at 1600 OM Part A 7.3.8 and report at 1700. She was acclimatised and will fly 2 sectors. OM Part A 7.5 What is the total duty period allowed? Called after 6 hours, 11 hours of duty plus 12h15m allowed minus 5 hours of std by exceeding 6 hours equals 19h15 (1 hour more than the pilots)
Exceedance of flight duty time or reduction of rest periods: _ In flight relief OM Part A 7.4.1 _ Split duty time OM Part A 7.4.2 _ Commander’s discretion to extend/reduce OM Part A 7.4.4 OM Part A 7.4.5