Thanks so much for the tips and advice. I asked the local FSDO if someone could "certify" my logbooks and they said no... More promising was a response from my email to pilotcareercentre.com which recommended that I have a chief pilot from each company write and sign a statement in the logbook that "I (name here) certify that the flight hours on the (blank) aircraft listed here for (pilot's name) are certified to be correct"
Signed (name, Chief Pilot, airline name, date)

Thank you for the tips.

I am curious, what do you find challenging and what do you like about Dubai, compared to other places you have lived?

That's great that you were put all the way through for the interview.

How did you handle transportation between the hotel and headquarters?

At what point did they contact you with travel arrangements? I received an email confirmation to attend but no airline ticket information yet.

Just go to a notary public and have them stamp it with there official seal. It is then in the eyes of anyone certified true and correct.

Hi!

The sim is Day 1, and it's big. If you don't pass, you're done right there.

Here's an example of sim:
You're on fire. 3 choices:
1-VMC, very close, but the runway is about 5,000 feet too short
2-A medium distance away, non-precision only, with MDA about 50' ABOVE the ceiling. U have about 30 extra feet of runway.
3-Decent weather, ILS, but FAR away.
So, basically, you will crash. Which way is best?

My buddy went through and most of his class got the job, with most of them finding out pretty quick.

The official site says 4000 TT, but that has unofficially been reduced to 3500 TT. My buddy says the housing is AWESOME!

I know a lot of PCL guys are trying there.

Good luck!

cliff
ABQ

PS-TyphoonPilot works there, and knows a LOT about Asian jobs.

Hi Cliff:

That example is one of the group exercises, not the simulator. In a group exercise 4 guys need to come to a decision on what course of action to take or to collectively solve a problem. They are designed to see if you can work well as a team member. Lead if necessary, but don't be overbearing.

The last sim profile for First Officers ( DEC is different ) that I saw posted is this one:

You get a thourough briefing before starting, an opportunity to sit in the sim for a few minutes to get comfortable and ask questions before you start and your choice of seats.

You start on the runway, they want you to ask for/do 3 things before takeoff. Get your ATC clearance, do a quick briefing and a before takeoff checklist. Don't try and use Emirates SOP's they want you to use the ones you are currently familiar with, just make sure to brief what you expect from the guy in the seat next to you.

Sessions are run out of DXB airport. Aircraft is at max landing weight, or close to it giving a Vref of around 140-145 kts. First they want to see a visual circuit, left or right with no A/T, A/P or FD's. brief a simple 1500' circuit, speeds and configurations are all up to you. I flew it at 200 kts, flaps 1. Give yourself enough room not to rush, but don't get silly and extend the circuit for miles. The approach takes you over the coastline in dubai, and is about 3 miles from the end of the runway, so plan to cross it at about 1000' and you're awfully close to profile. You can pick up the VASI a long way out so if you're a bit low or high when you turn final correct for the slope. Full stop landing, no suprises.

Next they put you back at the start of the runway and drop the vis to 1000m or so and the ceiling at 500'. You have FD's this time and A/T, but no A/P. Brief your 3 items. Expect a v1 cut shortly after Vr. Use your current company SOP's to handle the emergency, be aware they disable rudder parralleling so you have to input rudder. In my case it was an engine failure, so no recall items. Climb to acceleration height and clean up the aircraft, brief a mini plan and completre any checklists. Eventually they'll clear you to Sharja VOR (nearby) to track outbound on a radial. They won't let you transfer control until you establish outbound so don't bother trying to brief the appraoch until then. Once you establish outbound, transfer control, get WX, brief approach, ATC, flight attendants, company and anyone else you choose to I asked for a relight considering it was just a flame out with no associated damage/abnormal indications, but i didn't get far along that line before they told me not to bother Anyway after you get set for s/e ILS back to DXB take control back, expect radar vectors to the final approach course.

Correct any deviations in glideslope/localiser, speed and anything else you screw up quickly. if you become unstabilized at all, go around..do exactly what you'd do in a real aircraft. If all goes well you get to minimums and see nothing. I was waiting for a call from the f/o..but he didn't say anything other than minimums, so i looked up and called a go around. They let me clean it up on the go around before ending the session.

After that it's back to the hotel and wait for the call to see if you made it to the second and third day. They go out of their way to make you feel relaxed and the sim profile is very straight forward with no tricks. Just remember to brief the guy sitting in the other seat on what you want and he'll do his best to help out. he won't prompt you for anything you forget, but other than that he'll do pretty much exactly what you ask of him.


TP

Dear Woofer,
When I went for my interview they said it should take 5-6 weeks, but to contact them if we did not hear anything after eight weeks. I have been informed that Ramadan can slow things down as well.

Typhoon....

Good brief on the FO ride. Any info for the DEC ride for applicants along those same lines?

K

Since I did mine, I am sure it has changed. But I do know there are several benchmarks that are important. STABILIZED approach. If you are not on speed, not fully configured and within acceptable ILS perameters, DO NOT TRY TO SALVAGE the approach. CRM-treat the sim ride as you would a rating ride with the FAA watching. Brief, and engage all facilities (company, ATC, and F/As). The old aviate, navigate, communicate will serve you well. For a DEC this ride is more than just can you fly a sim, but rather how well you manage your cockpit (as well as managing your assests).

Me? I think my sim instructor must have been asleep.;)

Another logbook stamping question
 

Hey everyone

I’m new to this forum, bit have been looking around for some info on getting logbooks stamped etc.
The issue I’m facing is that with an EK interview next week, I still haven’t got my logbooks stamped.
The main reason being that I’m next in line for a command upgrade with my current airline and obviously don’t want to jeopardise my chance at moving seats.:cool:
Should I get the green light from EK I will confess to my terrible sins and forego the upgrade, but for now want to play my advantage.

I understand EK does not need the logbooks certified at the interview stage, but the local authorities do. Is this correct and what would be the likely outcome if I turn up next week without the logbooks stamped?
Any advice would be greatly appreciated.

Btw. I wish I’d known about this forum a long time ago. There are great people here with great advise, keep up the good work chaps.

BY