.
 

Just one question:

Do You have to apply for an exit permission to QR in case of a privat travel?

If so,usually is it granted or so,so?

Thank You!

FMC Overheat: Was the offer for a DEC or an FO? Thanks. Just wondering what they're interviewing for.

Deske1

YES. every one sponsored in this country needs an exit permit authorized by the sponsor (employer).
Qatar Airways and a very few other companies are allowed Multi Exit Permits. this is only available to Flight Deck personal. it will cost 500QR and valid for 1 year with no limit on your exits. BUT the company holds the right to have this privilege revoked at anytime, it's as easy a just one phone call and your Multi Exit Permit is no longer valid. This is not a standard procedure and in all my time here I have only seen that happen a couple of times.

Poisoned by Compromise
Krunch

Can somebody tell me the what the whole package is for an FO?
I understand the basic is $6600

What about:

Sector pay
Relocation allowance
Housing allowance if you do not choose company accommodation.
Any other perks etc.

Thats 6600 is your total take home pay. Doesnt matter what the pay is, QR/Doha is good for 2 groups of people, Arabic speakers and family wimps./married guys. If your single it sucks big time.
If you join now on 777 expect upgrade in 5 years on the 320
If you join now on 330 expect upgrade in 5 years on the 320
If you join on the 320 expect to stay 5 years on 320, upgrade on 320 and stay their at least another five years.
The divide and conquer policy is enforced and cockpit /cabin crew relations have a lot of room to improve.
Housing has a alot of room to improve.
Cockpit crew uniform quality could improve as well.
Staff travel system is very good
Pay is always on time
Aircrafts maintained very well, no pressure to fly if something isnt legal
Crew hotels are standard.
Good crews on the 319/20/21 fleet, 330 room to improve, 777 standard
Carmen bidding system is great, you can bid based on trip days, flt number, destination, check in/out and day off blocks.
For a middle eastern carrier its a great start, the only thing missing is it doesnt award trips based on seniority, if not a satifaction system which I really dont understand
If you come non typed rated, training is good, lots of resourses MFTD. Full motion sim that is awesome. Line training is a challenge but survivable
If you come type rated expect 2 warm up session and a lpc/opc. They do not teach and your expected to know the QR way, its almost like a new interview.
Hope this helps

Company policy is upgrades on 320 only, and there will be a fleet freeze for at least 2 years, but no additional bond. In the past there were upgrades on the widebodys but since the 320 Capt started complaining they made all upgrades on 320 to push the 320 captains to the bigger fleets.
By the way nobody has transfered from the 320 fleet to anything else in over a year. All upgrades stopped as well until mid 2010. The airplane you get offerred in your congrats letter is not optional, its a take it or leave it deal. By the way in last 2 weeks out of approx 15 interviewies, only 1 or 2 guys got job offers.

Fuba, i fully agree with with the seniority issue in QR....
No benefit ($) at all... 5years or 15 years in the company in the respective grade doesn't make any difference in salary!(well i guess we have to understand that QR is not interesting to keep people to long here...??:confused:
Is this normal....??

Duolabs...do you think it would be NORMAL to get an upgrade on an A330 or B777? Does it happen in your previous company?

Do you think it is safe to upgrade on an A330 or B777? Your exposure to "real life" as a new captain will be minimal on a long haul fleet. Less rotations, more redundancy of the aircraft, major airports etc...So you would become a crap captain!

Do you think it would be beneficial to you or the company to allow you to do an upgrade on A330 or B777? See above...NO!

The A320 might not be the EGO booster you are looking for, but believe me there is no better airplane to find yourself on but the A320 as a junior commander!

Its hard work, you will learn how to use an MEL, you do 30+sectors/month (6 on T7 and 12 maybe on 330) and most of all....you will maintain your grip with reality!



Only real problem the guys on 320 have is the pay! Because of high duty time but lower block time, the pay on average on the A320 fleet is about 10% lower compared to the heavy metal boys! And this is one of the disgraces of this company!

Everybody knows about this, incl. management, but nobody acts!

A320 fleet will be the biggest fleet in the airline with 40+ airplanes and the company needs this fleet, but everybody looks down on it! Why? typical ME mentality: mine is bigger than yours!:=

Schneidertrophy,

The "bigger the airplane the more it pays" idea is not unique to the ME. It is the cornerstone on which pay is determined in the US and some far east carriers.

As for the "safety" aspect of going right to left seat, it happens all the time in the US. The sacrifice made is not one of safety, rather pay, as the individual foregoes Captains pay on smaller equipment for seniority and quality of life.

I agree that the better route to go as far as professional development is the 320 as your first command.:ok:

You cant factor all 600 in your numbers. There will be natural atrrition, s/o, guys who dont pass the interview, guys who dont pass the sim or line training for command., Ive even heard about a 330 f/o who said who wasnt interested in the 320 command and stayed on the 330 as a f/o.

application form
 

hello guys

call me stupid, but i ve tried attaching the completely filled application form and sent it to my other email, all i got was a blank application form!

so how do u attach this form to your yahoomail with your pic attached too?

Az

@ Capt Oryx,

Some differences have to be pointed out.

"Big Airplane, Bigger pay" is not true. In most ME airlines all pilots receive the same basic salary and performance pay, regardless of airplane type. Same in QR. The difference is that on an A320 fleet for example your duty time by far exceeds your block time while on an Long Haul fleet duty and block will be very close to eachother. In EK they dont have the problem and EY has solved it by paying 320 drivers an extra allowance, the same way it used to be in QR.
In QR this allowance was cancelled in 2003 when all HOTSHOT managers went on to fly the bigger airplanes.

So in theory there is no difference in pay, in reality there is but we hvae no manager with the balls to solve the problem!

In other parts of the world a pilot indeed makes more money once he is on a bigger airplane, but this has NOTHING to do with the type he is on. It has to do with seniority. Flying an A340 in a European airline usually was a result of over 15 years seniority in that company. Same in Far East. CX highest paid pilots are on the 747 but to be a skipper on that airplane, you need seniority in the airline.


With regards to the upgrade. Right to left on an A330 or 777 is done by airlines without a smaller option available to them e.g. EK. All others, with a smaller fleet operating, will put their upgrades on the single aisle fleets.
This is part of the normal career path in real airlines. Overhere there is NO career path and their is NO respect for seniority!

But until now they realised that upgrades had to be done on A320 for reasons as mentioned above.

Now the rumour is back they might do R to L on 777 and 330 again! Not only is this dangerous, it is demoralizing for the battle troops on A320! Its a short term solution to a cancer growing inside QR and in the long run, it will only accelerate the cancer spreading.
:ugh:

ST,

In airlines with rates of pay determined by "weight/speed formula" (most US carriers) the larger the aircraft, the higher the pay rate. The other part of the formula is pilot seniority. The more senior the pilot the greater his/her opportunity to hold a position on a higher paying piece of equipment. To further confuse the issue the pay rates are increased year over year in accordance with the pilot's longevity.

You mention rates of pay determined by longevity and the airlines that employ that process. One is not better than the other they are just a little different.

I do not see any inherent safety issue in movement from right to left seat on a particular airplane, rather it is one of personal preference. I do agree that it is better to start your command career in a short/medium haul a/c rather than long haul.

Shneider...Let's call back the 320 special allowance we used to have (1500QR/month) in the old good time...and with the inflation should be at least 2000QR/month today..!:}.
We(320 taxi driver) are not paid to sleep half of the flight time like the 777 drivers on ULR..
We definitely deserve it !!

shneidertrophy
 

"R to L on 777 and 330 again! Not only is this dangerous". All fleet has insurance.:E
"it is demoralizing for the battle troops on A320". The Goat doesn't care.:}
Sorry but it is true. Indeed!
Go in peace.

Capt. Oryx,

In Airlines with "speed/weight" salary formulas, nobody ever jumps the que.

You join as a junior FO, after 15 years or so you will be a Capt on EMB145 or, if lucky, on 737 or 320. 10 years later you might get a left seat on a 767/777 or 330 and you will start earning the big bucks.

Nothing wrong with that as it is called a career plan.

In QR one can be flying for 10 years, working his butt of on the A320 while tomorrow a DEC can come in with 737 experience (got his command by luck in a dodgy airline somewhere) and he can be given a left seat on the 777.

Instantly he will make more money than the other one does, even though the second one has the same function/grade and he had to jump all the loops (and believe me, many loops exist here) to get where he is.

Do you think that is fair?

There is no use in comparing apples with bananas mate! The system sucks overhere and you know it. Just remember that, because you might have been lucky when joining now on 777, tomorrow you might find yourself in a different position with guys jumping over your head, making more money than you do just because...Lets see how you talk then!

Ned, you are right. The goat does not give a damn. I just wanted to make sure people here realize that!

hey squissh,
how did it go? was there anything unexpected on the test or the sim? I'm going out the beginning of Dec and still not possitive what to study. Should I just stick with the JAA ATPL?
cheers

?
 

Whats the exact meaning of these?

-Utility allowance.
-Meal Allowance whilst on layovers

Also,how many days of Annual Leave provided?

Many thanks for the reply,there are no numbers on the website.

Deske:
-Utility allowance (electricity,water): 300QR/month
-Meal allowance:For each layover you will recieve an allowance for breafkast,lunch.diner, depending on the schedule arrival time, and departure time from the hotel, and depending on the City you stay.(paid together with your salary).
-transport allowance 1500QR/month
-Annual leave :42 days/year.

Captain Oryx
“I do not see any inherent safety issue in movement from right to left seat on a particular airplane, rather it is one of personal preference.”

I’m sure you are 320 Driver. I’m sorry but this mix (inexperienced pilot flying wide body in long haul flight) is dangerous.

shneidertrophy
“a DEC can come in with 737 experience (got his command by luck in a dodgy airline somewhere)”

This is true. There are a bunch of them flying B777. And some of them flying as Line training Captain.

“Do you think that is fair?”

Nothing in Goat Airlines is far. Look around!

Go in peace.

OK boys, let's straighten a few things out.

ST,

The reason people don't "jump the que" has nothing to do with "weight speed formula". It is strictly a function of a seniority system.

Nowhere did I comment on the fairness of the system. I will not comment on it now.

Your "career plan" as you put it is a bit askew "mate". It is strictly a function of economic times. Some individuals see a command in less than 5 years. Some wait 15, yes I'm talking B737/A320. That's the nature of the career. Oh, by the way, some never see command.

I was not, and do not wish to compare Qatar's system to any system.

Cheers!:ok:

Life is too precious to spend 3 yrs of it in what can only be described as a dreadful environment even for a B777 PIC on your licence.
I considered it for a few months and then having been there I couldnt and wouldnt be able to sacrifice all the things that I do weekly/monthly that make life sweet and have taken for granted in my daily life and which make it so enjoyable.
On that visit I couldnt comprehend how anyone can live there.Truly horrible in comparison to SE Asia and even Dubai.

Mykno ..a few months...?..it take only one minute from the time to get out of your accomodation, get into your car and start driving to realise how this place is UNcivilised!

Capt Oryx,


all I say is that your salary structure does not work without a seniority system.

The whole point of the exercise was the answer to:"Why does a 777 pilot in the same function make more money than his colleague on the A320?"

EK does upgrade on their A330 because of the lack of smaller equipment. Besides that their training system and requirements are much more strict than what we have in QR, and so is their screening process.

So their pilots in general are of a better quality, their training department is better as well and they would never allow people to upgrade on an A380 or A340. And I strongly doubt they ever allowed upgrades R to L on the T7.

All the guys I know, that went recently through an upgrade at EK, joined there 4-5 years ago. Most of them had 4000hrs+ when they joined and in many cases they held a previous command on 737/320 or similar. So yes, after another 4 years and 3200 hrs flying the EK network they would be more likely to be able to digest a fresh command on an A330.

Here in QR the requirements will be 5000hrs on heavy jet, full ATPL and minimum 3 years in the company for an upgrade on A320. For upgrade on a widebody you will need 6000hrs+ and all the other requirements.
Besides this an upgrade on a widebody will always be subject to requirement and approval from management, the A320 fleet will stay the main fleet for upgrades.

I know one guy that joined here 5 years ago without a TR and 1500hrs. He was given A320 rating (stayed 1.5 years), joined A330 (stayed 2 years), joined A340 (stayed 1 year) and was finally given 777 6 months ago. By the time the R to L upgrades kick in he, in theory, would be eligible for a T7 fresh command.

Now this person is a nice guy and has good attitude, but do you think making him a commander on the 777 is a good idea both for his career as well as the safety of aviation?????:ugh:

For the newbees: forget 3 years as in reality we are looking today at 6-8 years before you can ever be considered due to 750+ FOs ahead of you.

I stick to my point: What QR will be doing IS dangerous!

Lets wait and see....

loc22550 Very nice way of putting it. :ok:

ST,

My point precisely.

We will just have to respectfully disagree about the R to L upgrade

Cheers!

Right to left and other things....
 

A good friend of mine just gave a very simple but logic solution:

All they would have to do is to install a bidding system, allowing pilots to bid on which fleet they want to do their upgrade on.
Combine this with a transparent and constant upgrade policy whereby candidates are given exact dates/timeframes of what to expect when and on which fleet, and everybody would be much happier.

A pilot would know exactly when to expect a possible upgrade on the A320 or his current fleet. He would be able to make the decision himself. Either upgrade in X months and go on the A320, or upgrade on the A330/B777 in X months + y months.

And why not allow an A320 pilot, if a slot becomes available on A330/B777 and nobody inside his seniority bracket is willing or available to fill it in, to upgrade on the B777/A330?

Clear, transparent and honest to everybody in the system. Some guys who upgraded in the past 2 years will be pissed of maybe, but hey, that’s life, get over it.

At least the system would be in place for the future. And no matter what, QR's expansion plan is sooooo massive that everybody in the system today will be given most of what they want (777/787/380/350) within the next 5 years anyhow.

No time to worry people, life is too short for that!

Hi All
Is anybody going for an interview on December 2nd?
If so, I would like to hear from you.
Thanks

Qatar interview
 

Hi guys and girls,

Here’s my short story about the selection.
The day looks exactly as described here in pprune:
0800 come in, 0830 computer presentation about the 5 star airline, little break, 50 multiple choice questions in an hour which is time enough if you’re prepared by questions below and Ace. Then everybody wait and will be called in for the result. If you didn’t make it, go and chill out by the pool, your day is over.
Then they give everybody a time to appear for the interview.
At 12:00 there is a lunch, which is a little buffet. Interviewers were not present and is good to talk to the other guys who want the job.

There were no technical questions asked during the interview for none off the guys. They worked through a standard list of questions which was the same for everybody. They marked on their papers a number and I don’t know where it stand for.

After the interview you can go to the pool and chill out. Later during the day there will be the letter under your door with the result and if it’s good you can continue to the sim. If it’s ok go to bed and rest, cause the sim is at night. If it’s not ok go back to the pool and order a gin tonic and look at it as a holyday.

Sim pickup 21:45. They brief you when you get there, show an airbus 330 and tell you how to fly it. The instructor was a really nice guy. He tells you who will be at what time. Make sure you’re not last, do this by sitting in the middle, since he will just number you down the line. After you’re finished you can call Marriot and request them to pick you up if you want.

Sim was relatively easy. 330 flies like it’s on auto pilot and the joystick is like control wheel stearing it temporarily declutches. It’s the basic pitch flying. Set a pitch and the A/C will keep it, same for bank. If it’s not good change it. Let the A/C fly don’t try to do this yourself, since the A/C can do it better. If it flies level and bank ok, release the stick if it doesn’t fly good release it. Try to touch it as little as possible.
Sim profile: LHR 27R ( like the briefing pack you get before this time, apparently they sometimes change it to another airport) Made up departure straight ahead. Duringclimb a turn and level off. Radar circuit back to ILS, shoot it and land (landing does not count, but is easy; flare a litte at 40 ft and retard when it tell you to). If you are not stable do a G/A always.
Then again same thing, but do it better now. Then you get a fire on the A/C, ask for memory items. Request mayday, Do the after T/O checklist, ask for rest of checklist. Let him Inform cc + packs, quickly back request short vectors and fire guys to be ready when you land. Do a briefing about evacuation etc. Be aware for GS intercept by the way, since you might approach at a lower alt for the ILS. That's it. Only about 1/2 hour.

I have bundled all the questions I found on pprune:

Qatar written test from pprune:

Altimeter settings and how weather affects it.
ICAO Holding Speeds.
Describe what is a dutch roll.
what makes a good captain, good F/O
When do you use anti-ice
what is the sqawk code for threat in the airplane.
Basic aerodynamics
3rd segment climb
Effect of forward c.g.
Lapse rate
Notams
Effect of speed brakes and ailerons simulteneous input
Missed approoach after circle to land
What happens to IAS if the pitot tube is blocked at the start of the descend
What happens to airspeed if the static vent is blocked?
Wet Rwy?
Contaminated Rwy?
Holding speeds?
How long to evacuate an aircraft with more than 44 seats?
Certification purposes, aircraft needs to be evacuated in less than 90 sec through half of the available exits
Type of cloud with virga?
Holding pattern entries?
Interprate TAF, i.e. what will the wind be when you arrive?
ISA?
Emergency descent first action?
ILS CAT 1 RVR?
Gliding distance and how is it affected by weight?
What happens to LSS or TAS if one increases or the other decreases?
Lift/Drag/dynamic pressure formulas?
Where does DER or MORA stand for?
What is the aquwk for airplane threat?
MTOM. MLM: what type of limitations are these?
Are standard holdings with left or right turns?
Mcrit?
Swept back wings, why?
if you need to turn and maintain same speed and altitude what do you have to do
increase AoA and add power
the fix distance markings on a rwy are at what distance"?
The Fixed distance markings start at 300m from the RWY threshold
what would be the ISA deviation with a given temp. at acertain FL
how to calculate true altitude of an airport

Questions I got which I didn’t knew from pprune:
Bomb a board, what do you do?
Apparently good answer is: Landing gear down + flaps, level off at the altitude cabin is at the moment .
In a flare Aircraft will float, why?
Using to high AoA, height A/C is ½ wingspan? And some other answers

Qatar interview questions from pprune:

What are your Future Plans for QATAR AIRWAYS GROUP
Why Should We Hire You Over The Others Waiting To Be Interviewed
Can you work well under deadlines or pressure?
What goals do you have in your career
Briefly describe your ideal job?

What is loop or pigtail in an impulse line?

1.PIGTAIL IS USED ONLY IN STEAM LINE WHICH HELPS TO CONVERT
STEAM VAPOUR PHASE IN TO LIQUID WATER PHASE
2. AVIOD HIGH TEMPERATURE DIRECTLY CONTACT
IN INSTRUMENT LIKE PRESSURE GAUGES,PRESSURE
TRANSMITTERS..etc.
3.FINALLY IT REDUCES HIGH PRESSURE INTO LOW PRESSURE AND
AVIOD VIBRATION IN IMPULSE LINES.

pigtail is also called syphon.It is used to reduce
temperature of fluid like steam before enter in to the
Pressure gauge or Presssure Transmitter for measurement

What is maintenance planning
how control valve works? I think they mean describe outflow valves
What did you dislike about your last job? Why did you leave your last job?
Do you have a bond with your current employer?
Why Qatar?
Scenario:
On T/O and high speed you realize your tires are deflated. What do you do and how does it affect the braking performance?

If you have a bomb on the airplane, what do you do?
Do you have a bomb immediate action in your current company?

What is the definition of safe T/O distance?
What can you bring to the company?
Does the mrs. Approve of your job in Qatar?
What is MNPS?
Alt limits
What does the take over button on the Airbus on the side stick do?
Windshear
How many % to be runway contaminated?
Gradient climb?
Tell me about segments on T/O
VMCG/VMCA?
T/O in windshear
Have you flown with a demanding captain and give an example?
Have you have had someone misenterpreting you and give an example?
Any time a captain or F/O disagreed with you and give an example?
How many degrees of pitch would you fly with an engine faile wright after T/O?
What would you see on the PFD?
What is you company procedure for….and what do you think about it?
W/S recognize and avodance?
Technical questions about your current A/C?
CAT1/2/3 regulations?
ETOPS?
RVSM?
Low vis OPS?
Circling approaches?
Meteo?
Stabilized approach scenario?
What makes a good/bad F/O or captain?
IFR rules
Pyrotehcnic lights/flashes from tower?
Altimeter settings and how wheater affects it?
Describe Dutch roll
When do you use anti ice?

if you are climbing at 270KTS/.80 and then you increase your speed to 290KTS/.80 are you going to reach the .80 mach earlier or later?

"what is a barrette"?
three or more groundlights closely spaced together to appear as a set of a bar of lights / lightings at Holding Point CAT 3 lightings at Holding Point CAT 3

What do you know about Qatar Airways
Easy since you have just seen the video, which tell everything. This video is also on youtube.

Questions not known before from pprune:
Tell us about yourself
Tell us when you didn’t understand your somebody, doesn’t have to be about flying
What is you notice period?

In a few days you get the result. They need pilots on very short notice and you could be there in a month.

Good luck to who is going
:{:}:O;)

Mighty Duck - Awesome post! All the information you need. Nice to hear some positive information about the process and not only about a Skipper who once drank a bottle of water, etc.

Can I just ask Mighty Duck when he/she submitted the application (was it via internet or post) and how long did it take til invited for interview. Good luck all in these crappy times.

JD

Jaa Atpl Books
 

O.K Guys and Girls

I tried to send those ATPL books over skype but it takes forever. Here is the link right to it so you can load it at your own pace:
Oxford ATPL Books - Download from rapidshare.com - Filestube.com

For those of you not familiar with Rapidshare, here is how it works. There are two options, either premium or free user. You can still get the files as a free user but with some limitations. Go to the link and open the page, click on the first file(dowload), it takes you to rapidshare page. Click FREE USER, or premium if you are one, download, you're done. If you're free user, here are the limitations:
1. You can only load 1 file at the time
2. You will wait up to 15 minutes before it let's you load the next file
That's all folks.
You must have all 23 files loaded before extraction. Hope it helps

Hi!

Mightyduck: That was BRILLIANT!!!

I have done several interview reports, as you have, and have helped a number of other pilots get jobs. It is nice to help someone out!

That is very, very helpful, and many people appreciate it!!!

cliff
NBO

The tech quiz is pretty easy - I did very minimal prep for it, and we all passed; most having not used their native tongue.

Be aware, if you are not current on any type, (even if you were current when you applied) you are wasting your time, as we discovered in the course of my interview; Not that I was complaining as I subsequently lounged by the pool at their expense. All round, we were very well looked after indeed, and whatever the merits or otherwise of QR, the selection process leaves a good impression.

Anyone any photos of what the company accommodation is like?

time between application and interview
 

It took about 3 months between application and interview.

Flyby?
Nice to share the Oxford files, good stuff. But it only says premium members can download.
Also when it would be possible it would take very long.
Is it possible you make it share via a torrent file or another way to make it easier?
:)

Why would it matter if you are current or not? Many of us are laid off and spending a small fortune to get re-current is not possible. If one gets a sim ride, and you do well, I would have thought that would show that you are a more than competent pilot. Surely this is why the interview includes a simulator ride? I wish logic played a part in these companies selection process, rather then uptight, failed, less than competent pilots in positions of power playing games with peoples hopes.

Schneider - many, many, many EK 777 F/Os went from R to L on 777.. Just wanted to clarify that! And the 330/340 F/Os upgrade on 330 and then 6 months later requalify for 340 - and that's the minimum wait for CCQ requirements..

In fact it's been known for 330 F/Os to do transition upgrade onto 777 and the other way around depending on the company requirements...

Aircraft currency
 

Time Traveller

When you said one has to be current on type, does that mean they want 3 bounces and a fresh PC or what? Any info will be greatly appreciated.

For those who were unable to download JAA ATPL stuff, I am currently working on putting it online as a torrent file. It should be ready tomorrow morning. GMT (-5)

MAny thanks for the torent, all knowledge is good! Looks like it'll take a while to download. Cheers. JD

LOL.. this torrent link is Blocked by our beloved Q-Tel server here in Qatar.. and yes, the censor pork police strike again. might just as well live in China.