Air Japan (AJX) B767
They are simply not finding qualified candidates WHO ARE PREPARED TO ACCEPT THE CONDITIONS anymore to fill courses.
There are many very qualified people out there, this contract just does not offer enough to entice them. By enough, I mean money, lifestyle, conditions, schedules etc, etc.
The plan appears to be for the 767 to stay for a long time, so newhires would probably get the 767 not any new type. Once again, that would not be a problem, IF THE DEAL WAS ATTRACTIVE ENOUGH
There are many very qualified people out there, this contract just does not offer enough to entice them. By enough, I mean money, lifestyle, conditions, schedules etc, etc.
The plan appears to be for the 767 to stay for a long time, so newhires would probably get the 767 not any new type. Once again, that would not be a problem, IF THE DEAL WAS ATTRACTIVE ENOUGH
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AJX are still running courses and all the expansion plans are being trimmed to perfection, it's just that no one is on the courses.
'Speculation' the B787 will be delayed due crew availability.
'Speculation' the B787 will be delayed due crew availability.
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They are simply not finding qualified candidates WHO ARE PREPARED TO ACCEPT THE CONDITIONS anymore to fill courses.
There are many very qualified people out there, this contract just does not offer enough to entice them. By enough, I mean money, lifestyle, conditions, schedules etc, etc.
The plan appears to be for the 767 to stay for a long time, so newhires would probably get the 767 not any new type. Once again, that would not be a problem, IF THE DEAL WAS ATTRACTIVE ENOUGH
There are many very qualified people out there, this contract just does not offer enough to entice them. By enough, I mean money, lifestyle, conditions, schedules etc, etc.
The plan appears to be for the 767 to stay for a long time, so newhires would probably get the 767 not any new type. Once again, that would not be a problem, IF THE DEAL WAS ATTRACTIVE ENOUGH
I agree with this, but just to give another point of view..
I understand what you say that conditions should be improved given they haven't in the last years.
But even so in the current market where there's many many high paying jobs on modern jets in Asia (and a lot of guys I hear wrongly look at Asia without differenciating between countries), people are asked to train almost one year for a very old aircraft which, unless you are close enough to retirement, will give you very little options afterwards.
All of this in a company (ANA) with beautiful types and routes...you will agree with me that if the company wants to expand and needs experienced pilots, then something has to give..
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Just how much of the "problem" can be laid before AJX/ANA??
JCAB only retains supreme relevance whilst they maintain their supreme dominance.
The only reason the retirement age has increased over the last 5 years or so is that ALL airlines, especially the "new" LCC's - who must be perceived to be supported by the government agencies - are having trouble maintaining operations due lack of experienced crews (read "captains").
Until ALL airlines complain to the government/agencies regards their impending doom due lack of suitable applicants (in this case caused by historically inefficient times to obtain a JCAB licence/line clearance) nothing will change.
Q: do new JCAB licence applicants still have to do the 3-5 day radio course of how waves fly through the air like back in the 1950/60's (and pass the all important test of course)before they can obtain their radio licence?
If the answer is "yes" - that tells you all you need to understand about the evolution/modernisation of the Japanese licence process.
Cheers.
JCAB only retains supreme relevance whilst they maintain their supreme dominance.
The only reason the retirement age has increased over the last 5 years or so is that ALL airlines, especially the "new" LCC's - who must be perceived to be supported by the government agencies - are having trouble maintaining operations due lack of experienced crews (read "captains").
Until ALL airlines complain to the government/agencies regards their impending doom due lack of suitable applicants (in this case caused by historically inefficient times to obtain a JCAB licence/line clearance) nothing will change.
Q: do new JCAB licence applicants still have to do the 3-5 day radio course of how waves fly through the air like back in the 1950/60's (and pass the all important test of course)before they can obtain their radio licence?
If the answer is "yes" - that tells you all you need to understand about the evolution/modernisation of the Japanese licence process.
Cheers.
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aux
Just how much of the "problem" can be laid before AJX/ANA??
JCAB only retains supreme relevance whilst they maintain their supreme dominance.
The only reason the retirement age has increased over the last 5 years or so is that ALL airlines, especially the "new" LCC's - who must be perceived to be supported by the government agencies - are having trouble maintaining operations due lack of experienced crews (read "captains").
Until ALL airlines complain to the government/agencies regards their impending doom due lack of suitable applicants (in this case caused by historically inefficient times to obtain a JCAB licence/line clearance) nothing will change.
Q: do new JCAB licence applicants still have to do the 3-5 day radio course of how waves fly through the air like back in the 1950/60's (and pass the all important test of course)before they can obtain their radio licence?
If the answer is "yes" - that tells you all you need to understand about the evolution/modernisation of the Japanese licence process.
Cheers.
JCAB only retains supreme relevance whilst they maintain their supreme dominance.
The only reason the retirement age has increased over the last 5 years or so is that ALL airlines, especially the "new" LCC's - who must be perceived to be supported by the government agencies - are having trouble maintaining operations due lack of experienced crews (read "captains").
Until ALL airlines complain to the government/agencies regards their impending doom due lack of suitable applicants (in this case caused by historically inefficient times to obtain a JCAB licence/line clearance) nothing will change.
Q: do new JCAB licence applicants still have to do the 3-5 day radio course of how waves fly through the air like back in the 1950/60's (and pass the all important test of course)before they can obtain their radio licence?
If the answer is "yes" - that tells you all you need to understand about the evolution/modernisation of the Japanese licence process.
Cheers.
the answer is in fact YES
Q: do new JCAB licence applicants still have to do the 3-5 day radio course of how waves fly through the air like back in the 1950/60's (and pass the all important test of course)before they can obtain their radio licence?
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Do any of the AJX pilots here just stay in Japan year round? I imagine some have married Japanese citizens and now have permanent residency rights. Are you able to bank the money that would otherwise go towards your commuting tickets and hotel accommodations?
What about the possibility of applying at ANA mainline if you have a spousal work visa or even become a naturalized citizen of Japan?
What about the possibility of applying at ANA mainline if you have a spousal work visa or even become a naturalized citizen of Japan?
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Do any of the AJX pilots here just stay in Japan year round?
Yes....., for the same reasons you mentioned but the company will not sponsor residency cards.
Are you able to bank the money that would otherwise go towards your commuting tickets and hotel accommodations?
Yes....., you will get 2,000 if the C Class is not used.
What about the possibility of applying at ANA mainline if you have a spousal work visa or even become a naturalized citizen of Japan?
NOPE.
Yes....., for the same reasons you mentioned but the company will not sponsor residency cards.
Are you able to bank the money that would otherwise go towards your commuting tickets and hotel accommodations?
Yes....., you will get 2,000 if the C Class is not used.
What about the possibility of applying at ANA mainline if you have a spousal work visa or even become a naturalized citizen of Japan?
NOPE.
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The Old Radio Exam circa 1991
Describe how NDB radio waves are affected when passing from over water to over land.
Describe the design characteristics of the superheterodyne receiver.
No joke!
Having said that nobody fails..........(mostly)
Describe the design characteristics of the superheterodyne receiver.
No joke!
Having said that nobody fails..........(mostly)
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A little advice......
So having read every page of this thread (so don't shoot me down for asking questions 
) I've weighed up the pros and cons for my situation and decided that the AJX commuting contract is something I want to do. This thread has answered all my questions about the job itself a long with the very nice lady from CAE Parc. However I was hoping some of you on here that are in the know could give some advice on the best way for me to get there......
I am currently rated on the 757/767 and operate the 757-200. I have approx 2000TT and 400 Jet (all 757). Due to the fact that I only get to fly around 350 hours a year (if I'm lucky) with my current operator and I work on the side as a ME IR CPL instructor for around another 300 hours a year in about 18 months time I should have around 3000TT and 1000 Jet - meeting Air Japan's minimum requirements (I understand a lot of applicants have many more hours).
On the other hand I have the chance to transfer fleet within my current operator on to the 737. I much prefer the 757 fleet for a variety of reasons but on the 737 I'll probably fly around 600 hours a year - with the 300 or so instructing on the side I would have around 3000TT and and 1000 Jet in 12 months rather than 18.
So my question is really are either of the above options preferable to the other for the AJX application. After reading this thread and various other websites, talking to CAE and of course discussing with my family AJX has become my objective and therefore would take whichever of the above two options you guys think would serve me best. If there isn't much difference I might stick with the 757 as I'm enjoying flying it!
) I've weighed up the pros and cons for my situation and decided that the AJX commuting contract is something I want to do. This thread has answered all my questions about the job itself a long with the very nice lady from CAE Parc. However I was hoping some of you on here that are in the know could give some advice on the best way for me to get there......I am currently rated on the 757/767 and operate the 757-200. I have approx 2000TT and 400 Jet (all 757). Due to the fact that I only get to fly around 350 hours a year (if I'm lucky) with my current operator and I work on the side as a ME IR CPL instructor for around another 300 hours a year in about 18 months time I should have around 3000TT and 1000 Jet - meeting Air Japan's minimum requirements (I understand a lot of applicants have many more hours).
On the other hand I have the chance to transfer fleet within my current operator on to the 737. I much prefer the 757 fleet for a variety of reasons but on the 737 I'll probably fly around 600 hours a year - with the 300 or so instructing on the side I would have around 3000TT and and 1000 Jet in 12 months rather than 18.
So my question is really are either of the above options preferable to the other for the AJX application. After reading this thread and various other websites, talking to CAE and of course discussing with my family AJX has become my objective and therefore would take whichever of the above two options you guys think would serve me best. If there isn't much difference I might stick with the 757 as I'm enjoying flying it!
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@757UK
I would suggest for you to apply with your current experience......, although in "paper" you don't meet the minimums, they are finding it hard to fill classes. Just put your application in and you can always update later.
I would suggest for you to apply with your current experience......, although in "paper" you don't meet the minimums, they are finding it hard to fill classes. Just put your application in and you can always update later.
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@The Dominican - thanks for the reply!
Speaking to the lady at CAE who takes care of the AJX contract she suggested I don't bother until I have the 3000TT - with it being CAE who I would have to apply through that might make it difficult? Any suggestions?
Also I'm bonded to the current employer to the tune of around 17,000GBP on a sliding scale for around the next 12 months....
If I were to stay at the current place until I have the 3000TT and no bond - which of the 2 options above do you think would put me in the best position for AJX if either?
Speaking to the lady at CAE who takes care of the AJX contract she suggested I don't bother until I have the 3000TT - with it being CAE who I would have to apply through that might make it difficult? Any suggestions?
Also I'm bonded to the current employer to the tune of around 17,000GBP on a sliding scale for around the next 12 months....
If I were to stay at the current place until I have the 3000TT and no bond - which of the 2 options above do you think would put me in the best position for AJX if either?
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I am quite sure that the 3000 total is a hard JCAB requirement for you to be eligible for the Japanese ATPL transition course. So it should not matter which agency you use. Get the 3000 total ASAP and apply. If I was you, change to the 737, get the time and let the bond dry out, then apply.