Joining Qatar Airways (QR) - all you need to know about it (threads merged)
Join Date: Jul 2010
Location: Doxa
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Black Pudding:
The only problem I have here is flying with Captains who want to drag the aircraft in level with everything hanging out from 15 miles away, wasting fuel.
The only problem I have here is flying with Captains who want to drag the aircraft in level with everything hanging out from 15 miles away, wasting fuel.
Idiot= bad attitude or bad flying skills or bad knowledge or all of that.
Join Date: Sep 2008
Location: carribean
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High qualified and experienced kids ... oops ... pilots
Kids, when you grow up you will understand the CDA isn't the QR policy. They don't care about fuel. Have you ever heard about anyone being called at the safety office due to waste fuel? while many pilots are being called there due to unstable approach. With this behave you will end up at safety office. I know you are high qualified and experienced kids ... ooops ... pilots. 
This is the reason QR chooses this criteria of burning fuel instead of unstable approach. Wake up!
This is the reason QR chooses this criteria of burning fuel instead of unstable approach. Wake up!
Join Date: Feb 2006
Location: UK
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synergie
retard on the RHS, idiot in the LHS... what a great place to work
I understand now why they ask you all those crazy questions during the interview
Anyway, on your shiny bus or boring, the aircraft does the CDA alone even with a retard on the RHS and an idiot on the LHS
I understand now why they ask you all those crazy questions during the interview
Anyway, on your shiny bus or boring, the aircraft does the CDA alone even with a retard on the RHS and an idiot on the LHS
Join Date: Feb 2004
Location: uk
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Blacksteel7, it's time you woke up. CDA's are in fact QR policy - a very thorough QR document can be found on the subject on the QR portal under Training Documents.
Most European airports expect you to fly CDA's going into them now days. If you don't yet know your 3 x table and haven't worked out the relationship between track miles to run versus height above the ground, I suggest you peruse the QR document mentioned above.
CDA's in my opinion have nothing to do with saving money for the company; once you get airborne it's up to you to manage what to do with the fuel in your tanks. If you are happy burning it all at 2000ft for 15 miles, then who is the one with the small brain?
As for your argument about getting called to the safety office due to unstable approaches...the reason you get called in, is if you are unstable at 1000 and continue to land (like some pilots seem to think it's fine to do.)
If we want to progress as an airline maybe a bit of professionalism in the cockpit would be a good place to start.
Most European airports expect you to fly CDA's going into them now days. If you don't yet know your 3 x table and haven't worked out the relationship between track miles to run versus height above the ground, I suggest you peruse the QR document mentioned above.
CDA's in my opinion have nothing to do with saving money for the company; once you get airborne it's up to you to manage what to do with the fuel in your tanks. If you are happy burning it all at 2000ft for 15 miles, then who is the one with the small brain?
As for your argument about getting called to the safety office due to unstable approaches...the reason you get called in, is if you are unstable at 1000 and continue to land (like some pilots seem to think it's fine to do.)
If we want to progress as an airline maybe a bit of professionalism in the cockpit would be a good place to start.
Join Date: Apr 2011
Location: Somewhere
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They don't care about fuel
Especially seeing as they want to go for an IPO in 2013 expect to see a lot of other fuel saving and cost cutting procedures.
Having said that, if you aren't stable on an approach (after the commit altitude = usually < 1000ft AGL) we MUST execute a GA, and ... here we have just lost the opportunity the get the golden ORYX FUEL AWARD at the end of the year. I'm just kidding about the award but you got the message! Unstable app. not follow by a GA is pretty bad picture. This was one of the reasons why TK1951 'landed' short in AMS. Lessons identified.
Join Date: Jul 2005
Location: Magnificent Earth
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Guys.. The thread subject is been driven away from JOINING to CDA.. May I suggest going back to it.
It is really great thread and thank you all for the information provided.
It is really great thread and thank you all for the information provided.
Join Date: Sep 2008
Location: carribean
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"NOT a true statement even in the Gulf!"
Bundu, tosna, etc... leveled at FL 220 (from the southeast) and Sesna leveled at FL250 (from northwest). And finally "EXTRA FUEL FOR POSBL ARR CONGESTION". How can you talk about CDA. 
Continuous Descent Approach starts ideally from Top of Descent. It is not from 2000' or Najma. In the Gulf the true statement is stepped approach. Halas.
Continuous Descent Approach starts ideally from Top of Descent. It is not from 2000' or Najma. In the Gulf the true statement is stepped approach. Halas.
Join Date: Jun 2005
Location: middleast
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-CDA is First of all a "NOISE ABATEMENT TECHNIQUE" ...(not a saving fuel technique,eventhough off course it save fuel,emissions..) and the FIRST purpose of it is to REDUCE NOISE level on arrivals and on ground.!I don't think they really care about noise here,as most of the approach is performed overhead the sea,unless they care about fish confort..
-CDA is pilot's job BUT also ATC job!(Not very efficient in a place like doha when the ATC guy/lady is overloaded,No STARS... ),slightly more efficient when they split the approach into two VHF frequencies, and the controller has more time to monitor your descent.
-CDA is pilot's job BUT also ATC job!(Not very efficient in a place like doha when the ATC guy/lady is overloaded,No STARS... ),slightly more efficient when they split the approach into two VHF frequencies, and the controller has more time to monitor your descent.
Last edited by loc22550; 9th May 2011 at 04:49.
Join Date: Sep 2008
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I know this is pointless discussion.
The objective of a CDA is to reduce aircraft noise, fuel burn and emissions.
Kijangnim
CDA is a flight procedure where the vertical profile of an arrival has been optimized, not to include "step downs" or intermediate level flight operations, so that it can flown from a high altitude in "idle" engine (low power) condition until a stabilization point to touch down on the runway, i.e. Standard Terminal Arrival (STAR) with an optimized vertical profile.
Or
Continuous Descent Approach (CDA):
An optimized approach procedure where the aircraft descends continually at idle thrust from cruise to landing.
This is quite different from The low-drag or delayed-flaps approach.
Now have you learned?
The objective of a CDA is to reduce aircraft noise, fuel burn and emissions.
Kijangnim
CDA is a flight procedure where the vertical profile of an arrival has been optimized, not to include "step downs" or intermediate level flight operations, so that it can flown from a high altitude in "idle" engine (low power) condition until a stabilization point to touch down on the runway, i.e. Standard Terminal Arrival (STAR) with an optimized vertical profile.
Or
Continuous Descent Approach (CDA):
An optimized approach procedure where the aircraft descends continually at idle thrust from cruise to landing.
This is quite different from The low-drag or delayed-flaps approach.
Now have you learned?
Join Date: Feb 2006
Location: UK
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where the aircraft descends continually at idle thrust from cruise to landing
Why doing nice landings?? kiss landings are not mention in the SOPs, so I smash the plan each time I land
CDA
Join Date: Jun 2005
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A nice&good landing(From pilot's side) is not especially a kiss landing and vice&versa...thats why Kiss landing is not mentioned in SOP...
Last edited by loc22550; 9th May 2011 at 18:58.
Join Date: Apr 2011
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This company is losing millions a year on wasting fuel
Some of the flight plan block fuel figures are based on not dragging it in for the last 15 miles, so why do it. I'll tell you why, because they are scared and worried about being unstable and having to go around or being dragged in the office for an unstable approach. A bit sad I think, but that seems to be the way it is.
We got a memo a few weeks ago about using company property and how they wanted to stop wasting money and how it had to make a better profit ? and yet the one thing that is costing them millions is the wasted fuel by those who are quite happy to descend to platform level 25 miles out and drag it in, unbelievable
Some of the flight plan block fuel figures are based on not dragging it in for the last 15 miles, so why do it. I'll tell you why, because they are scared and worried about being unstable and having to go around or being dragged in the office for an unstable approach. A bit sad I think, but that seems to be the way it is.
We got a memo a few weeks ago about using company property and how they wanted to stop wasting money and how it had to make a better profit ? and yet the one thing that is costing them millions is the wasted fuel by those who are quite happy to descend to platform level 25 miles out and drag it in, unbelievable
Join Date: Jun 2005
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Assuming an APU consumption is around 150kg/hour,and the number of A/C we do have here,a simple gesture like connnectig the GPU as soon as the A/C is at the parking stand(so we can get rid of the APU straight..fuel,noise.. at least in winter when you don't need ACU), could SAVE TONS of fuel EVERYDAY in this airline!
So why they don't do it..IF they are concerned about fuel...
Does APU cycle(maintenance..) cost more than fuel consumption at the end of the day?
So why they don't do it..IF they are concerned about fuel...
Does APU cycle(maintenance..) cost more than fuel consumption at the end of the day?
Last edited by loc22550; 10th May 2011 at 07:47.