Anyone knows if the europeans bases are immediately available for NTR pilots, or just when you become full captain, which takes around 1,5 years.


From what i know they open a base once they have at least 8 guys for that base. No info on having to spend a certain time in CAN until you're eligible for a european base.

Sorry, I meant "full" captain the one who has already experiencied all the process explained by ELAC on post #125 and became A1/A2.

The description ELAC gave in #125 does not apply at CSA. It is a completely different system graded from A-D. Foreign Captains automatically enter at C which only limits who you can fly with as there is a similar but more graded FO scale. Basically you can not fly with a fresh FO. After one year on the line you are given another line check to upgrade to a D Captain. In most cases though you will not be able to let the FO land. This is a very simplified explanation but that is it in a nutshell. You will always be what you are calling a "Full" Captain here but generally you will never be the signing Captain, at very least until you finish a full year and move to the D scale.

4holer

What time can the foriegn C captain log for purposes of building experience.
Is there any guidance on that.
I'm in final stages if screening CAAC check to go.
Still trying to learn as much as I can.
Cheers

4Holer,

Sounds pretty much the same as I described, except that at my employer a pilot arriving with a type rating will become a qualified PIC within about 3 months and will from then on generally be the PIC on almost all of his flights.

From recent discussions with others involved with CSA my understanding is that the expat Captain there is almost never the signing Captain (i.e the PIC of record) if there is a local Captain of equivalent status as a member of the crew. This I'm given to understand covers almost all long-haul operations and leaves the expat as the PIC only in the instance of domestic/regional flights. Are you are suggesting that when there are 2 C or D captains on board both are recording PIC time, or alternatively is it that the "signing Captain" is not in fact the PIC of record?

Being the 2nd captain may not a show stopper for those who already have significant type PIC time in their logbooks and are more concerned about salary & time off, but it's a very serious concern if one is considering a CCQ offer or complete change of type.

Regards,

ELAC

4holer
Either C or D Captain can sign. There is no restriction on C Captain signing...

Speaking from the 787 side as a C Captain you would never sign as it is a new fleet and Everyone is new on the airplane therefore the other Captain will almost definitely be an instructor. You will be the second Captain for the first year. I know on the 744 there are usually 2 foreign Captains on those flight and I am not sure how they figure out the PIC on record but I suspect they just alternate. Everyone I have talked to here in China that operate on a heavy crew split the PIC 50/50. On a 13 hour flight 1 PIC cannot log 13 hours of PIC time.

As foreign Cpt you will always fly P2,ie the Chinese Cpt will always be P1 ,after 1 year you can do P1 check and fly domestic with 2 f/os.
Long Haul you always have 2 Cpts 2 F/os.
As P2 you log in column “flight time as pilot” the block time in “PIC” column your time in LH seat,
You need 3000 PIC jet hours to try at CSA so assuming you are one of the 20% or so to pass and you don’t need command time its no issue, if you need command time don’t go..

Its not about needing command time per se, more to do with remaining current in the Lhs for your next job. Pic2 time probably wont cut it.

So when your in the flightdeck jumpseat or in the bunk your logging SIC and when when your in the LH seat your logging PIC time is that what your saying.


I have plenty of PIC on other types but obviously want to log time on the 87.

Cheers

WJP

4Holer,

You may want to look into that a bit. Chinese CCAR's are modelled after the US FAR's which state:

FAR 1.1 DefinitionsFAR 61.51 Pilot logbooks.In all of the air carrier operations I've been involved in, which now covers 5 different jurisdictions including China, the Pilot In Command has been designated prior to the flight in the dispatch flight release. Unless there is a provision within the carrier's approved operations specifications and/or a policy providing for such within the company's operations manual, it is not within the crew's discretion to transfer that authority and responsibility among themselves as they see fit. The designated PIC remains the PIC for the entirety of the flight in all but the most extreme circumstances (such as debilitating illness).

With respect to who logs what, the PIC is entitled to log all flight time while acting as the PIC, regardless of the duration of the flight, or whether there are augmenting pilots as a part of the crew. Whether at the controls or resting the PIC retains the authority and responsibility over the aircraft, and that is what is being logged, not time spent physically at the controls. Aside from the specific circumstance of a pilot undergoing command training under the supervision of a qualified PIC, only the designated PIC is entitled to log the flight time as PIC time.

Now, some jurisdictions have come up with innovative ways of parsing the logging of flight time requirements in attempts to make end-runs around Flight Time and Duty regulations, but China isn't one of them (yet!)

Ultimately, you can put whatever you think your carrier will certify into your logbook if you want to, but don't be surprised if somewhere down the road you encounter other carriers with less permissive interpretations and an awareness of what the actual policies of your past Chinese carrier are. If that were to happen you may find yourself with some explaining to do, and possibly in need of a bottle of white out.

Cheers,

ELAC

ELAC,

In reality, I am not sure really how FAA regulations pertain to China but you are correct with some expansion:

FAR Part 1 defines the pilot-in-command as follows: "Pilot-in-command means the person who:
1. Has the final authority and responsibility for the operation and safety of the flight;
2. Has been designated as pilot-in-command before or during the flight; and
3. Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight."
Part 91.3 expands those comments making it clear that anything that happens during the flight is the sole responsibility of the pilot-in-command.
According to the Federal Register there are only three ways a private or commercial pilot can properly log pilot-in-command time.
1. When the pilot is the sole manipulator of the controls of an aircraft for which the pilot is rated.
2. When the pilot is sole occupant of the aircraft.
3. When the pilot is acting as pilot-in-command of an aircraft for which more than one pilot is required under the regulations under which the flight is conducted.

There is a difference between who is "Designated PIC" and who is "logging PIC" as the "PIC on record" can, under his authority and the agreement of the 2 PIC's, allow the other PIC to log the time as he is the sole manipulator of the controls of the aircraft. It is really not that unusual and common practice at Chinese carriers and in fact is what they require and instruct to be logged.

4Holer,

We'll have to agree to disagree on this. I don't think that practice is anywhere near as common or accepted as you may think it is. Certainly it is not a practice that I've seen accepted at my carrier in China, or at the various carriers and jurisdictions that I've worked in prior to China.

I wish you good luck in explaining in your next interview how you were logging PIC whenever you were the sole manipulator of the flight controls (does that include pee breaks?) even though you were not the company's designated pilot in command.

Regards,

ELAC

ELAC,

Curious, you are saying the last 3 airlines I have been with are wrong?
Just saying.

Not knowing the airlines or the jurisdictions involved I have no idea.

I do know that a logbook filled with PIC time recorded on flights where somebody else was the designated Pilot In Command is not considered acceptable in most jurisdictions, and when discovered has cut short careers on a number of occasions.

Listen you can debate all you want about how to log time but in the end it's up to the carrier you are applying for whether they accept your time. I for one would like to know how you could produce all the logbooks you signed in over the years?? Impossible I would think. Also, when was the last time anyone even looked at your logbook? I think your qualifications, ie. you come with 767, 777, 747 ratings, your performance in the sim is obviously that of someone who has occupied the left seat and the companies you come from vouch for your time then I am not sure what the argument is? I think most screenings weed out the majority of the "parker pen" pilots. I have been through many jurisdictions as well, including US, Middle East, China, Japan granted this my humble opinion only.

If you think about going to China I suggest you consider it as a longer view not a short term gig to get hours on type,
For one your licence belongs to the operator so you cant change companies within China unless they release your licence or two years.
Also Chinese can,t or and don’t leave their employers so there is no facility for stamping log books and its unlikely or they may not provide you with a verification of hours letter.
If you are after hours on a new type eg 787,,takes maybe two years say from today if you got screened to get 500 hrs…what ya say..
By the time you get invited for a screening, go back a second time for any retest,(ATPL,medical or sim)wait your invitation letter and Z visa ,
Go again for your Caac check, then ground school, brain MRI,base training, observation flights ,line training ,then logging half the time long haul as PIC its 2 years untill you have 500 hours PIC if you screen this month.
The good news is China will need pilots forever if you can hang around and you can meet the challenges.
Depends where you want to go later, ELAC points may well prove right,
Try going to EK or KAL etc eg without all the documents…and stamps and P2 time...

The argument, such as it is, is simply this:

CSA advertises that they are recruiting captains, and so they are, but evidently they are not recruiting captains that they intend to routinely designate as the Pilot In Command, but rather captains who will be assigned almost exclusively to relief captain duties, unless their ambition is to do a whole lot of domestic flying within China.

That is not the same gig as being hired to operate as the Pilot In Command, and those applying need to be clearly aware of that fact. Similarly, when someone comes along and says effectively, "No sweat. Even if you aren't the PIC of record you can still log all of your stick as PIC time.", those interested in the job ought to be very aware, and wary, of the rationale that underlies the logging of that time.

The only valid reference that I can find to what you're describing, at least in respect of the FARs, relates to a circumstance of two private pilots both logging time when it had been agreed in advance that one would be PIC and act as safety pilot, but that the other would concurrently be the "sole manipulator of the controls" while practising instrument flying. That's a very different situation from the typical airline operation of a heavy crew on a long haul flight where all 4 pilots (or at times 5 in our outfit) are likely to manipulate the controls at some point (and, in China, more often than one would like, at the same point!).

It isn't a matter of whether one can provide all the records to prove each entry in a logbook, or whether one can demonstrate the requisite skills in the sim. You can put whatever you like in there and if it is certified by the last carrier and accepted by the next perhaps you have no problem. But the operating assumption is that the logbook accurately reflects the position you held and the responsibilities and authorities that you exercised in the position. Handing over a logbook filled with PIC time, if you were only rarely the individual with command authority over the flights entered, is a questionable practice, and all the more so if one neglects to clarify the distinction with those making the hiring decision.

ELAC

So assuming one was to get the opportunity to move to P1 from P2 does the 787 even fly domestically? Or does it only do long haul and thus you would never be P1.

What about the 777 is it also a domestic machine?

Regards

WJP

In the airline I fly in China, the company designates a PIC and a Cruise Captain before operation of long flights with augmented crews.

Then we log actual time considering left seat time as PIC time and it is up to the company designated PIC how much he allows the Cruise Captain to fly left seat and therefore log as PIC. This information is then passed and stored in the airline's records.

RayofLight.

That's good info thanks for that - can I ask which airline do you work for.

WJP

Anyone currently on course with the 787 care to share any of their experience thus far,

WJP

ELAC, I consider your statement as incorrect;

"CSA advertises that they are recruiting captains, and so they are, but evidently they are not recruiting captains that they intend to routinely designate as the Pilot In Command, but rather captains who will be assigned almost exclusively to relief captain duties..."

I put this scenario to you;

The CSA Expat Captain attends the briefing with his FO and a Chinese Captain and his FO, who will be the relief crew for the sector. After the dispatcher briefing the Expat Captain decides how much fuel is required and signs the dispatch documents. He then briefs the cabin crew. He then settles into the left seat in the cockpit and signs the load sheet, NOTOC, etc.

He then acts as PF for take off, climb and cruise. (Chinese Captain is in the jumpseat or already asleep in the bunk).

During cruise he retires for a few hours rest and returns prior to TOD to conduct the Cat II landing into a crappy European morning. He then parks at the gate, informs the ground crew all is well and signs the log book and arrival documents. Input from the Chinese Captain throughout, nil.

My question, why are you describing this Expat Captain as a Relief Captain and why can he not log this flight as PIC?

Mastema,

My question in return would be: Are you sure you understand what the definition of Pilot In Command is?

You may be doing all of those things and your Chinese compatriot may be doing none of them but he is the designated pilot in command and you aren't. Whatever you are doing it is under his authority and direction.

To review:

The scenario you described did not include you either being designated as the PIC or holding the final authority and responsibility for the operation. If, despite that fact, you still wish to log your hours as PIC time then that's a matter between you, your logbook and your employer. But if you do and subsequently toddle along to another employer and allow them to believe that you were the pilot in command for all those flights when it was somebody else who held the authority do you really think you're being honest about your experience?

Alternatively, will you trot out some explanation of how you recorded all the time as PIC regardless of that fact because somebody found a 20 year old interpretation bulletin that said it was acceptable for a private pilot to do so if he was the "sole manipulator of the controls" while another "safety pilot" was the designated PIC?

Personally, I'd suggest that if you are caught out in the first instance, or attempt the explanation in the second instance, you're likely to be shown the door pretty quickly at most airlines, whether or not you consider the recording of the PIC hours as justifiable by what you did during the flight.

Now, please don't get me wrong, there are many reasons why a job at CSA may be attractive, and for some the matter of who logs the PIC time no longer holds much concern. Beyond a certain number it only really matters in terms of proving recency. If that describes you, then why bother putting something in your logbook which might cause you grief later on? But if PIC hours really are important to you, perhaps it would be better to be working someplace where, without question, you are the PIC.

As a practical matter, the real reason why one would want to be the PIC has nothing to do with what you'll put in your logbook. In China probably more so than anywhere else I've been you are going to want to have the privilege of being the "final authority" when things go sideways. I'm not sure how much time you've spent here, but the actual conduct of an abnormal situation with a 4 man Chinese crew will not be anything like what you've experienced elsewhere. Hands will be flying in various directions un-commanded, there will be 3 voices all speaking in Chinese at the same time and somebody will insist on ringing up the chief pilot on the satcom before any decision is taken regardless of the circumstances. Often frustrating but usually manageable if you are the PIC and can assert that final authority, but if you are not, you're likely to quickly become about as relevant to the outcome as the number of pillows in the crew bunk.

Last, for what it's worth, I've found the Chinese pilots to be a good bunch to work with overall. Usually amiable, co-operative in intention and with reasonable ability, just not particularly strong on SOP, systems knowledge or the finer points of airmanship which can make a big difference in pinch. The working day, though, is certainly far more pleasant than it was at another carrier located somewhere east of a west sea.

Regards,

ELAC

ELAC

quick question for you... if indeed we are not the signing authority what column do we put the time flown then as a expat captain.... when under the controls of the aircraft and in the left seat - whether it be for the cruise portion or the t/o and landing portion...

no sarcasm intended its a real question.

WJP

ELAC

You did not completely answer my question;

Why do you describe all CSA expat Captains in such a condescending manner? (Relief Captain/ Senior First Officer/ Etc)

My reply to you, I would suggest the CSA expat Captains trot the following out at any future interview.

Mainly because, it applies to CSA.

Under U.S. FAAFAR 14 CFR 61.51, logging flight time as a PIC is different and distinct from acting as the legal PIC for a flight.
The International Civil AviationOrganization, definition is: "The pilot responsible for the operation and safety of the aircraft during flight time.

"Flight time for airplanes is defined by the U.S. FAA as "Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing.

My next question(s) to you;
Why the bad attitude toward CSA expat Captains?
Is the desert not hot enough this time of year??

CSA PIC
 

Hi everyone,

Let it be known that I'm a successful CSA candidate waiting for my CAAC check and that the below is my understanding after talking to PARC, reading the draft contract and talking to someone already flying the line in CSA as an expat CPT:

1.- CSA does not hire PIC's. They hire CAPTAINS. Captains are ATPL holders rated on the aircraft who can fly on the left seat iaw company procedures.

2.- Initially, CSA expat captains will not be allowed to fly as Captains by themselves, that is, alone with First Officers.

3.- After a year and a half or so, and if the company so decides, they will be "upgraded" to a higher degree of captaincy (A2, D, or whatever they call it) where they will be able to operate without the restriction set on #2.

4.- All CSA long-haul flights on the B787 and B777 are double crewed and therefore all expat CPT's will always be paired up with an unrestricted CPT (presumably a Chinese guy with whiter hair than you) who will be the designated PIC for the flight, weather he is flying, sleeping or taking a dump.

5.- Expat CPT's will take turns with unrestricted CPT to fly the leg or act as relief. This means that, when it's their turn, they will operate from the left seat, with an F/O on the right, but with the unrestricted CPT / PIC somewhere in the ACFT.

6.- Even when not operating (flying) the leg, the unrestricted CPT acting as PIC will still be responsible for all decisions regarding the flight and not the expat CPT. This includes signing the techlogs and related legal paperwork for dispatch.

7.- For logging purposes, and in line with Chinese and company regulations, the expat restricted CPT's will be able to log PIC when they're operating from the left seat. Weather an airline down the road dismisses that flight as valid for an interview is irrelevant. Airlines hire whoever they deem appropriate and they may require that the PIC time on long-haul flights be the designated PIC, and not just a CPT operating the leg. They may also require for you to play baseball, be proficient in black and white photography or be able to run 3 miles naked.

8.- In reality, it makes sense to me that CSA covers themselves and provides a transition to non-rated CPT's where they will act as CAPTAINS, but under the initial supervision of a more senior unrestricted Captain who obviously will be making the calls while the newbies learn the tricks of a new ACFT, new company, new part of the world and new type of operation.


With all that said, I think the gig looks good for those wanting to transition and that your PIC time will count towards your overall experience on the ACFT, although maybe challengeable by some carriers who would dismiss your PIC time due to not being the designated PIC for the flight.


Good luck to all!

Sounds Fair
 

Last post sounds about right to me... As a CSA 330 foreign pilot I often sign bits n pieces of the paperwork , loadsheet, notoc , occasionally tech log and maybe station copies of flight plan acceptance etc... The Chinese captains are not always (if rarely ) greyer than me as most are sub-40 to mid 40... Although I have flown with the odd one over 50 on occassion.

The experience I have on the line is that they treat/ expect you to act like the captain on your legs. So I reckon logging about half the total is a reasonable decision. As said if someone down the track disagrees I will just rely on the 8000 command hours I already have if push comes to shove! But if this job continues until I retire in ten years or so, under similar terms I am currently on, and I can still pass the NASA medical, I cant really see another flying job taking its place to be honest:-))) At least not one in Australia!!

Wja

Woodja51 and 737lpa Thanks so much for the information.

Recently got told they are no longer hiring on the 87, was hoping for YVR as I live in the area... but am suppossed to now head over in March for the CAAC check and will look closely at the 777 commuting gig (60hrs).

is there somewhere I can see the routes of the 777 - the CSA website doesnt break it down into routes.

Thanks again guys,

All the Best.

J

No problems.

Things get a bit more complicated once you start working expat contracts as the rules tend to change from one locale to the next.

The way that it's been approached by most of the expats I know is as follows:

Unlike in Canada, when you show up for work in China (or Korea, India, Middle East or wherever) the company is going to hand you a company logbook. Record your hours there in whatever manner the company and the local regulator approve. If they say you can log PIC time when you are not the PIC, then so be it, the hours are entered according to their rules.

Your personal logbook is a different matter. Most expats will, over time, acquire any number of different licences (and company logbooks) and the rules for logging hours may be different in different places. You will, however, generally use only one "base" licence as the credentials you present when going from one carrier to the next. If your next stop turn out to be in the Middle East, for example, the licence you will present and that will matter to them will be your Canadian one, not the Chinese one (which you will not be allowed to retain, btw). So, what goes into your personal logbook should be consistent with the rules for logging hours that apply to the "base" licence that you will be presenting to get future jobs. If there's then an issue relating to what your exact duties were you can provide the company logbook to support that although not the PIC you were a qualified captain and employed in that capacity.

When I worked in Canada 15 years ago the requirements for augmented crew operations were that all crew members were to log all of the flight time and that only the designated PIC could log the flight time as pilot in command. The remainder of the crew, regardless of whether they held a position of captain or first officer recorded their flight time as 2nd Pilot. Times may have changed in Canada since then, but my betting is not.

The usual work around for flights crewed with more than one captain was to have one designated as the PIC for the outbound flight and the other designated as the PIC for the return. This is the practice that I've seen put in place in every other locale aside from China. Here, the practice at my carrier has been that the qualified expat captain is always the PIC on international flights except when the other captain holds a training/checking authority. Mostly this isn't an issue as the Chinese captains we're paired with usually hold a more junior grade, so it's no different than when the training captain is PIC instead of the expat line captain.

Ultimately, though, the question people interested in CSA as destination need to answer is not how they are going to put their hours into their logbook. The important question is what job are you being hired to do, and is it position that you will be satisfied to accept? As per another poster, the understanding of what the job is boils down to:

If those terms are acceptable then one should go for the job and enjoy. If not, then don't go and start looking elsewhere. There are plenty of carriers out there that hire expat captains for the purpose being pilots in command. In fact, until recently, there was never any doubt about that being the expectation of the job.

Cheers,

ELAC

Mastema,

It sounds like you've got a bit of a raw nerve there. I never described CSA expat captains in any terms, condescending or otherwise. From your own quote of what I originally posted:

I stated what I understand the terms of the job that CSA is offering to be. That hirees will not be assigned to PIC duties has been confirmed by several others on this thread. There is no slight there intended towards those that are working for CSA.

Perhaps you find any description of duties using the terms "relief captain" or "augmenting captain" to indicate some diminishment of status. In the places I've been, that's not the case. "Captain" is a rank or status period. "Relief captain" is a duty, just as "pilot-in-command" is. If you want to call not being the PIC something other than "relief captain" or "augmenting captain" then by all means feel free to do so.

As to your second question, similarly, I have no attitude regarding CSA expat captains at all. One or two individuals have posted their rationales for logging PIC time in their logbook when not the PIC that I think reflect a questionable practice and I've said so. As somebody whose been working in China for over 5 years and done expat gigs in various locations for 15 years now I've had some experience with the subject and have a reasonably informed opinion. If my opinion doesn't happen to suit the desires of some that's fine, it's no skin off my nose. Some who are considering the job, however, don't have any previous points of reference to decide whether the practice is reasonable or not. For those, hearing a different viewpoint might be worthwhile before they quit a secure job and head over to the wild west that is China these days.

Regards,

ELAC

ELAC

Others have also pointed out that CSA has;

-Level D Expat Captains, who can allow the FO to take off and land

-Level A Expat Instructors, who can sit in the left or right seat and train FOs or Captains

You maintain that they cannot log this as PIC time?

According ICAO and FAA you are incorrect.

The International Civil AviationOrganization, definition is: "The pilot responsible for the operation and safety of the aircraft during flight time.

"Flight time for airplanes is defined by the U.S. FAA as "Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing.

ELAC
 

I have to disagree with the above. I don't see that many offers where a B737 CPT will be hired as a B777/B787 CPT with the conditions, salaries and bases offered at CSA.

Sure there a lot of contracts as PIC for rated and current pilots on their fleet. But to transition to long haul from short haul without touching the right seat of the boat is not that easy... except maybe EK when they opened the gate last year for those willing to move to the desert.

Mastema,

I see nothing in either citation that supports your contention that two pilots can be concurrently logging PIC time for the same flight hours, Following your logic, should not the first officer also log PIC time whenever you step out of the cockpit for a call of nature?

In any event, if you wish to believe that it is so then by all means go ahead and put it into your logbook that way. I'm curious, though, about if, when you head off to your next employment interview (and there will almost certainly be a next one, no job in China is a secure one) you will clearly disclose that those PIC hours were logged when someone else was the pilot with final authority and responsibility over the flights?

737lpa,

Well, that's a different kettle of fish now, isn't it? There are precious few opportunities to get something for nothing. If you want to be based at home, be paid large dollars and be trained on newer/bigger equipment there's bound to be a price to be paid somewhere.

Nothing wrong with that in itself, but if one decides to take the goodies and then wishes to paper over the price by rationalizing that the flight time spent with somebody else in command still qualifies as PIC time in one's logbook I'd suggest that you'd be stepping out onto thin ice.

Enjoy the job if you take it, but if you have no previous experience in China take heed that in the event of the unusual (and at times even just the same old, same old) things will not unfold in the cockpit quite as you might expect them to. If you are not the pilot with the final authority you may find things become distinctly uncomfortable (if for no other reason than that the whole discussion about the problem will take place in Chinese) and that your input is of little relevance to the outcome.

Regards,

ELAC

ELAC who do you work for and how is it you have been so successful.

If china is so bad - and i've read all the threads... why do you remain there?

WJP

I suspect Elac & I work for the same Prc major carrier. After five years with them (allowing a view of the highs & lows), Elacs accounts seem quite accurate.

The narrowbody / widebody Ccq program at our airline has left several of those wanting out, to be found wanting. Pic2 time seems to be known at least by some other employers, not to be Pic1 time. The Pic1's signature in your logbook shows this.

The difference may be of importance when the inevitable happens- base closure, medical failure, cockpit conflicts or an altitude bust (the foreign pilot will be blamed) put you on the street. Anyone currently enjoying the many benefits of Prc airline employment (and I am one) would pay to note Elacs comments.

I dont think Im dismissing them and the worries of flying in the PRC are very real.

A follow up question.... why would the PIC1 be signing my logbook.

15000 hrs and a descent amount of command and Ive never had anyone sign my logbook other that the Chief Pilot stamping the book as I moved onwards.

I cant see me getting my logbook signed after every flight is that what you are suggesting?


Why the mystery on who you work for as well?

WJP

Signing Logbook
 

WJA

In China, you must carry your logbook with you on every flight.

PIC signs crew log book on every flight.

Thats interesting.

Even Captains or is that for the 2nd Officers.

Im guessing this practice is for the purposes of those who are nationals not necessarily expat captains but it is something that I will have to look into.

Any expats on contract care to comment about whether the P1 signs your logbook?


Cheers

WJAPilot,

Check your PMs.

Regards,

ELAC