I'm not on 320 but I'll try to answer some of the questions
Is there a roster bidding system? Avoid early starts? Avoid 4 sector days? That kind of thing.
Yup, you can bid for all of those. Getting off days depends on the crew factor. At times with many pilots on your fleet = easier to get off days, opposite applies with less pilots. Getting the flights you want is easier regardless of the crew factor.
Would a DE A320 TR F/O have to enter as an SO or would it be straight to the FO scale? Which I assess to be about 390k QR p/a including flight pay and excluding housing allowance and any pension/investment contributions.
Don't know about the SO/FO issue but salary sounds about right
I presume not far off 90hrs a month? Is it a random pattern or fixed i.e. 5 on 4 off? Before the blockade (and after) I'd expect double Dubai's/2 sector eastern Europeans/East African/Gulf flights on the 319/320? I realise night time doesn't really mean anything in the gulf and off blocks at 0300L is not weird.
After the blockade the 320 rosters got much better. Not many double turnarounds anymore. Many legs are quite long even on the 320, therefor flying 90hrs in QR is not as tiring as when flown at an LCC.
Fleet freeze for several years or internal options to change to 330/350/380?
Depends on demand. ATM I haven't heard of many fleet transfers.
Difficult jobs for the boys command process or fairly straightforward?
The process is demanding however the training is good and you know what to expect. No surprises. Just hard work preparing and keeping a clean record. The fail rate is not low though...
Training or checking? Local or expat TRIs? Play the game and curtsy to the training sky gods or good blokes?
Training is quite good and keeps improving. There's a grading system which points out weaknesses, achieving full each PC is not easy but they won't fail you for no reason. Even the instructors are under "scrutiny" so you are treated fairly with respect. Coming from a carrier where training is more skill based rather than rule/CRM based training took some time for adaptation.
Anyone know where on the QCAA site I can find their FTL regs? I presume not too dissimilar to EASA/FAA? Hard to find. I appreciate the blockade problem but discounting that, does Gulf ops see a lot of slots? Is discretion not unusual or unheard of? Days planned to close to max FDP or more realistic? Are people knackered?
The FTL's are less conservative than EASA. Some duties are tiring but fatigue is not as big of a problem as in EK.
FD - CC relations relaxed or very formal? Having experienced the ME before I understand the fear and blame culture. Crew rushing to report each other to advance careers.
It is very formal unfortunately.
What is the QR attitude to fatigue? A system in place to call in fatigued or unfit or sick non-punitively? FRMS system?
Rosters are quite stable on the 320 and layovers usually give enough time to rest. If you manage your rest and health in general there shouldn't be much of an issue with fatigue. Alot of the guys I know that are complaining about fatigue are commuting on non commuting rosters.
Hotels and transport ok? Is the flight pay/per diem part of the monthly or actually paid on the day? I suppose a lot of guys have those international debit cards that let you load lots of different currencies on them?
You goto work on your own, uber/taxi is cheap. Hotel standard is OK, does the job but is usually close to the airport. Dealing with banks is another issue. Quality of bank services is low. Some options are better than others though.
Crewing & flt ops easy/pleasant to deal with?
If something unforeseen happens (sickness, passing of close relatives etc) the company is quite compassionate and tries to help. Other than that the roster is what's published.
Standby survival rate? Presume 90 minute call out given Doha traffic?
Expect to fly on most standbys. Doha traffic depends on time of day and location of accomodation. Not too bad compared to most other places.
Rigid OM-B with obsessive adherence to AP/ATHR and ILS or airmanship and visuals allowed?
Very rule based company. Manuals are well written and improved regularly though. Everything has a procedure and you are expected to know and obey each and every one. No disconnecting of A/T or flight directors. Visuals only if the situation dictates. Max use of equipment.
Depends on the person coming here but in overall I'm happy with the job.