Qatar Airways - cadet program - SO
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OK md,
Care to share some extra info then? Would be very nice for the rest of the guys down here. I know for sure some additional info will be really appreciated!!
Ciao
Care to share some extra info then? Would be very nice for the rest of the guys down here. I know for sure some additional info will be really appreciated!!
Ciao
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Geez, don't be so childish 
Maybe I saw that I could have been wrong. But your reaction says enough
Any info is welcome, especially as we don't get that much from QR. So if you've got something usefull, be a good colleague and share it with us guys. If not, that's too bad.
Ciao
Maybe I saw that I could have been wrong. But your reaction says enough
Any info is welcome, especially as we don't get that much from QR. So if you've got something usefull, be a good colleague and share it with us guys. If not, that's too bad.
Ciao
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Q133 this is for you :-
In order to develop an insight into the Profession of Airline Pilot, it is important to realise that a professional pilot's primary task is to fly the aircraft under his command from the departure airport to destination safely. This fact cannot be over emphasised. After this primary objective has been addressed, the myriad of other important considerations such as operating the aircraft economically, on time, smoothly, quickly, efficiently etc can then be tackled. But unless the aircraft is operated safely it ultimately cannot be any of the latter. The fact is, airlines that do not operate their aircraft as safely as possible eventually 'lose' aircraft and airlines that lose aircraft do not usually survive in the market place and as such are not viable.
As with any form of human endeavour, the ability of pilots to perform this primary task competently is a complex distillation of many diverse and often competing factors. Some of these factors include:
That the pilots employed by an airline be of high calibre in that they possess a competent standard of basic aeronautical skills. These skills include basic flying ability (manipulative skill) and cockpit management skills which are fundamental to effective crew co-ordination and a safe decision making process.
That pilots are prepared to exercise these aeronautical skills in a responsible (professional) manner and as such display what is known in the profession as 'good airmanship'. In order for this to occur professional pilots must possess two character traits:-
'INTEGRITY' meaning honesty such that the pilot does not delude him/herself about the significance of any information or clues that come his/her way and;
'STRENGTH OF CHARACTER' such that he/she is able to resist external 'pressures' to modify his/her operational decisions in the light of commercial considerations.
That pilots are able to operate in an employment environment where they receive the active support of senior airline management for such things as proper aircrew training, safe operating procedures and the pilots' operational decision making process. In other words, active management support of their pilots' ability to operate their aircraft in a professional (safe) manner. For this to take place, the authority pertaining to the position of 'Captain' must be recognised and actively supported by airline management.
But fundamental to a safe airline operation is a system that ensures that pilots are able to exercise their professional skills free of commercial pressures. In summary, a system that enshrines basic pilot rights within an employment contract and as such ensures 'pilot independence'.
These qualities combined together begin to define the position of 'Professional Pilot'.
All these factors are crucial to a safe airline operation because the pilot in command of an aircraft is in a unique position. Not only is he the only person aware of all the factors and operational constraints pertaining to his particular flight, but ultimately he is the only person on location qualified to deal in a safe manner with the myriad of problems that invariably arise throughout the course of a flight. To summarise, an aircraft captain is the only person capable of managing his particular flight and as such his primary role in an airline is as the manager of his particular flight.
"Through his seat at the front of the aircraft flow the efforts of thousands of people who provide the means by which he carries out his task. However, it is an undeniable fact that:
His is the final responsibility.
His is the ultimate decision in any course of action.
He can never be complacent.
He must be humble; the elements keep him so.
He must prove himself to his peers over and over again throughout his career, or seek another job.
He must exude a quiet but magnetic confidence in his own ability and his aircraft.
He must create an aura of efficiency and capability such that the passengers stream on and off the aircraft without even a thought about what is occurring at the front of the aircraft.
Finally, he must be ready during every second of his working life to defeat the ultimate emergency he may encounter at any time."
These responsibilities are recognised in the definition of his title of "Captain", which means "in command" and as such legally the final responsibility for the safety of the aircraft rests solely with the pilot in command.
It is these professional responsibilities that not only make pilots "Sui Generis", but also worth every cent of their pay and conditions.
In a sense, pilots are the stewards of an airline's three most valuable assets; it's passengers, it's aircraft (worth up to $200+ million each) and the public's confidence in the corporate identity of the airline. As such, unpalatable though it might be to some airline managers and civic leaders who think "pilots are just glorified bus drivers", the most important people in any successful airline are its pilots, for on their backs rides the very survival of the airline.
In order to develop an insight into the Profession of Airline Pilot, it is important to realise that a professional pilot's primary task is to fly the aircraft under his command from the departure airport to destination safely. This fact cannot be over emphasised. After this primary objective has been addressed, the myriad of other important considerations such as operating the aircraft economically, on time, smoothly, quickly, efficiently etc can then be tackled. But unless the aircraft is operated safely it ultimately cannot be any of the latter. The fact is, airlines that do not operate their aircraft as safely as possible eventually 'lose' aircraft and airlines that lose aircraft do not usually survive in the market place and as such are not viable.
As with any form of human endeavour, the ability of pilots to perform this primary task competently is a complex distillation of many diverse and often competing factors. Some of these factors include:
That the pilots employed by an airline be of high calibre in that they possess a competent standard of basic aeronautical skills. These skills include basic flying ability (manipulative skill) and cockpit management skills which are fundamental to effective crew co-ordination and a safe decision making process.
That pilots are prepared to exercise these aeronautical skills in a responsible (professional) manner and as such display what is known in the profession as 'good airmanship'. In order for this to occur professional pilots must possess two character traits:-
'INTEGRITY' meaning honesty such that the pilot does not delude him/herself about the significance of any information or clues that come his/her way and;
'STRENGTH OF CHARACTER' such that he/she is able to resist external 'pressures' to modify his/her operational decisions in the light of commercial considerations.
That pilots are able to operate in an employment environment where they receive the active support of senior airline management for such things as proper aircrew training, safe operating procedures and the pilots' operational decision making process. In other words, active management support of their pilots' ability to operate their aircraft in a professional (safe) manner. For this to take place, the authority pertaining to the position of 'Captain' must be recognised and actively supported by airline management.
But fundamental to a safe airline operation is a system that ensures that pilots are able to exercise their professional skills free of commercial pressures. In summary, a system that enshrines basic pilot rights within an employment contract and as such ensures 'pilot independence'.
These qualities combined together begin to define the position of 'Professional Pilot'.
All these factors are crucial to a safe airline operation because the pilot in command of an aircraft is in a unique position. Not only is he the only person aware of all the factors and operational constraints pertaining to his particular flight, but ultimately he is the only person on location qualified to deal in a safe manner with the myriad of problems that invariably arise throughout the course of a flight. To summarise, an aircraft captain is the only person capable of managing his particular flight and as such his primary role in an airline is as the manager of his particular flight.
"Through his seat at the front of the aircraft flow the efforts of thousands of people who provide the means by which he carries out his task. However, it is an undeniable fact that:
His is the final responsibility.
His is the ultimate decision in any course of action.
He can never be complacent.
He must be humble; the elements keep him so.
He must prove himself to his peers over and over again throughout his career, or seek another job.
He must exude a quiet but magnetic confidence in his own ability and his aircraft.
He must create an aura of efficiency and capability such that the passengers stream on and off the aircraft without even a thought about what is occurring at the front of the aircraft.
Finally, he must be ready during every second of his working life to defeat the ultimate emergency he may encounter at any time."
These responsibilities are recognised in the definition of his title of "Captain", which means "in command" and as such legally the final responsibility for the safety of the aircraft rests solely with the pilot in command.
It is these professional responsibilities that not only make pilots "Sui Generis", but also worth every cent of their pay and conditions.
In a sense, pilots are the stewards of an airline's three most valuable assets; it's passengers, it's aircraft (worth up to $200+ million each) and the public's confidence in the corporate identity of the airline. As such, unpalatable though it might be to some airline managers and civic leaders who think "pilots are just glorified bus drivers", the most important people in any successful airline are its pilots, for on their backs rides the very survival of the airline.
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MD12,
We were waiting for some news from you, and now you appear to say:
Please give us more details on the interview.
(If I had an interview, inscribe myself on Pprune for the first time 4 days ago to write 2 posts, I would be so excited that I would share my experience without hesitation)
Anyway it's easy to know if guys have already done the S/O interview, I will investigate.
So MD12, how was it?
Thanks.
Lil'pilot, thanks for your PM
We were waiting for some news from you, and now you appear to say:
Why do you want more info if you don't believe me?. Better wait until the moment the selection process ends.
(If I had an interview, inscribe myself on Pprune for the first time 4 days ago to write 2 posts, I would be so excited that I would share my experience without hesitation)
Anyway it's easy to know if guys have already done the S/O interview, I will investigate.
So MD12, how was it?
Thanks.
Lil'pilot, thanks for your PM
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Variblepitch and Nopoal
As I understand QR have requested further documentation from you (Frozen ATPL License)
As you mentioned that UK JAR does not have F.ATPL License separately, It Is CPL + MCC = F.ATPL.
My suggestion to you is to Include this explanation to QR when you resend the documention requested by them. (as i believe they requested this by 10 March 2005).
Good Luck
QR133
As I understand QR have requested further documentation from you (Frozen ATPL License)
As you mentioned that UK JAR does not have F.ATPL License separately, It Is CPL + MCC = F.ATPL.
My suggestion to you is to Include this explanation to QR when you resend the documention requested by them. (as i believe they requested this by 10 March 2005).
Good Luck
QR133
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Hello All,
I've just received an email with the standard letter enclosed from QR saying that I do not meet their minimum criteria for Captain/First Officer position, and the Reference number is for the F/O scheme.
As I am 23 and rated on the A320, I applied for both F/O end S/O positions on separate emails and I didn't receive any news for the S/O application yet.Do you think that my candidacy is out even for the Second Officer scheme?
Do you think I should call them to clarify the situation?
Do you know if they already chose their S/O?
Thanks
I've just received an email with the standard letter enclosed from QR saying that I do not meet their minimum criteria for Captain/First Officer position, and the Reference number is for the F/O scheme.
As I am 23 and rated on the A320, I applied for both F/O end S/O positions on separate emails and I didn't receive any news for the S/O application yet.Do you think that my candidacy is out even for the Second Officer scheme?
Do you think I should call them to clarify the situation?
Do you know if they already chose their S/O?
Thanks
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Superman_32
Hey Superman,
You've Summed it up. Although the Airline game is a team game is a captain that truly 'Captains' The airline. The Commercial is an important factor to an airline as well, but it is the pilots who are the true backbone of an airline.
Take away all the other factors and just keep the desire to fly. If there was just ONE world airline, all we would need to operate it are the Operations, including the ATC. People would anyways buy a ticket online and queue up for their flight...( With Due respect to the Commercial division, who in todays competitive consumer market strive to do their best to offer the best product to the end consumer and serve their best interests).
Cheers to all the Pilots in the world. They are so much more than just bus drivers..( with due respect to labour, as every job holds its own respect).
Mav.
You've Summed it up. Although the Airline game is a team game is a captain that truly 'Captains' The airline. The Commercial is an important factor to an airline as well, but it is the pilots who are the true backbone of an airline.
Take away all the other factors and just keep the desire to fly. If there was just ONE world airline, all we would need to operate it are the Operations, including the ATC. People would anyways buy a ticket online and queue up for their flight...( With Due respect to the Commercial division, who in todays competitive consumer market strive to do their best to offer the best product to the end consumer and serve their best interests).
Cheers to all the Pilots in the world. They are so much more than just bus drivers..( with due respect to labour, as every job holds its own respect).
Mav.
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qatar airways cadet pilot program
hey guy's ,,,,
if talking about the cadet pilot program in the qatar airways has any one applied for this program recently got any positive respond ...... i think that they closed the current program in the 1st of feb , and even didnt handle the huge amounts of applications they received . i really wounder if any one has been called for a meeting or any exams .....
when do they gonna declare for the " winners " of the program .
if talking about the cadet pilot program in the qatar airways has any one applied for this program recently got any positive respond ...... i think that they closed the current program in the 1st of feb , and even didnt handle the huge amounts of applications they received . i really wounder if any one has been called for a meeting or any exams .....
when do they gonna declare for the " winners " of the program .
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Hey FAB....
I can feel for your frustration in getting out there and starting a good job in this industry, but I think I know the root of your problem. Basically, even though you have the A320 type rating...(and they may be interested initially), most companies are mandated with a minimum experience in term of flying hours by their insurance companies. Basically, to insure the "hull" and "life" value of any peticular flight the crew up front must not only hold a type rating but also have a certian amount of past experience. Where there may be some hope for you is in someone operating an A320 as a private operator not an commercial operator, and I am afraid on the A320, this is very unlikely. As a private operator, insurance is not as restrictive. So, as I can feel for what you want....to fly the bus, you may have to get out there and get some hours under your belt. If you can get your ATPL in under a couple of years, perhaps you can get away with renewing your 320 type with just a ride. Otherwise, if you have some cash left over, go and buy a type on a Navajo or a small jet. I actually believe you don't want to miss that stage in your career. You will build very good skills and have a blast at the same time. Dont' be in too much of a rush....you have lots of time. It is a slow progressive process...but you will have fun at each step. A mentor of mine once told me "don't rush it...one day you are here...and then it seems the next you are somewhere you never expected...and you will look back and wish you had more time"....and he was right.
So good luck!!!
I can feel for your frustration in getting out there and starting a good job in this industry, but I think I know the root of your problem. Basically, even though you have the A320 type rating...(and they may be interested initially), most companies are mandated with a minimum experience in term of flying hours by their insurance companies. Basically, to insure the "hull" and "life" value of any peticular flight the crew up front must not only hold a type rating but also have a certian amount of past experience. Where there may be some hope for you is in someone operating an A320 as a private operator not an commercial operator, and I am afraid on the A320, this is very unlikely. As a private operator, insurance is not as restrictive. So, as I can feel for what you want....to fly the bus, you may have to get out there and get some hours under your belt. If you can get your ATPL in under a couple of years, perhaps you can get away with renewing your 320 type with just a ride. Otherwise, if you have some cash left over, go and buy a type on a Navajo or a small jet. I actually believe you don't want to miss that stage in your career. You will build very good skills and have a blast at the same time. Dont' be in too much of a rush....you have lots of time. It is a slow progressive process...but you will have fun at each step. A mentor of mine once told me "don't rush it...one day you are here...and then it seems the next you are somewhere you never expected...and you will look back and wish you had more time"....and he was right.
So good luck!!!
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Hi FAB;
I am also a 23 year old like yourself and i have to agree with the last post, you will be missing out on alot of fun and important experience if you move to fast, surely you became a pilot to enjoy it yeah?
Its a slow process but it's worth it, im flying in Africa and have worked my way through the ranks in our company and enjoyed it all the way! i started on C206's and Caravan's and currently a B1900 Captain, we fly tourists and get to see the most amazing places, places were jumbo's and busses can't go....my dream like your's is also to be a airline pilot for a large airline one day but why rush it? have some fun first mate!
All the Best
jj
I am also a 23 year old like yourself and i have to agree with the last post, you will be missing out on alot of fun and important experience if you move to fast, surely you became a pilot to enjoy it yeah?
Its a slow process but it's worth it, im flying in Africa and have worked my way through the ranks in our company and enjoyed it all the way! i started on C206's and Caravan's and currently a B1900 Captain, we fly tourists and get to see the most amazing places, places were jumbo's and busses can't go....my dream like your's is also to be a airline pilot for a large airline one day but why rush it? have some fun first mate!
All the Best
jj
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Beech19,
Well said. There's no hurry to get to the pointy end of the big jets.
I've been a airline captain now for many years and have flown jets of all sizes and makes up to the 400. However, I still look back on those wonderful days of flying to places where no Jumbo or Airbus was ever going to go.
If I was a betting man, I'd put my money on you getting to where I am before others who are rushing to buy ratings and expect a quick ride into an airline.
Enjoy your B1900 time, just don't get caught there by staying too long.
Cls
Well said. There's no hurry to get to the pointy end of the big jets.
I've been a airline captain now for many years and have flown jets of all sizes and makes up to the 400. However, I still look back on those wonderful days of flying to places where no Jumbo or Airbus was ever going to go.
If I was a betting man, I'd put my money on you getting to where I am before others who are rushing to buy ratings and expect a quick ride into an airline.
Enjoy your B1900 time, just don't get caught there by staying too long.
Cls
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Beeech19 and cheklapsap,
Both of you seem to have the right idea. Most of these new up coming pilots will be old before their time if they just do all this long haul, heavy, wide body, ILS only, Autopilot, FMS keypad punching flying and don't get to enjoy the NDB, Bush flying, running the cows off the runway with a low bypass, looking at the direction of the anchored boats to find out the wind direction ( also the cows grazing in the fields direction) Stal airplane flying and the really good "HANDS ON" flying that molds you to hard core actual flying an airplane.
You know if I could make the money of a big 747,A-340, A-380,777 captain and fly float planes in Vancouver to get that money, I would be there in a heart beat. But the truth is you really have to work all the way up the ladder through the ranks to appreciate and find out that where you were, or you thought you were at the bottom of the ladder is actually the most fun you will have flying an airplane in your career.
My opinion.
HM
Both of you seem to have the right idea. Most of these new up coming pilots will be old before their time if they just do all this long haul, heavy, wide body, ILS only, Autopilot, FMS keypad punching flying and don't get to enjoy the NDB, Bush flying, running the cows off the runway with a low bypass, looking at the direction of the anchored boats to find out the wind direction ( also the cows grazing in the fields direction) Stal airplane flying and the really good "HANDS ON" flying that molds you to hard core actual flying an airplane.
You know if I could make the money of a big 747,A-340, A-380,777 captain and fly float planes in Vancouver to get that money, I would be there in a heart beat. But the truth is you really have to work all the way up the ladder through the ranks to appreciate and find out that where you were, or you thought you were at the bottom of the ladder is actually the most fun you will have flying an airplane in your career.
My opinion.
HM
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Beeech19,
I agree with you. I would love to have the opportunity to fly even a piston twin engine. Since 4 years, I have been looking for a First Officer-copilot position in Canada even on a Navajo, but it's full of pilots and the requirements are more than 1000hrs TT (insurances) if you don't have a contact. I also applied in Africa, I have not enough flight hours, a friend of mine is Capt. there on the ATR42 and gave my resume directly to his company, nothing.
Most of my friends are instructors, they have no money to pay their bills; they have more than 2000hrs on single engine and don't find a job as a copilot.
I had the choice to: pay for an instructor rating, convert my license to JAR and go back home, or pay for a Jet Rating.
I did the A320 rating, and now people say that I must have hours on type....what else can I do, any suggestions?
Should I pay for hours on type (and then companies will tell me that I do not have enough hours)? Should I buy an Airbus to do some sightseeings?
I applied for an ad to be copilot on a C208 few days ago, they asked me to pay for the training 6000$Us.......to fly a C208!
Beeech19, if you have some infos for jobs in Africa, I would appreciate. I am immediately available.
Thank you
I agree with you. I would love to have the opportunity to fly even a piston twin engine. Since 4 years, I have been looking for a First Officer-copilot position in Canada even on a Navajo, but it's full of pilots and the requirements are more than 1000hrs TT (insurances) if you don't have a contact. I also applied in Africa, I have not enough flight hours, a friend of mine is Capt. there on the ATR42 and gave my resume directly to his company, nothing.
Most of my friends are instructors, they have no money to pay their bills; they have more than 2000hrs on single engine and don't find a job as a copilot.
I had the choice to: pay for an instructor rating, convert my license to JAR and go back home, or pay for a Jet Rating.
I did the A320 rating, and now people say that I must have hours on type....what else can I do, any suggestions?
Should I pay for hours on type (and then companies will tell me that I do not have enough hours)? Should I buy an Airbus to do some sightseeings?
I applied for an ad to be copilot on a C208 few days ago, they asked me to pay for the training 6000$Us.......to fly a C208!
Beeech19, if you have some infos for jobs in Africa, I would appreciate. I am immediately available.
Thank you
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Hi FAB,
I think that no hours on the type rating is your problem. I am sorry to tell you this but the type rating you paid for might not be good enough if you don't have hours to back it up. It might get you an interview somewhere, someday but i think you need to have some experience backing your newly bought type rating.
Not sure how much hours you have total but i would think a type is no good without hours on other airplanes of same or close to same take off weight will help.
good luck.
I also think QR are still a few months to a year away from getting this cadet thing on the right track. They are short listing people right now and trying to see who is going to make the short, short listing next.
HM
I think that no hours on the type rating is your problem. I am sorry to tell you this but the type rating you paid for might not be good enough if you don't have hours to back it up. It might get you an interview somewhere, someday but i think you need to have some experience backing your newly bought type rating.
Not sure how much hours you have total but i would think a type is no good without hours on other airplanes of same or close to same take off weight will help.
good luck.
I also think QR are still a few months to a year away from getting this cadet thing on the right track. They are short listing people right now and trying to see who is going to make the short, short listing next.
HM
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Fab;
Send me your CV, my email in your PM, not promising anything but at least ill have it incase i come across something for you.
My suggestion is for you to go to Maun, Botswana next year February(as its too late now) with a C206/C208 rating and see the guys there, they only employ pilots that are there pre season(tourism season), its competitive but if your rated you got a good chance. They fly alot in that time and you should rack up approx 1000hrs + in two seasons, go visit the Campfire and Africa forums for more info.
A C208 rating will cost you $2000-3000 in South Africa, you just need a validation which is straight forward. I know Solenta(DHL) employ foreign pilots on SA validation for contract work in West Africa on 208's or $15 0000 will get you a ATR42 rating and a job with them. Also try Precision Air in Tanzania, i know they looking for guys for their ATR's but have to fund own rating. Its sad but that's the trend the industry is following, at least you wont be bonded!
Good luck bud
jj
Send me your CV, my email in your PM, not promising anything but at least ill have it incase i come across something for you.
My suggestion is for you to go to Maun, Botswana next year February(as its too late now) with a C206/C208 rating and see the guys there, they only employ pilots that are there pre season(tourism season), its competitive but if your rated you got a good chance. They fly alot in that time and you should rack up approx 1000hrs + in two seasons, go visit the Campfire and Africa forums for more info.
A C208 rating will cost you $2000-3000 in South Africa, you just need a validation which is straight forward. I know Solenta(DHL) employ foreign pilots on SA validation for contract work in West Africa on 208's or $15 0000 will get you a ATR42 rating and a job with them. Also try Precision Air in Tanzania, i know they looking for guys for their ATR's but have to fund own rating. Its sad but that's the trend the industry is following, at least you wont be bonded!
Good luck bud
jj
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If you weren't all so busy buying airbus ratings, you'd have the time (and the money) to build your careers the old fashioned way. Hard work, sacrifice, dedication and integrity. Build some skill and character along the way.
Since you have decided to prostitute yourselves and everyone else in the profession you only have yourselves to blame. You know who you are. No sympathy from here.
QR are clowns and don't live on the same planet as the rest of us. Normally when they recruit, they already know which people they want. (Nepotism) The application process is just for "optics".
If it sounds too good to be true, well, that's what it is.
Walks like a duck, quacks like a duck. -- It's a duck.
(Aaaaahh. That's better. Rant over)
Since you have decided to prostitute yourselves and everyone else in the profession you only have yourselves to blame. You know who you are. No sympathy from here.
QR are clowns and don't live on the same planet as the rest of us. Normally when they recruit, they already know which people they want. (Nepotism) The application process is just for "optics".
If it sounds too good to be true, well, that's what it is.
Walks like a duck, quacks like a duck. -- It's a duck.
(Aaaaahh. That's better. Rant over)
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Qatar Second Officer/Cadet Pilot
Hi guys,
I just received an email from Qatar stating that i've been shortlisted for an interview in London for the Second Officer/Cadet Pilot position. I know a lot of guys applied so just wanted to share this news with you and with hope. Good Luck to every one.
I just received an email from Qatar stating that i've been shortlisted for an interview in London for the Second Officer/Cadet Pilot position. I know a lot of guys applied so just wanted to share this news with you and with hope. Good Luck to every one.