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-   -   Joining Qatar Airways (QR) - all you need to know about it (threads merged) (https://www.pprune.org/middle-east/288896-joining-qatar-airways-qr-all-you-need-know-about-threads-merged.html)

Zimbo200 2nd Jul 2018 10:16

Does anybody have an interview tomorrow in Doha?

safelife 3rd Jul 2018 20:04

Latest news, no more DECs in QR.
Supply of internal upgrades sufficient.

Luibar 3rd Jul 2018 20:17

Which means the ones in the famous holding pool will not be called?

casablanca 3rd Jul 2018 23:25

They continue to schedule DEC interv- seems they hope to use internal commands but want some people ready if needed

tech log 12th Jul 2018 12:16

The only bidding system related stuff I've seen relates to swapping duties/leave bidding.

Is there a roster bidding system? Avoid early starts? Avoid 4 sector days? That kind of thing.

Would a DE A320 TR F/O have to enter as an SO or would it be straight to the FO scale? Which I assess to be about 390k QR p/a including flight pay and excluding housing allowance and any pension/investment contributions.

I presume not far off 90hrs a month? Is it a random pattern or fixed i.e. 5 on 4 off? Before the blockade (and after) I'd expect double Dubai's/2 sector eastern Europeans/East African/Gulf flights on the 319/320? I realise night time doesn't really mean anything in the gulf and off blocks at 0300L is not weird.

Fleet freeze for several years or internal options to change to 330/350/380?

Difficult jobs for the boys command process or fairly straightforward?

Training or checking? Local or expat TRIs? Play the game and curtsy to the training sky gods or good blokes?

Anyone know where on the QCAA site I can find their FTL regs? I presume not too dissimilar to EASA/FAA? Hard to find. I appreciate the blockade problem but discounting that, does Gulf ops see a lot of slots? Is discretion not unusual or unheard of? Days planned to close to max FDP or more realistic? Are people knackered?

FD - CC relations relaxed or very formal? Having experienced the ME before I understand the fear and blame culture. Crew rushing to report each other to advance careers.

What is the QR attitude to fatigue? A system in place to call in fatigued or unfit or sick non-punitively? FRMS system?

Hotels and transport ok? Is the flight pay/per diem part of the monthly or actually paid on the day? I suppose a lot of guys have those international debit cards that let you load lots of different currencies on them?

Crewing & flt ops easy/pleasant to deal with?

Standby survival rate? Presume 90 minute call out given Doha traffic?

Rigid OM-B with obsessive adherence to AP/ATHR and ILS or airmanship and visuals allowed?

PM's very much appreciated. Thanks. I suspect the response to some questions like frms and company morale may draw a chuckle!

APU_inop 13th Jul 2018 01:40

I'm not on 320 but I'll try to answer some of the questions


Is there a roster bidding system? Avoid early starts? Avoid 4 sector days? That kind of thing.
Yup, you can bid for all of those. Getting off days depends on the crew factor. At times with many pilots on your fleet = easier to get off days, opposite applies with less pilots. Getting the flights you want is easier regardless of the crew factor.


Would a DE A320 TR F/O have to enter as an SO or would it be straight to the FO scale? Which I assess to be about 390k QR p/a including flight pay and excluding housing allowance and any pension/investment contributions.
Don't know about the SO/FO issue but salary sounds about right


I presume not far off 90hrs a month? Is it a random pattern or fixed i.e. 5 on 4 off? Before the blockade (and after) I'd expect double Dubai's/2 sector eastern Europeans/East African/Gulf flights on the 319/320? I realise night time doesn't really mean anything in the gulf and off blocks at 0300L is not weird.
After the blockade the 320 rosters got much better. Not many double turnarounds anymore. Many legs are quite long even on the 320, therefor flying 90hrs in QR is not as tiring as when flown at an LCC.


Fleet freeze for several years or internal options to change to 330/350/380?
Depends on demand. ATM I haven't heard of many fleet transfers.


Difficult jobs for the boys command process or fairly straightforward?
The process is demanding however the training is good and you know what to expect. No surprises. Just hard work preparing and keeping a clean record. The fail rate is not low though...


Training or checking? Local or expat TRIs? Play the game and curtsy to the training sky gods or good blokes?
Training is quite good and keeps improving. There's a grading system which points out weaknesses, achieving full each PC is not easy but they won't fail you for no reason. Even the instructors are under "scrutiny" so you are treated fairly with respect. Coming from a carrier where training is more skill based rather than rule/CRM based training took some time for adaptation.


Anyone know where on the QCAA site I can find their FTL regs? I presume not too dissimilar to EASA/FAA? Hard to find. I appreciate the blockade problem but discounting that, does Gulf ops see a lot of slots? Is discretion not unusual or unheard of? Days planned to close to max FDP or more realistic? Are people knackered?
The FTL's are less conservative than EASA. Some duties are tiring but fatigue is not as big of a problem as in EK.


FD - CC relations relaxed or very formal? Having experienced the ME before I understand the fear and blame culture. Crew rushing to report each other to advance careers.
It is very formal unfortunately.


What is the QR attitude to fatigue? A system in place to call in fatigued or unfit or sick non-punitively? FRMS system?
Rosters are quite stable on the 320 and layovers usually give enough time to rest. If you manage your rest and health in general there shouldn't be much of an issue with fatigue. Alot of the guys I know that are complaining about fatigue are commuting on non commuting rosters.


Hotels and transport ok? Is the flight pay/per diem part of the monthly or actually paid on the day? I suppose a lot of guys have those international debit cards that let you load lots of different currencies on them?
You goto work on your own, uber/taxi is cheap. Hotel standard is OK, does the job but is usually close to the airport. Dealing with banks is another issue. Quality of bank services is low. Some options are better than others though.


Crewing & flt ops easy/pleasant to deal with?
If something unforeseen happens (sickness, passing of close relatives etc) the company is quite compassionate and tries to help. Other than that the roster is what's published.


Standby survival rate? Presume 90 minute call out given Doha traffic?
Expect to fly on most standbys. Doha traffic depends on time of day and location of accomodation. Not too bad compared to most other places.


Rigid OM-B with obsessive adherence to AP/ATHR and ILS or airmanship and visuals allowed?
Very rule based company. Manuals are well written and improved regularly though. Everything has a procedure and you are expected to know and obey each and every one. No disconnecting of A/T or flight directors. Visuals only if the situation dictates. Max use of equipment.

Depends on the person coming here but in overall I'm happy with the job.

Dz_flyer 13th Jul 2018 03:13

Hello aviators ,
anyone could give any infos related to FO on 777 or 787
fatigue? Roster ? D-off? Pay ? Family life ? And accomoadtion
thank youuu

tech log 13th Jul 2018 12:33

Legend, cheers.



Originally Posted by APU_inop (Post 10195480)


Yup, you can bid for all of those. Getting off days depends on the crew factor. At times with many pilots on your fleet = easier to get off days, opposite applies with less pilots. Getting the flights you want is easier regardless of the crew factor.

How successful do you normally be which getting what you bid for? I'd be quite happy doing two sector late layovers all the time.


Originally Posted by APU_inop (Post 10195480)

After the blockade the 320 rosters got much better. Not many double turnarounds anymore. Many legs are quite long even on the 320, therefor flying 90hrs in QR is not as tiring as when flown at an LCC.

Can't find any pilots but I've seen a few CC rosters on the internet. Very random really, 6 days on 2 off, 3 on 2 off etc.. Is it the same for us? I remember reading something somewhere about how 4do in a row is a minimum.


Originally Posted by APU_inop (Post 10195480)

The FTL's are less conservative than EASA. Some duties are tiring but fatigue is not as big of a problem as in EK.

Thanks. Do you know the name of the document on the QCAA website where they'll be listed?


Originally Posted by APU_inop (Post 10195480)

Rosters are quite stable on the 320 and layovers usually give enough time to rest. If you manage your rest and health in general there shouldn't be much of an issue with fatigue. Alot of the guys I know that are complaining about fatigue are commuting on non commuting rosters.

On a similar note. I presume you have to convert your license and medical to a QCAA one. Do you just see a Doha based AME for your renewals? Same as EASA? Most importantly - have any guys had problems if they go back to Europe having not exercised the privileges of their EASA quals for years?


Originally Posted by APU_inop (Post 10195480)
You goto work on your own, uber/taxi is cheap. Hotel standard is OK, does the job but is usually close to the airport. Dealing with banks is another issue. Quality of bank services is low. Some options are better than others though.

Underground car park for staff? If you're on a layover is it quite normal for crew to bring big suitcases with them?


Originally Posted by APU_inop (Post 10195480)
If something unforeseen happens (sickness, passing of close relatives etc) the company is quite compassionate and tries to help. Other than that the roster is what's published.

Great. When is the publication date compared to the first day of the roster?

​​​​​​​

Originally Posted by APU_inop (Post 10195480)
No disconnecting of A/T or flight directors. Visuals only if the situation dictates. Max use of equipment.

That's quite interesting leaving FDs on if you're doing a visual!

On the A320 series, when the autopilot is disconnected in OP DES mode, the FD remains engaged in thrust mode, commanding IDLE thrust, and provides pitch commands for the PF to maintain the target speed. Thrust will not increase when the pitch commands are not followed and there is a decay in speed, until low speed protection ALPHA FLOOR activates. To revert to SPEED mode and resume variable thrust, the flight director must be switched off.

Thanks again mate.

Obbie 14th Jul 2018 09:09

Knowing the FTL’s is of no importance. There is no discretion about going into discretion.
You will operate and complete the flight, period. If you refuse to continue because of an
FTL limit and do not continue into discretion, your time here will end very suddenly.

APU_inop 14th Jul 2018 14:48


How successful do you normally be which getting what you bid for? I'd be quite happy doing two sector late layovers all the time.
Depends on the fleet and the crewing factor. Last year we had plenty of pilots on my fleet and we got almost all we bid for. Now there are less and therefor lower satisfaction rates, however the company is recruiting accordingly. It is very cyclic, don't expect to get all your bids all the time.



Can't find any pilots but I've seen a few CC rosters on the internet. Very random really, 6 days on 2 off, 3 on 2 off etc.. Is it the same for us? I remember reading something somewhere about how 4do in a row is a minimum.
Their rosters are quite different since they can operate several different types of flights. No fixed pattern, it's all cyclic and calculated by a computer.



Thanks. Do you know the name of the document on the QCAA website where they'll be listed?
No idea where to find it. I only refer to our part-A but it cannot be shared. The FTL's are a lighter version of the old JAR ones.



On a similar note. I presume you have to convert your license and medical to a QCAA one. Do you just see a Doha based AME for your renewals? Same as EASA? Most importantly - have any guys had problems if they go back to Europe having not exercised the privileges of their EASA quals for years?
Maintaining your EASA papers is up to you. You have to arrange parallel PC's, medicals etc. Company does not endorse it in any way.
You fly with a QCAA license, the conversion is taken care of for you by the guys in the office. You only do an initial medical in Qatar, which is straight forward really.



Underground car park for staff? If you're on a layover is it quite normal for crew to bring big suitcases with them?
Not underground. Don't bid for afternoon landings in Doha during the summer. If you do, stay off the curry and buy quality deodorants.


Great. When is the publication date compared to the first day of the roster?
At least a week before as per the rules (I think), however it's usually published earlier.



That's quite interesting leaving FDs on if you're doing a visual!

On the A320 series, when the autopilot is disconnected in OP DES mode, the FD remains engaged in thrust mode, commanding IDLE thrust, and provides pitch commands for the PF to maintain the target speed. Thrust will not increase when the pitch commands are not followed and there is a decay in speed, until low speed protection ALPHA FLOOR activates. To revert to SPEED mode and resume variable thrust, the flight director must be switched off.
I fly Boeings, this French equipment sounds like complicated stuff. I envy your table though.

Alfredol 14th Jul 2018 15:01

DEC Boeing
 
Any news about DEC on Boeing fleet ??? Regards


Originally Posted by APU_inop (Post 10196563)
Depends on the fleet and the crewing factor. Last year we had plenty of pilots on my fleet and we got almost all we bid for. Now there are less and therefor lower satisfaction rates, however the company is recruiting accordingly. It is very cyclic, don't expect to get all your bids all the time.



Their rosters are quite different since they can operate several different types of flights. No fixed pattern, it's all cyclic and calculated by a computer.



No idea where to find it. I only refer to our part-A but it cannot be shared. The FTL's are a lighter version of the old JAR ones.



You fly with a QCAA license, the conversion is taken care of for you by the guys in the office. You only do an initial medical in Qatar, which is straight forward really.



Not underground. Don't bid for afternoon landings in Doha during the summer. If you do, stay off the curry and buy quality deodorants.


At least a week before as per the rules (I think), however it's usually published earlier.



I fly Boeings, this French equipment sounds like complicated stuff. I envy your table though.


APU_inop 14th Jul 2018 17:01


Originally Posted by Alfredol (Post 10196571)
Any news about DEC on Boeing fleet ??? Regards

They prefer internal upgrades and seem to have a supply of FO's for the time being but it can change quickly.

FlyingOW 14th Jul 2018 21:25


Originally Posted by APU_inop (Post 10196563)

Not underground. Don't bid for afternoon landings in Doha during the summer. If you do, stay off the curry and buy quality deodorants.

Pure Gold! :D:ok:

OW

PennyJet 22nd Jul 2018 15:04

Have been watching your message, also hoping to see any answers to same question..... Anyone??

Unforseen 28th Jul 2018 16:12

Does anyone have more update info about the cognitive test...?? do I have to worry too much?
any suggeston..
thanks

casablanca 28th Jul 2018 16:58


Originally Posted by Taviator (Post 10208333)
Hello guys, I'm rated on the 737 but dont fulfill the requirements just yet. I dont have the 1000h on Multi Pilot Cockpit (nor the 1000h total).
Still worth a shot trying for 777/787? I'd really wanna change as FR is getting worse and worse..
PM appreciated as well

the minimums are pretty firm.....I think your app would just be rejected

Taviator 31st Jul 2018 15:25

Comment deleted by user.

RNPAR 31st Jul 2018 19:38

Does anyone know what's going to happen if i fail At PA ?

Do i have chance to apply again ?

completed the test saturday still no reply at all.

Just thinking the the worst case scenario

SlowBell 1st Aug 2018 03:29


Originally Posted by RNPAR (Post 10211293)
Does anyone know what's going to happen if i fail At PA ?

Do i have chance to apply again ?

completed the test saturday still no reply at all.

Just thinking the the worst case scenario


Sorry I have no idea about your question.
But I want to know did you apply FO or Capt? Boeing or Airbus?

777AV8R 1st Aug 2018 04:16


Originally Posted by RNPAR (Post 10211293)
Does anyone know what's going to happen if i fail At PA ?

Do i have chance to apply again ?

completed the test saturday still no reply at all.

Just thinking the the worst case scenario

Ummm...you fail and no job? Move on!


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