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Also some of you guys say one option is jumping ship. Then you get a job offer with an airline elsewhere.
a) Won´t they contact QR for references.... b) What if that airline flies into QR or the GCC. You do a nightstop, go through customs, your passport is scanned, then what... Best to pay the bond off surely. |
F/O jet requirement
Skindogg,
Suggest you re-read the jet requirements. There is no mention of Airline time. First Officers
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I stand corrected!
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One of our New EVPO speciality so far seems to be: To freeze everything!! (transfer,upgrade...so..maybe salary increase as well!:ooh:)
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Qatar Executive
Does anybody have any contact information with regards to Qatar Executive? I am a Challenger 605 pilot looking for work.
Cheers! |
Clarification please.
The ancillary benefits are on top of the basic salary of 6600/9500USD correct? In other words, You can expect to get the quoted figures "in your hand" without deductions for Utilities, Medical etc.
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You can expect to get the quoted figures when you fly at least 70 hours a month indeed:
6600/9500u$= Basic(5000/7300U$) + flight allowance ("assuming" you fly 70 hours) On top of that -transport allowance= 410 U$/month -utilities allowance = 82 U$/month -Meal allowance. |
Meal allowance in Bangalore is 23USD :O per day. From there it goes up depends on destination.
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thank you for the detailed breakdown.Can any1 confirm if theres about 90 hrs flying for captains on the 320?
are they still giving 4 bedroom villas to captains or are they providing housing allowance instead? is there a pre-medical or proper medical during the interview? for family guys,is it easy to get a decent maid and is it ok for a woman to wear decent western clothes and go out or drive alone to malls etc? many thanks .have an interview coming up soon. |
Capts fly 85 - 90hrs per month on 320.
4 bed villa or you can ask for the allowance and do your own thing. It's fine for women to drive and wear western dress whilst out and about. No medical during interview but two when you join, one for the resident permit plus the normal aeromedical. Getting a maid is fine but not easy due to local rules. No live-in maids for single guys. PL |
If your wife is not on a wheel chair the locals will offer her 500-1000 riyals for sex at the malls and supermarkets:eek: And dont be surprised if another cap or f/o has an affair with your wife as it has happened many times in company accomadation. You fly and the wife rides.
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"Fuba, you have just shown to the world how sick you are "
My wife had a "secret admirer" in company accomodation. One day while I was out flying he came to our window and showed her his attributes. Later we found out that he was also QR staff. I personally handed a complaint letter to HR manager, but no actions were taken against that guy, who for some time, I could see walking and humming around my place. Now, please tell me again who is the sick one in QR. So, Kijangjim, I understand that you want to give credit to the company when it is due, but you should NEVER try to stop people from telling their experiences in QR. I could write several thick books about it, not because I don't want QR to have pilots, but to give a clearer picture of what the guys who are joining QR can find there. Respectfully, if you don't like bad comments about the goat airline just don't bother to read. Peace and love. |
... lets try to change the subj
Qatar CEO rips AEA remarks on Gulf carriers full article here Any comment? |
Iggy: :ok:
True facts should be revealed..not hidden. |
Kingjam
You are a company kiss a$$, or are a management wannabe. If the truth hurts,get lost |
Guys, appart from this being disgusting you have to agree with me:
I just think that if your wife "rides" someone else... there's something wrong with your marriage! :rolleyes: |
I just think that if your wife "rides" someone else... there's something wrong with your marriage! |
QATAR Airways starting 01MAY11 is gradually increasing Doha – Singapore service. From 01MAY11, service increase from 7 to 10 weekly. Service then increases to 13 weekly from 28SEP11
The new flight is operated by Airbus A330-200 aircraft. Schedule: QR638 DOH0155 – 1505SIN 77W D QR640 DOH0700 – 1930SIN 332 357 QR639 SIN0225 – 0515DOH 77W D QR641 SIN2100 – 2345DOH 332 357 QR640/641 operates Day x6 from 28SEP11:ok: |
So is your mama kingjam:D
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Qatar Airways CEO Hits Back At Comments Made By Association Of European Airlines Secretary General Over Dramatic Rise Of Gulf Carriers
Akbar Al Baker Slams Remarks Made At Aviation Gathering In Washington DC 10 February 2011 Doha, QATAR – Qatar Airways Chief Executive Officer Akbar Al Baker today hit back at comments made by the Secretary General of the Association of European Airlines about the dramatic rise of Gulf carriers and their impact on the global aviation industry. The boss of the Doha-based carrier said comments made by Ulrich Schulte-Strathaus at a recent gathering of the International Aviation Club in Washington DC were “factually incorrect and unfounded”. Al Baker said: “I recently came across the remarks made by a colleague of ours, Mr Schulte-Strathaus, Secretary General of the Association of European Airlines, about how global competition needs to be addressed by the International Civil Aviation Organisation, similar to what the industry is calling for in the domain of the environment. “Mr. Schulte-Strathaus focused on the competitive pressure that airlines from the Gulf are posing on their counterparts elsewhere. Usually I would choose not to comment directly on calls to find ways to limit the growth of the Gulf carriers, including Qatar Airways. “However, because Mr. Schulte-Strathaus chose to address one of the august forums of aviation visionaries in the world, I thought I needed to put the record straight. Mr. Schulte-Strathaus in his remarks included a number of “facts” which I beg to disagree with. The so-called facts that he alluded to were as follows: The geographical proximity of Doha, Dubai, and Abu Dhabi gives rise to an anomaly in aviation. The fact of the matter is that it is quite common to have a multitude of hubs in close proximity: Singapore and Kuala Lumpur; Paris, Amsterdam, and London; Frankfurt, Zurich, and Vienna; the airports of New York and so on. Therefore, having three major hubs within a 280 miles radius is not a novelty in aviation. Mr. Schulte-Strathaus raises the issue that the governments of the UAE and Qatar consider the airlines of the Gulf as part of national strategy and as a “tool of a vertically integrated economic chain”. Again, he is trying to highlight a norm rather than an anomaly in the current geopolitical structure. I would like to pose a question to Mr. Schulte-Strathaus: Can he tell me of any country of the world which does not consider its air transport industry, be that an individual airline or a multitude of them, as part of national interests? Was it not the case that the US government provided its airlines with cash outlays and tax breaks, as well as war insurance subsidies after September 11 in order to ensure the continuity of the US air transport industry? Is it not the case even further that the position of the US has consistently been to preserve the national identity and ownership of the US airlines? And on the other side of the Atlantic, doesn’t Mr. Schulte-Strathaus consider the billions of Euros that are allowed under the EU laws to pump into airlines for “restructuring purposes” as a manifestation of the strategic national interest in supporting national airlines and what they represent economically and socially? Doesn’t Mr. Schulte-Strathaus consider the control over the overwhelming majority of slots in a highly congested region as a lopsided support to national airlines against new entrants including airlines who are coming from airports where European airlines can operate freely without any reciprocity in terms of slots quality? Mr. Schulte-Strathaus is comparing the aircraft order book of Gulf airlines with that of the US carriers in the long-haul wide body arena as if those airlines plan to dump capacity. The comparison itself is extremely erroneous! The backbone of the US air transport industry is domestic operations. The portion of the capacity deployed internationally as a ratio of the total capacity deployed by the US airlines is minimal. Of course, geography and population spread requires such a structure. The airlines of the Gulf operate from small countries and they are operating regionally in an area which is 3 times the size of the US, and internationally with a network that stretches across the globe. We operate with the minimum cost per seat mile in mind. We operate with the minimum environmental footprint in mind as well. The average age of our fleet is around 5 years only. We do not keep airplanes operating for 20 to 30 years. Therefore, you will find that in order to maintain the lowest cost in seat mile, and the greatest appeal to customers, our order book is higher than elsewhere because we maintain a young fleet. This is not a new strategy. It has been applied extremely successfully by the airlines of the Asia Pacific. Asian airlines have almost the same fleet age and a comparable unit cost. Furthermore, some Asian airlines are still owned by governments and they are definitely part of the national interests of their countries. Yet, we do not see Mr. Schulte-Strathaus signalling them as part of the threat to the future of the aviation industry. Mr. Schulte-Strathaus goes further in saying that two of the Gulf airlines have never made a profit. First of all, I would like to ask him how does he know that since Etihad Airways and Qatar Airways are not publishing their financial reports as yet? But from the principle standpoint: If profit was the only reason why airlines buy airplanes, as he is insinuating, then the net result of buying new airplanes in this whole industry should have been negative during the last decade. The crux of the matter in what Mr. Schulte-Strathaus is saying lies in his remark that “these (Gulf) airlines are efficient, they have extremely low unit cost yet deliver consistently high service quality. They have clarity of vision and decisiveness of action. They also have the full and enthusiastic support of their domestic political institutions.” I couldn’t say that better! Is it a mistake to be efficient and to have a low unit cost? Is it wrong from governments to be supportive to their national interests? Is Mr. Schulte-Strathaus advocating that airlines which have high unit cost and do not deliver consistently high service quality should be protected from efficient low cost and high service airlines? Mr. Schulte-Strathaus is saying that we are driven by a “policy which is not compatible with that of the US, Europe, Australia, China, Canada, and so on.” I’m really lost here! Most of these governments are signatories of the Agenda for Freedom brokered by IATA, which calls for free market access. In fact, even the Director General of IATA, Mr. Giovanni Bisignani, recently called upon the Canadian government to respect the liberal market access principle and avoid protectionism. Does Mr. Schulte-Strathaus advocate that this policy of liberalisation should only apply when his member airlines are the beneficiaries and not vice-versa? Mr. Schulte-Strathaus is requesting governments to prevent additional market access in the short term! Perhaps Mr. Schulte-Strathaus should also ask governments to forego liberalisation policies, deregulation and why not foregoing market economy and resort to protectionism, inefficiencies, cartel price fixing, and anti-consumer behaviour. Where would protectionism end if his calls are heeded by the governments? Isn’t it the right of any consumer to get access to the best prices and the best value for money? Finally, we have no problem whatsoever for ICAO to create a multilateral system along the lines of how the World Trade Organisation handles free trade. I would go even further: Why won’t we apply the WTO principles on aviation to ensure that first and foremost the rights of the consumers and free competition apply across the board? If Europe is not investing enough in aviation infrastructure, and if Europe had developed a cost base which is becoming burdensome on some of its old establishments, and if Europe is not addressing the cost of its social safety-net in a way which maintains a competitive posture for its airlines, should then the European consumer be penalised by depriving him from cost efficient aviation services? And where does this protectionism end? Would the next target be the European low cost carriers because they managed to provide competitive services to the members of AEA? I believe the answer is clear. The airlines of the Gulf operate from small countries and they are operating regionally in an area which is 3 times the size of the US, and internationally with a network that stretches across the globe. We operate with the minimum cost per seat mile in mind. We operate with the minimum environmental footprint in mind as well. The average age of our fleet is around 5 years only. We do not keep airplanes operating for 20 to 30 years. Therefore, you will find that in order to maintain the lowest cost in seat mile, and the greatest appeal to customers, our order book is higher than elsewhere because we maintain a young fleet. This is not a new strategy. It has been applied extremely successfully by the airlines of the Asia Pacific. Asian airlines have almost the same fleet age and a comparable unit cost. Furthermore, some Asian airlines are still owned by governments and they are definitely part of the national interests of their countries. Yet, we do not see Mr. Schulte-Strathaus signalling them as part of the threat to the future of the aviation industry. The European airlines were pioneers in a large number of areas. We in the Gulf airlines community have learnt a lot from them. They should accept competition and that the customer being in the driver’s seat. Notes to Editors Qatar Airways is one of the world’s fastest growing airlines. Following its re-launch in 1997, the Doha-based carrier currently flies a modern fleet of 94 aircraft to 98 key business and leisure destinations across Europe, Middle East, Africa, Asia Pacific and North and South America. Its fleet size will surpass 120 aircraft by 2013, by which time the global network will top 120 destinations. Qatar Airways has ordered 80 Airbus A350s, 24 Airbus A320 Family aircraft, 60 Boeing 787s and 32 Boeing 777s, with deliveries of the latter having started in November 2007. The airline is one of the customers of the twin-deck Airbus A380 ‘super jumbos’ with five on order and scheduled for delivery from 2012, by which time the New Doha International Airport is scheduled to open. At the 2010 Skytrax World Airline Awards, Qatar Airways was awarded World’s Best Business Class, Best Airline in the Middle East for the fifth consecutive year, World’s Best Business Class Catering, and the Staff Service Excellence Award for the Middle East. The awards are compiled from results of the annual Skytrax passenger survey in which almost 18 million travellers were polled over a 10-month period. For more information, log onto www.qatarairways.com. |
Qatar Executive
Anybody able to give me any info on the Qatar Executive 605 job? I am a rated FO with 716 hours on type.
Is it true that Qatar is hiring with 1000 hours of jet over 20,000 KG? I mean, I know thats the minimum, but are they really taking guys with say 1400 Total time and 1000 Jet? I doubt it, right? I'm putting in my application, with the expectation to keep updating it on file. I hear a lot of bad things about every airline. Every job has its good and bad, is any job perfect? Yeah, a job where a pilot can work whenever he wants, gets 100k/month, and has gorgeous F/A's serving him coffee and pressing his/her feet. I think some of you guys need to focus on the good. I've been with some bad corporate companies, and I doubt anybody has had it worse than I have at Qatar! You guys should be happy with what you got, a lot of people would kill to be in your seats!:ok: |
Kijangnim i hope the software problem you mention regarding salary increase will be fixed soon...because we might need it asap...:sad:Just noticed that the gas price has "jumped" from 0.7 QR to 1.0 QR..eventhough still "cheap" its a 43% jump in one step!!!:ugh:
The question is ..Whats next..is the inflation back on track in Qatar....? |
Second Officer Upgrade
Just a quick question. Do Fast Track second officers get upgraded to the right seat or is that a no go?
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LOC22550 and Fubaleira thank you for your reply and Paperlad thanks for your post.
Creeps looking in windows.... deal with that when and if I need to. Do most guys run 2 cars up there? As a 320 driver you must be going back and forth to the airport a lot so I would think you can't rely on Taxi's or expect to be dropped off. |
One more thing.....
Transition to A330/B777 from the A320. I understand there is no seniority list or other system in place to facilitate fleet moves. What is the average and current time for transition? With DEC's joining on the 'Widebody fleet' it will obviously be impeding senior LHS A320 guys wanting (and waiting) to move across another fleet. |
Good post and very true! Especially the seniority list part.
Pilots on A320 are screwed left,right and center. Management claims they are the backbone of the airline yet they are totally on their own. No transfers, few upgrades, shortage of captains and instructors, dumping ground for second officers and all other nutcases they can recruit but for who no real place is visible. Combine that with a virtually non existing fleet management ( the previous one who was never there,the current one yet having to prove themselves but looking promising) and a training management left to one clown and his croonie ( the last one being ok but stuck in the shadow of the ugly guy ), and it becomes easy to see the recipe for disaster. Stay far away from the 320 fleet... :ugh: |
....320 pilots are well underpaid for duty performed...you must be very lucky if you get more than 2 days off in a row..unlike our colleagues on 777 or 330 who can enjoy sometime 5..6 days off in a row,unfair roster,training guys taking all the good destinations and/or schedule (daytime flight...).
.... Showbiz i think its very difficult to predict the time for transition and to give you an accurate figure as rules here keep changing like the wind direction. I do agree..Stay Away! |
So if read ppjn, an 320 driver gets an average of 5000$ a month. I would not call this really underpaid, if i c what you sometimes earn in europe.
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Dear loc
Are you sure 777 and 330 often get 4-5 days off in a row? how come I never get more than 3 days off in a row? Even when I bid or request 4 days off but I never get it! I am in 777 fleet. |
TCAS:YES i'm SURE.."Some " people get it(unless they lie to me)..but yes maybe you a have to be "lucky" as well... i mean in "good" relationship with the roster department:mad:
Dboy A-320 taxi driver are underpaid... For the Duty we perform, compared to 330 or 777 guys.No doubt about it.( Thats why we used to have special 320 allowance before...), + we definitely deserve some compensations for all the injustice we had to face now for years on this fleet, like watching all the new guys going straight to 330/777, upgrade from right to left on long a haul, second officer put straight on 330 etc... |
@ Loc22550
Is it, that the second officers now a days get on to 330 and not on 320???? Because i apparently heard that only locals get onto 330 where the others on 320... Please clarify....
Thanks!!! |
When I went for my interview I'm sure I was told that the bond for non-type rated was 2 years. Looking on the careers website it states that the bond is for three years. Could someone please clarify?
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Off course Hakeem ..this is for locals....!
Still Unfair Imho...Any Second officer joining straight on 330 is basically taking the seat of a senior 320 F/O would could have been transfered to the330... |
@ Loc22550
I agree I'm not saying its fair.... I just asked to confirm that the SOs now a days getting on to 320....
Thanks for the reply mate!!!! Cheers:ok: |
Jamieboy...I was also thinking the same thing...heard the bond was two years but it says three on Qatar's website...is there anybody who could clarify at all?
Also, at what point are you informed of which fleet has been selected for you as a new starter? Thanks |
Anybody who can confirm how people are getting 2 yrs bond instead of 3 yrs MINIMUM as per the website?anything in particular that the company is considering maybe in terms of hours,command experience etc???/or is it 2 yrs for guys who are already fluing the bus?
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The bond depends on whether your already type rated or not, the latest is:-
Airbus -> Airbus (CCQ) - 1 year bond @ $10000 Boeing -> Airbus - 2 year bond @ $50000 Airbus -> Boeing - 2 year bond @ $50000 Boeing -> Boeing - 2 year bond @ $30000 Command Upgrade -> 2 year bond @ $30000 2nd Officer Fast track - 3 year bond @ $50000 2nd Officer - 5 year bond @ $50000 All of these bonds commence after final line check and decrease at a monthly rate and are taken from the current Part 'A' revision. :ok: |
windshear.....thank u..
that makes some sense now. I am coming for an interview for A320 Captain..could u tell me avg time to complete the trg ,paperwork etc and get on line?i am currently flying the 737ng . Are the villas given by company furnished? thanks in advance |
It will take up to 6 months to be released on line. For some it has taken even longer!
The villas are furnished. |
I think the training is moving a little quicker than it was so probably 6 months at the longest (320 fleet) including your line training, in case your wondering I think its 24 (incl line check) sectors if your coming from Boeing going to Airbus.
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