There is probably a good reason AJX/AJV want you to go home (scurry off, go anywhere, go away) upon completing duty. Employing foreigners to do anything in Japan is a very contentious issue.
And you only have to consider the bad wrap the Cathay pilots get in Hong Kong. I don't imagine that base in Tokyo for foreigners would be a very popular idea there.
The only two contracts offered by ANA that are commuting contracts are at AJV\AJX. All other contracts (ANK=737, A-net=Q 400, IBEX=CRJ's) are all residing contracts.
The reasons are very different than those you imply, it is a matter of "money" it is not social or political. It is not only the difference of salaries with our local counterparts but also the fact that there is no tax liability to the company from these employees since we don't reside in Japan
Otake(Elvis) only gave the boys 8 days off in a row at the start.....a few of the boys spat the dummy!!! Elvis was promoted sideways(never to be seen again) and ever since then you get at least 10 days off, more if you want ie added leave.
Is there any expat FO currently working for ANA?
I'm looking for information according to commuting program with Paris, London, Germany or Milan!
Thanks
ANA take FO's and DEC's. It is likely that in the near future, it will only be FO's.
Just as a guess, EU applications are quite welcome. Just be a bit careful with P1 time vs Command time. Not same same.
We have crew that commute to northern Europe, the UK and the odd one heading to Italy.
The first week of groundschool is spent doing Air Law and at the end of this you do the Air Law exam at a local JCAB facility. After that it's radio law and radio theory, followed by a locally administered exam in each subject. All this is followed by the usual suspects: dangerous goods, safety equipment etc.
Once you've finished that stage it's onto the aircraft systems and the written 767 type exam. If you've already got the 757/767 on your licence then there is no need to do this bit.
Next comes fixed base sims, followed by the full motion sims. If you already have a type rating then you go straight to doing the ATPL test in the sim (examined by JCAB). If you're not rated then you first do your type rating exam in the sim (examined by JCAB) and then you do your ATPL test, as above.
Once you've done your medical and English test they will apply for your Japanese ATPL and, after a brief respite, it's line training time.
So, the answer to your question is 'yes', you do have to convert your non-Japanese licence to a Japanese ATPL but 'no', you do not have to do ALL the exams again. The whole course is designed around achieving this and you'll come out of the end of the sausage machine as a 767 rated pilot, flying the line with a Japanese ATPL.
do you have study materials (web site or what..) to prepare for the JCAB Air Law?
can you describe the exams profile for th JCAB ATP practice in the sim?
You don't really need to study before hand, they will take you by the hand and give you the preparation course that you need to pass the test, It is not difficult
You will do the English test no matter what. The Japanese have their way of doing things and there is no way to circumnavigate around them. The only concession to doing ALL the training is if you have a type rating and then you don't do that part of the course. Apart from that, you will do everything, including the English test, even if you've already got it stamped in gold all over your JAR licence. This is for the issue of a JCAB licence and they are certainly 'thorough' in the way they like things done
PS: Even those English from England sit the English Test
Just been busted on my application..got 7600 TT more than 5000 jet 700 on B 747 Classic 1200 full glass but do not have heavy PIC...out of parc,...NO ANSWER...
Any flying bird out there has any idea why...spent days with an handfull lady out of Ireland working on my file before mail it to Japs...and crosschecked twice the missing minimum of eavy PIC
So far the BEST COMMUTING Contract I ever seen around!
My RGDS guys
Last edited by pilotlear : 19th April 2009 at 12:58.
2 ANA is taking quite a few early B787's, which boeing admits, are over weight. yes cheaper to buy, but always hauling extra weight around.
Any comment from those in the know. Also how do the pax & cargo loads look.
The loads in terms of passengers have been picking up lately and we are running pretty good loads in our flights (don't have the numbers system wide, just giving you my observation based on my flights) cargo numbers are still pretty low but showing an upward trend actually, we carry cargo on the pax flights also and although they are increasing a bit, they are still half of what we used to see before.
The 787? Well, pretty much every new A/C comes out performing with lower expectations than what the drawing board numbers suggested (I.E. the salesman numbers) this was certainly the case with the A-380. The utilization is the key because the route structure of ANA and the placement of this A/C in medium and short hauls lessens the impact of lower than expected performance numbers, the 787 is an eventual substitute of the 767 and ANA doesn't really do ultra long hauls on the 76's If I'm not mistaken (correct me if I am) we do the longest 767 run at Air Japan (HNL) I think that besides the lower than expected performance numbers, the 787 will fit well for the utilization that they are planning.
Quote:
Just been busted on my application..got 7600 TT more than 5000 jet 700 on B 747 Classic 1200 full glass but do not have heavy PIC...out of parc,...NO ANSWER...
Any flying bird out there has any idea why...spent days with an handfull lady out of Ireland working on my file before mail it to Japs...and crosschecked twice the missing minimum of eavy PIC
So far the BEST COMMUTING Contract I ever seen around!
My RGDS guys
It is frustrating pilotlear because you do have a good experience but you have to consider two factors. 1) as impressive as your experience is, you have a LOT of guys with those numbers or better applying right now. Those numbers are the average experience levels of the F/O's joining the line now, have you considered applying as an F/O? the money is not bad on the right seat and the prospect of upgrade within the first contract is pretty good so that might be an option you would want to consider.
2) It has been posted by several folks here that the company see the minimums as a solid number and if you are missing an hour from the minimums it is just that, you don't meet the minimums. I understand your frustration but it is what it is
Is there many 767 typed people applying? I am 767 typed 5200 total 1500 hrs on the 767.. how long does it take to hear from them once you apply?
The way things are going is it worth applying with these low times for an FO position?
Thank you,
Widebody
From day 1 until getting checked out on the line will take 6-7 months. FOs do a little less line training than capts, hence the difference. During this time you normally get to go home once for approx 10 days, normally after the ATPL test/medical and prior to line training. Obviously things vary and some people have less time and some more at home during the training but that is the basic plan. The Company pays for your wife's flights and accommodation for 2 periods of 7 days during training and once for your kids' flights and accommodation. So, basically, your wife and kids get a holiday in Japan for 7 days during your training. It's up to you to figure out when they will visit and, no, the Company does not specifically give you time off during their stay.
Widebody,
I reckon your experience would stand you in good stead for an FO application. There have been people without type ratings and some who have barely qualified on type, so your 1500 hrs isn't bad at all. I'm afraid I have no idea what's happening with the waiting times. What with every airline going belly-up in the States and the disease now spreading further afield, AJV/AJX can afford to be more selective than before (lucky some of us got in earlier) and I suppose the waiting times will go up. I think they will look more favourably if you're able to come as soon as they want you but they do understand the norm of 3 months notice to most airlines, so don't sweat it if you have to let your present bunch know you're off.
The only two contracts offered by ANA that are commuting contracts are at AJV\AJX. All other contracts (ANK=737, A-net=Q 400, IBEX=CRJ's) are all residing contracts.
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