Iver

I have applied to ek but dont have any airbus or boeing time ....and they are I only taking these guys at the moment . Straight from HR..

Two scenarios:
1 - They will get very few aircraft this year.
2 - They have lots of people doing nothing waiting for training.

Otherwise they will need FO's and maybe SO's.

Sorry to hear that yes im still working in the US I might also loose my job towards the end of the year too .

My today's opinion
 

Hi Jack...,

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 :sad:, 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 :ok:

i like " time to move on boys, aviation will never be as good as it was in the past..."

I very much agree with that.

i just dont get it ?
 

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 :ugh: ?? shame on them .

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.

Many thanks!

anyone in the pool, FO 320 with offer, who passed selection before 7 Feb 2012, pls PM me

thks

EASA Renewal
 

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.

EASA renewal
 

80-87

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.

:ok:

hello! does anyone know in which page i can find study info for the assessment?
many thanks.

EASA Currency
 

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.

Qr
 

Hello any rumors when qr Will resume interview for senior First Officer?

Freddi most QR's FO join very senior lol but to be eligible for senior FO you have to be 3 years senior as FO in Qatar Airways.

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.

stay in italy freddi they need you there...QR has never hired "Senior First Officers"

Thread?!
 

What has happened to the thread "QR second officer"?
It's disappeared. :(

Qr
 

@gamel
But they hire f.o. Simple

Qatar Airways_A320 Line Training Technical Questions - Rev.03
 

Hey guys,

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 8.1.7.4.2
_ 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 8.1.8.3

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 8.1.2.1.1
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 8.3.8.12.1,
_ 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 8.3.7.1.4
_ 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 8.1.11.1.4
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

A 320 line training technical questions
 

Thank you Gncy

It's very kind of you to share these informations.

I hope to use them soon when I get a date of join, hopefully !

Nice flights !

Voltige

NTSO / FTSO
 

Hi guys!

What's the latest on Qatar Airways recruitment?
It has been well over a year since I passed my assesment for the NTSO position with Qatar Airways, no job offer since.
Any news regarding the situation over there? Come on, they're gonna need us at some point, no?! What about the airport, is it on schedule to open in summer 2013? You guys think they will still get back to those that have been in this holding pool for more than 12 months?
Hope to receive some input from you guys!

Take care

Same here. Waiting since 14 months+ now. As read before, they have more than 100 SO in training. According to that information they wont need any for 2013, only from the aviation college. If that is the case I will have to move on to do something else. I cant afford to spend my good years just sitting around and waiting. And the airline industry back home is not what it used to be.

NTSO / FTSO
 

I heard that too Tritzo, no more SO's (FT/NT) in 2013.
Even for FO's the earliest DOJ's are said to be available in the end of 2013
Well thats one thing, the other thing is.. What will happen to us if we are in that pool for more than 20+ months? Will they still call us..? Isn't it strange to have us come over to Qatar while they haven't seen us for the past 2 years??? A reassesment? Will we just be kicked out of the pool?
Anyone that has a general idea about this.. Please shine your light on the topic:ok:

A little bit of info for you : new airport is scheduled to open in stages, beginning in April this year. It's anybody's guess whether it happens or not!

I hear that QR were in Bahrain last week, interviewing a bunch of Gulf Air pilots recently laid off. If its true they will be Airbus type rated and I guess will go straight to the top of the waiting list for a start date.

Rumours suggest that there are a lot of guys still sat around in Doha waiting for a start on the type training, anywhere between 40 and 100 depending who you believe.

Additionally, the 787 troubles has thrown a big, if temporary, spanner in the works.

Probably not the best news if you're sat around waiting for a DOJ but recruitment will continue, just not at the crazy rate recently seen.

I'm unable to give any sort of idea of timeline for NTSO/FO start dates and its impossible to offer advice on whether you should wait or move on.....that depends entirely on your personal circumstances.

PL

The questions that you ask have been answered already.

Basically NO FTSO/NTSO for 2013 (or at least most of the year). SO's are not generally needed and will be taken from CTC and the school first. You would be a fool if you dont keep persuing other avenues of flying if you can.

At least 100+ SO's and FTSO's awaiting line training! not to mention the FO's that will also get priority that are waiting.

If you are in hold pool, you will be lucky if you get called if you dont have Jet time or rating already. They are really full with trying to get the people here done, so no need to keep inviting people from the "hold pool" that are SO's or not very experienced. (this has been said enough)

Yes, Gulf air pilots coming across.....

FO's are trickling in still but slowly.

Re: Hold pool...... there is a thread for that, Tritzo you started it, so better to post hold pool questions there as this thread is very clogged with "whats happening questions!
http://www.pprune.org/middle-east/50...lent-pool.html

New DEC process
 

Does anyone know anything about new DEC assessment ? I had an application last year but I had to do a new one this year, a totally different process in the website. No more filling up, but only CV, documents and licenses attachments.
Haven't hear anything about it since.

I've only been he since January but have already met quite a few second officers
Working here for 6-11 months and some have not flown yet. I met one who had a Qatar ID issue and has been here since last summer without starting training.
Right now they seem to be putting the most importance on Captains.
I have noticed things change rapidly here and you may unexpectedly get a call... But I wouldn't stop looking for other opportunities in the mean time.

Hi all . I see on there career site they are advertising for DEC on the 320. Any idea anybody how long one could expect to wait for a call ( if there is a call ) from filling in the application ?

Dear Disagreeable, QR pilots and others

Just to help you understand the situation of those SO’s crying everyday to seek informations regarding their DOJ. The other airline hiring SO’s is CX, after you trained you have to cruise during 4-5years to serve coffee and help the crew to sleep before you become FO while being paid crap. So for the 100+ SO’s in Doha and those waiting their DOJ since 1 year now it is still OK taking into account the upgrade is faster with QR. But at least with CX, when your interview is over you’re informed if it was Ok or not and when you join. What I mean is it is useless to talk to them like there are many options everywhere.

@Disagreeable.You’re not helping at all so better to say nothing. They will prefer you, in your actual position, to go knoc the door of the HR with the same energy you used to write your posts, to ask them to clarify the situation of each SO’s with official e-mails. If they had time to interview so nicely so many people, they have time to state clearly who will be hire or not and you’ll not see people staying here desperately.

Everytime you’ll give hope to those waiting, they’ll wait. If you want people to go to do something else instead of waiting desperately, tell them clearly what they expected is dead, officially. Then they’ll move. You can humiliate, make them poor, say they are dirty, scam, campers or idiots to wait, they will stay by the time there is hope.

Just to remind you that all the poor SO’s in the pool waiting are young guys looking QR as a dream airline to start, wanting to fly the jets with you QR pilots. If they don’t deserve attention by their experience, they deserve minimum respect for the way they look at you and the job you’re doing.

I’m a simple follower of this thread but astonished to see that things can’t be done nicer for such respectable airline.

They have change the recruitment web page. I don´t see how to register my details at least you are applying for a current job as captain.

With all the recent posts apearing to centre around SO's etc what is the situation for FO's. The site just has DEC positions any ideas on when FO recruitment will begin?

Situation Qatar
 

A guy I talked to has been told the first possible date of joining for FO's is after september 2013. That's the situation. FTSO / NTSO are normally not considered in 2013 anymore. A good friend of mine, FTSO joined in february 2012.. He's still in our home country awaiting his training.. I think FO's / SO's will not be interviewed anymore for the coming time..

I don´t think they will make interviews for SO or FO soon, they have 250 pilots in the talent pool plus pilots already having house, salary and rating and on ground waiting for instructors to train them... so i think we won´t see any interview for FO or SO during this year.

I know they have called some people in the pool to start training and rating, even some of them wrote here, but i´m not sure how long will it take to empty the pool. I´ve been told that now in March and April they will speed up a bit, if the B787 and NDIA at least fix the problems.

I know some people is getting nervous, but I don´t think we can do much, i know 2 guys from the pool that directly found something else and in the email they got in December to update the hours they didn´t even reply, so I think they will be consider a No go for QR, and they are not the only ones...

Let´s see what happen.

by the way, anyone can share some light on the plane delivery with QR, A320, A330, B787 and B777??

There will be no sugar coating.
 

WRONG. I know at least 4 SO's in CX and a few FO's and the odd Cpt.

Yes, CX contracts tend to fluctuate in richness as time marches on, but is in NO WAY worse pay than it is is to be a QR SO; You said it yourself, CX are organised and communicate, something QR does not do well at all.

Now as a CX SO you DONT serve coffee, you DONT get treated badly, you DO get around 18 - 20 days off a month and about 65k - 75k USD for the privilege, all on a Widebody!
Not bad for a low houred unemployed jet pilot wanna-be who is apparently struggling financially and/or career wise, in a company you could stay in long term;
If you knocked back an offer with CX waiting for QR,then you deserve no sympathy.

Currently, CX SO's are upgrading to FO in 3years or less. One I know is just under 2 years.

Yes I agree, the upgrade is faster at QR, but only if they decide to train you quickly! 18 months to get trained at QR (50% - 70% of your SO time at CX done already!)

HA, please read my previous posts and read between the lines.

Are you saying that Jet jobs are the only jobs worth having when your a low houred pilot? LOL, listen, if you are low hour pilot/no jet exp, then sitting around and not trying to find suitable flying work because your waiting for a jet job, then go right ahead and waste your life in vain/hope.

Yes times are tough, agreed, but that should not stop you looking and applying for other flying jobs.

Your advice of not posting true information because its not "helping to be hopeful" is ridiculous. In fact, its comments and suggestions like this that is actually "not helpful" by trying to skew the information flow here!

This has been done RK303, some people are helping only there friends get in.... I have pushed for the emails to be sent, but they dont do it... why dont they? (is it sinking in yet?)
So please dont bad mouth me or anyone else taking the time to post whats happening (regardless whether you like the info or not), take a deep breath and read between the lines!
There is only so much one can do.


Don't put words in my mouth and then call me out on it; I never humiliated anyone or called anyone 'scam' or 'dirty'...etc! :ugh: I will however, put you back in your place if you try to misdirect what I say.... like this instance.

agreed, false hope is draining. QR HR are well aware of this and this is all for their benefit.. Just because you are in the hold pool, does not mean they are obligated to you. How many times do I and others need to point out that QR are not overly sympathetic to you, especially to those in the hold pool.

If they need you, they will hire you. until then, if you have nothing to really offer other than another warm body in a uniform, then you will be waiting. simple. no fluff. no hope given. dry your :{ eyes and keep marching on.

Alot of people in QR and obviously those waiting know this, and much of information has been posted about the 2 star airline treatment of crew.


RK303, my information, which, has been accurate, re. hiring practices is not meant to be hopeful sugar coated meaningless pprune drivel.... its an informed opinion, more informed than most here.

if you or others want to stay in your dreamy world of aviation jet job hope then fine, stay there if your belly is full or if your living with your parents, then all good to keep hanging on for QR.

But, if your struggling with $$ or have other responsibilities, you would be a fool to not be looking for other opportunities in the mean time, and then I if you get a QR offer, then join if you have nothing better on offer.

I have mentioned about the hiring of SO's, FO's for the next 6 - 8 months, of which others have then posted "friends" information saying the same thing!

So get it through your head, I have information, I share it when I can, I help out behind the scenes when I can, and the rest of your life/career is up to you. Dont waste it on "illusions".

Good luck all. :ok:

Just to give you guys some insight from a current SO.
Training as you guys know IS very slow. There is no communication with what is going on and when our training should resume.
I would have no problem with the wait as I understand that there is no training capacity, however I would have appreciated some communication, updates, an appology perhaps, but hey..

What disagreeable says is all true. Though harsh, he isn't a hater of QR, everything he says is true, but it is all how you deal with it.
I know guys that sit and bitch about what has been going on for the past few months and just complain, others that are happy they are getting paid, enjoying their time off, studying, and just taking it easy.

I may have not been here for as long as disagreeable, but I have enough friends to know that QR is not all horrible, nor all amazing. It is a matter of how open minded you are, how much you are willing to adapt to, and most importantly it is just a place to work, for a lot of people, a transit destination if you will..
Having said this, there are ALOT of guys who have been here 5 years + and don't intend to go anywhere..

In regards to training, I have some friends who are finally flying quite a bit this month, 10+ flights, after months of being home, which indicates that things SHOULD be getting better for those that have been here longer..
Whether FTSOs get priority over NTSOs that have joined much before them is still debatable..

I am happy to reply to any questions..

@QatarAirway

When did you have your interview with QR and the DOJ letter? When did you actually join QR? Which fleet are you flying on? Did you join as a NTSO?

captain.weird

Joined begining of 2012. A320, NTSO.
Time between application and interview was 6 months.
Between Interview and DOJ letter was another 6 months.
Joined 3 weeks later.

NTSO
 

@Migair

The december update didn't ask us to update hour information, did it??
Were some guys sent a request to update their hours?

@QatarAirway

Any chance they will hire foreign NTSO's out of the holding pool in the future? It seems now that by the time the hiring will pick up I will be in the holding pool for more than 1,5 years! :(

To be more accurate, we need to go deeper with the cost of life in Honk-Kong wich I think is one of the highest in the world, even worst regarding accomodations. PLUS, a specific training loan is subscribe by the SO’s in HKG when they start.Any failure, you’re dead.
I’m not not sure about that but I’ve also heard foreign SO are not allow to buy appartments in HKG before 9 years or something after their DOJ. Taking into account SO’s are clearly stuck and force to live in HKG due to the nature of their contract and licences at the end of their training. Basically better to start there before you reach 25years old.

This is the case on the Cargo fleet but Ok I exaggerated things here lol. But more seriously, in CX SO’s are mostly used on long haul for crewing economy, CX use them smartly during many years to cruise the aircraft while the crew go to sleep as they are cheaper. A big difference when QR want them to be upgrade quickly to FO.

The Second officer thread have been strangly deleted. I have in memory few words of your last post there but anyway I can’t recall it so my mistake if there were any misinterpretation.

Good luck to the SO’s in Doha or those still waiting their DOJ if it happen. I don’t see any benefit for QR to send you updates then not hire you…but if that “No SO in 2013” info is correct they should at least send you a game over e-mail with apologies...