Air Japan (AJX) B767
Join Date: Oct 2006
Location: Over the Pacific mostly
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I usually try not to rant in pprune because there is plenty of that already. But I have to say that I don't really mind answering questions about this particular gig and what to expect, but please read the thread! I know it is massive and it's been going on for over 13 years but please go back and read from two or three years forward before you PM any of us with questions, the reason is that many of the usual questions have been addressed over and over again, but most importantly, many other things that you might not think about asking but that are important to know......! Again, I don't mind answering questions on PM's but if after all the effort that the AJX pilots have put into posting information here you are still asking if you get a confirmed ticket or is it standby?
That is just plain lazy
That is just plain lazy
Join Date: Aug 2014
Location: Good ol USofA
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Invited to pre-screening at the end of December for an FO position. I'm about 50 pages into this thread and wanted to thank you guys for all the great info. Quite helpful!
Join Date: Nov 2008
Location: In the clouds
Age: 52
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Why is AJX recruiting DEC captains ?
Is it because they want only Japanese (JCAB) captains, or they cannot upgrades the FO's (which have been waiting for their upgrade for 5 years.)
Thanks for your opinions on that.
Is it because they want only Japanese (JCAB) captains, or they cannot upgrades the FO's (which have been waiting for their upgrade for 5 years.)
Thanks for your opinions on that.
Join Date: Dec 2006
Location: australia
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I'd be interested to see what the "usual suspects" say (who have given great info over time to those willing to read):
- maybe, just maybe, the business side have awoken to the fact that taking on a JCAB Captain (local or gaijin) saves money, only 1 set of training rather than 2??
Of course any savings will be pissed up the walls by another division (left hand/right hand concept)....but that's another cute concept for another time.
Are upgrades written into the contract....or just expected/hoped for/probabilities/possibilities??
BTW - wouldn't worry about the "business side awakening"
BUT stranger things have happened - even in Nihongoland!
Over to the men of Great Wisdom!
Cheers all
galdian
- maybe, just maybe, the business side have awoken to the fact that taking on a JCAB Captain (local or gaijin) saves money, only 1 set of training rather than 2??
Of course any savings will be pissed up the walls by another division (left hand/right hand concept)....but that's another cute concept for another time.
Are upgrades written into the contract....or just expected/hoped for/probabilities/possibilities??
BTW - wouldn't worry about the "business side awakening"
BUT stranger things have happened - even in Nihongoland!
Over to the men of Great Wisdom!
Cheers all
galdian
Join Date: Oct 2006
Location: Over the Pacific mostly
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You've been in Japan too long Galdian...!
Upgrades are NOT guaranteed and NOT contractual....! Read this a couple of times before I continue
Ok......., DEC's are as of late been just JCAB licensed pilots and not too many of them. And I am convinced that the business side of things here in Japan don't think as the business side of things you are referring too...., training costs don't seem to be a factor into consideration.
Upgrades have been done from within and historically they have been running at about the 4 year mark. Now, history is rumored that it will change...., it all depends on what kind of utilization ANA will give AJX going forward, at this point it's all a guess. But if things remain on the status quo, the numbers just don't add up for you to upgrade within the first contract. As for what the future holds, I'm as curious as anyone.
Upgrades are NOT guaranteed and NOT contractual....! Read this a couple of times before I continue
Ok......., DEC's are as of late been just JCAB licensed pilots and not too many of them. And I am convinced that the business side of things here in Japan don't think as the business side of things you are referring too...., training costs don't seem to be a factor into consideration.
Upgrades have been done from within and historically they have been running at about the 4 year mark. Now, history is rumored that it will change...., it all depends on what kind of utilization ANA will give AJX going forward, at this point it's all a guess. But if things remain on the status quo, the numbers just don't add up for you to upgrade within the first contract. As for what the future holds, I'm as curious as anyone.
Join Date: Nov 2008
Location: 日本
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I think they just haven't been bothered to change the advert 
During the early days of AJX there were plenty of jobs elsewhere and they needed a decent carrot to attract people to the position. As time has moved on and slots have been filled the requirements have changed. In the past 1500 hours PIC on a CRJ would have got you the job. This then became 3000 PIC on something 737 sized and bigger and now they want a JCAB licence and prefer a 767 type rating. In theory they are still recruiting DECs but in practice the actual numbers through the door has reduced to almost nothing and certainly 'nothing' compared to 5 years ago.
During the early days of AJX there were plenty of jobs elsewhere and they needed a decent carrot to attract people to the position. As time has moved on and slots have been filled the requirements have changed. In the past 1500 hours PIC on a CRJ would have got you the job. This then became 3000 PIC on something 737 sized and bigger and now they want a JCAB licence and prefer a 767 type rating. In theory they are still recruiting DECs but in practice the actual numbers through the door has reduced to almost nothing and certainly 'nothing' compared to 5 years ago.
Join Date: May 2010
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I am in the process of completing the application forms, and need some
advice from people who have been there before. The issue is in regard to dual time and cross country time, and how to satisfy the requirements. Firstly, as with most other pilots, I was given dual instruction during my initial flight training, and as part of type ratings on light aircraft. I logged this time in my logbook, and it is included in my accumulative total time throughout the logbook. The application guide states that dual time can not be included, and then goes on to say that all the flight time in the work history must match the totals in your logbook. How can it match your logbook when you can not include dual time or private flying in light aircraft? How have other people dealt with this problem, do you subtract that time and start a new page at the end of your logbook, that only includes PIC and Co-pilot time logged as per your work history? I don't want to rewrite entire logbooks out again!
Also regarding the cross country, My logbooks do not have a columns for x-country Total time or PIC. What is the best way to show this, insert new columns with the headings, or just provide a summary? Thanks for your help.
advice from people who have been there before. The issue is in regard to dual time and cross country time, and how to satisfy the requirements. Firstly, as with most other pilots, I was given dual instruction during my initial flight training, and as part of type ratings on light aircraft. I logged this time in my logbook, and it is included in my accumulative total time throughout the logbook. The application guide states that dual time can not be included, and then goes on to say that all the flight time in the work history must match the totals in your logbook. How can it match your logbook when you can not include dual time or private flying in light aircraft? How have other people dealt with this problem, do you subtract that time and start a new page at the end of your logbook, that only includes PIC and Co-pilot time logged as per your work history? I don't want to rewrite entire logbooks out again!
Also regarding the cross country, My logbooks do not have a columns for x-country Total time or PIC. What is the best way to show this, insert new columns with the headings, or just provide a summary? Thanks for your help.
Join Date: Nov 2008
Location: 日本
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You should include your dual time in your total flying experience. Are you sure there is no field on the form to enter dual or PUT time, as I seem to recall there was (albeit some time ago now)? Clearly they are the same thing.
If there is no dual/PUT column then I would put it in the P2 field. The main thing is not to claim for PIC when you weren't and this, in my view, would be the best way of doing it.
As for cross country, until recently there were very few logbooks which had a X/C column and it's certainly more of a judgement call than entirely specific. I believe anywhere outside 7 miles or so from the airfield qualifies as cross country, so my advice is to look through your logbooks (especially early days) and subtract the circuit details from your totals and what remains is cross country and hopefully that will exceed 100 PIC....or it's no ATPL for you There is no requirement to have it logged separately (until you get your JCAB logbook) and the Japanese do understand that different authorities do things differently. Just make sure you are able to show how you arrived at your figure......i.e. you've taken out all your 'local' flying.
If there is no dual/PUT column then I would put it in the P2 field. The main thing is not to claim for PIC when you weren't and this, in my view, would be the best way of doing it.
As for cross country, until recently there were very few logbooks which had a X/C column and it's certainly more of a judgement call than entirely specific. I believe anywhere outside 7 miles or so from the airfield qualifies as cross country, so my advice is to look through your logbooks (especially early days) and subtract the circuit details from your totals and what remains is cross country and hopefully that will exceed 100 PIC....or it's no ATPL for you
There is no requirement to have it logged separately (until you get your JCAB logbook) and the Japanese do understand that different authorities do things differently. Just make sure you are able to show how you arrived at your figure......i.e. you've taken out all your 'local' flying.
Join Date: May 2012
Location: Chicago
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I just got an email inviting me to a pre screening event hosted by CREW in las vegas next month. Anyone have any insight as to what happens at one of these? is it an interview, or just an information session to review our documents? Any info would be much appreciated.
cheers
cheers
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Folks, I am after clarification on tax payable for AJX salaries, particularly from anyone who lives in Australia. By my calculation if I had to pay tax back here in oz, my take home pay would be around AUD $1400/wk. I already make more at my current job and I am not really interested in taking a pay cut.
If the the take home pay was as advertised $7200 USD/mo that would be a different story. Can anyone clarify?
Thanks
If the the take home pay was as advertised $7200 USD/mo that would be a different story. Can anyone clarify?
Thanks
I think sometimes you've got to bite the bullet, get out of your comfort zone and take the 'calculated' risk. Sure, you might be earning more at your current job but is that where you want to be in say 5 or even 10 years. Food for thought, we are all different with different circumstances. Good luck though.
Join Date: Nov 2008
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Atlas,
You need to think long and hard about why you want to move to AJX. If it's to fly a 'widebody' then just forget it and continue to enjoy working from your home country. Once the cockpit door is closed they are all the same width and within a very short time the 'thrill' of flying something bigger wears off (who cares if you flare at 10' or 30'). Far, far more important is lifestyle and if I could afford to I'd be flying bug smashers around the patch rather than spending so much of my time away from home. Remember, when you're in Japan then days off in the schedule are spent in Japan and standby days are spent in Japan. If you finish a trip early and have the rest of the day off, guess where it's spent? I would much rather be able to use the time that we get off, in addition to our regular days off, mowing the lawn or cleaning the car but I can't because I'm removed by a mile or two.
The commuting jobs are normally only made attractive by paying more and if you're not going to take home significantly more money than your current job then don't bother; fly from home and take my word for it that a 767 is not a big deal.
You need to think long and hard about why you want to move to AJX. If it's to fly a 'widebody' then just forget it and continue to enjoy working from your home country. Once the cockpit door is closed they are all the same width and within a very short time the 'thrill' of flying something bigger wears off (who cares if you flare at 10' or 30'). Far, far more important is lifestyle and if I could afford to I'd be flying bug smashers around the patch rather than spending so much of my time away from home. Remember, when you're in Japan then days off in the schedule are spent in Japan and standby days are spent in Japan. If you finish a trip early and have the rest of the day off, guess where it's spent? I would much rather be able to use the time that we get off, in addition to our regular days off, mowing the lawn or cleaning the car but I can't because I'm removed by a mile or two.
The commuting jobs are normally only made attractive by paying more and if you're not going to take home significantly more money than your current job then don't bother; fly from home and take my word for it that a 767 is not a big deal.
Join Date: May 2012
Location: Chicago
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For any US based guys/gals. How do you go about keeping your FAA ATP current. Im currently at a 121 regional carrier and have a screening in Las Vegas in a few weeks. I was curious what you do to not let it expire.(Ive been spoiled in the 121 world with keeping everything up to day due to training etc) Obviously my current Type Rating on the EMB-145 would expire which i figured isn't that big of a deal but of course i want to keep my ATP current. Do you just rent and do the required takeoffs, landings and Instrument approaches etc when your home? any info would be much appreciated.
Join Date: Aug 2014
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Under JCAB rules you are FAR129 operator. Once AJX completes your training you have a full Japanese certificate, not a validation. The FAA medical and others are irrelevant once you are certified in Japan.
It would be incumbent upon you to enquire directly from your FSDO on your particular circumstances for recency under FAR121.
It would be incumbent upon you to enquire directly from your FSDO on your particular circumstances for recency under FAR121.