Logbook Authentication/Attestation!
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Join Date: Jul 2001
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Logbook Authentication/Attestation!
I have an interview in Jan, 07 with Qatar Airways.
I have a question regarding logbook authentication.
What is ACCEPTED by Qatar CAA/DGCA or whatever their Aviation governing authority is called as means of a foreign pilot's logbook authentication?
In the States the only way I can get my "logbook authenticated" is by going to a, for example, bank personnel or whomever is a "Notary Public" and can stamp the last page of my logbook(s).
So would that be acceptable by Qatari CAA? Also I have made a Flt. Time Sheet that "COMPLETELY" spells out my Hours by different equipment flown.
The FAA will not "Attest/Notorize" my logbook.
Also my previous employers, some have gone bankrupt, the others, after 5 yrs
do not have any of my records by law. I do have my Flt. Time & Duty Log Sheets but getting them "Authenticated/Attested" will be a pain in the behind and not only expensive but a "boat load" to carry with me to the interview.
So if anybody has any ideas or suggestions, feel free to Chime in, I would greatly appreciate it!
Regards,
I have a question regarding logbook authentication.
What is ACCEPTED by Qatar CAA/DGCA or whatever their Aviation governing authority is called as means of a foreign pilot's logbook authentication?
In the States the only way I can get my "logbook authenticated" is by going to a, for example, bank personnel or whomever is a "Notary Public" and can stamp the last page of my logbook(s).
So would that be acceptable by Qatari CAA? Also I have made a Flt. Time Sheet that "COMPLETELY" spells out my Hours by different equipment flown.
The FAA will not "Attest/Notorize" my logbook.
Also my previous employers, some have gone bankrupt, the others, after 5 yrs
do not have any of my records by law. I do have my Flt. Time & Duty Log Sheets but getting them "Authenticated/Attested" will be a pain in the behind and not only expensive but a "boat load" to carry with me to the interview.
So if anybody has any ideas or suggestions, feel free to Chime in, I would greatly appreciate it!
Regards,
Join Date: Nov 1999
Location: "como todo buen piloto... mujeriego y borracho"
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Years ago, some Spanish flight school students that I knew had a similar problem at a major aviation academy. What they did was see a Notary Public for an authentification (under oath) that the flight times were true and correct. Then they went to the State level (at the state capital), for the Justice Department to certify (another rubber stamp) that the Notary Public is authorized to administer oaths and registered with the state.
This is known as a Chain Authentication, one rubber stamp certifying that the lower level one is authentic. I don't know how far the Qataris want to go on this, but if you want to cross all your T's and dot all the I's, then a full Chain Authentification (which I've done for another legal matter separate of aviation) goes like this. After the State authenicates (rubber stamps) the Notary's stamp, you go to the US State Department, which authenicates (rubber stamps) the State's stamp. At this point most foreign authorities should recognize the US State Department seal, and accept it. If not, then the US Embassy in Qatar will autheniticate the US State Department's one, and possibly, the Qatari equivalent of a Foreign Affairs department will authenticate the US Embassy's seal. At this point an Qatari government agency should accept the document, since it has gone through the chain authentication.
Is this absolutely necessary? Probably (hopefully) not-- hopefully someone with experience at Qatar Airways will answer, however I mention it as a last option and also as reference for any future use.
Read more here:
http://www.apostille.us/faq/_what_is...tication.shtml
This is known as a Chain Authentication, one rubber stamp certifying that the lower level one is authentic. I don't know how far the Qataris want to go on this, but if you want to cross all your T's and dot all the I's, then a full Chain Authentification (which I've done for another legal matter separate of aviation) goes like this. After the State authenicates (rubber stamps) the Notary's stamp, you go to the US State Department, which authenicates (rubber stamps) the State's stamp. At this point most foreign authorities should recognize the US State Department seal, and accept it. If not, then the US Embassy in Qatar will autheniticate the US State Department's one, and possibly, the Qatari equivalent of a Foreign Affairs department will authenticate the US Embassy's seal. At this point an Qatari government agency should accept the document, since it has gone through the chain authentication.
Is this absolutely necessary? Probably (hopefully) not-- hopefully someone with experience at Qatar Airways will answer, however I mention it as a last option and also as reference for any future use.
Read more here:
http://www.apostille.us/faq/_what_is...tication.shtml
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Emirates were happy with just a stamp from my present employer saying that the entereies were correct. I can't imagine Qatar is that different but the easiest thing to do would be to ask them. Welcome to the paperchase which is part of living in the Middle East.
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Logbook
Cap T.
I had my interview with QR in November. I went with no stamp or endorsement. The HR recruiter was very nice and said that when I return back to the US, to send him a letter from my company which stated how many hours I had with them. I sent it in and a few weeks later, I had my job offer email.
pilot899
I had my interview with QR in November. I went with no stamp or endorsement. The HR recruiter was very nice and said that when I return back to the US, to send him a letter from my company which stated how many hours I had with them. I sent it in and a few weeks later, I had my job offer email.
pilot899
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Logbook entries
Dear Gents,
I need information regarding definition of P-1, P-2, P-1 U/S or PIC, SIC.
I am a first officer.
Now i am confused how to log my hours in the logbook. Some say that i am the PF i should log my hours as P-1. Some say it's P-2. And even one of the captain say, in his country the first officer has to ask for the captain signature and license number if i am as PF.
So before it's too late to change my logbook if i log it wrong, i want to find out how to log the hours correctly.
I saw several different kind of log book...i mean the details on the log book, even the block on time and the block off is on the entry.
Appreciate if anybody can help me to answer this question.
Regards,
R&F
I need information regarding definition of P-1, P-2, P-1 U/S or PIC, SIC.
I am a first officer.
Now i am confused how to log my hours in the logbook. Some say that i am the PF i should log my hours as P-1. Some say it's P-2. And even one of the captain say, in his country the first officer has to ask for the captain signature and license number if i am as PF.
So before it's too late to change my logbook if i log it wrong, i want to find out how to log the hours correctly.
I saw several different kind of log book...i mean the details on the log book, even the block on time and the block off is on the entry.
Appreciate if anybody can help me to answer this question.
Regards,
R&F
Join Date: Nov 1999
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P1= PIC
P2= SIC
This topic becomes confusing to US pilots because of the strange interpretation the FAA and the courts have created, one where conceivably you could have three guys in a Cessna 172, all of them considered to be Pilot-in-Command for different purposes.
Keep it simple. The PIC/P1 and SIC/P2 are designated as the operator-- in this case, the Captain (PIC/P1) and the First Officer (SIC/P2). Logging PIC time just because you may be the pilot flying or because legally you may have met the requirements to be PIC is questionable and risky (from a legal and integrity point of view).
P2= SIC
This topic becomes confusing to US pilots because of the strange interpretation the FAA and the courts have created, one where conceivably you could have three guys in a Cessna 172, all of them considered to be Pilot-in-Command for different purposes.
Keep it simple. The PIC/P1 and SIC/P2 are designated as the operator-- in this case, the Captain (PIC/P1) and the First Officer (SIC/P2). Logging PIC time just because you may be the pilot flying or because legally you may have met the requirements to be PIC is questionable and risky (from a legal and integrity point of view).
Join Date: Nov 2006
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Pic/sic
Thanks and i agree with you.
The reason of my confusion is one of the captain say that i have to log my PF time as P1 U/S with his signature on the logbook.
Best Regards,
R&F
The reason of my confusion is one of the captain say that i have to log my PF time as P1 U/S with his signature on the logbook.
Best Regards,
R&F
