Air Japan (AJX) B767

[The Dominican]

I live in the US and I am with PARC, that is my only complaint with them really, I have to buy supplemental insurance for my family because they are covered anywhere in the world except the US:ugh: outside of that fact, I'm pretty satisfied with their service thus far.

Taxes:
There really is no tax advantage by going with CREW vs. PARC if you are in the US, the only difference is that PARC will not make social security contributions and CREW will since they are a US based company, with PARC you will have to file as self employed every quarter but with this file scheme you are still able to contribute to the SS and will have the same tax advantages (per diem deductions) as you would with any company while working abroad.

Per diem:
We are spending around 8 to 10 nights in Narita and the per diem doesn't cover it by far, specially now that the ¥ is so strong against the $:ugh: guys are sharing apartments and that does help with the cost, it also depends on what kind of life style you will have while at work, there are the "slam clack" types that all you hear is the slam of the door and the clack of the lock, followed by the sound of the McDonnalds paper bag, this guys of course spend a lot less, but if you are like the majority of us that enjoy a good meal and a nice glass of wine here and there, you will spend more than your allowance for sure, the dollar is weak right now against pretty much all the currencies of the places we overnight at.

[MachAF]

Thanks for the info.
Does Parc have a voluntary 401k like CREW? The info I receieved doesn't mention anything about it. It only mentions they have a pension.

[The Dominican]

They do offer an investment deal with Loyds, I'm not participating since I have my own thing going so I can't really remember the details, but for what I recall it is a pretty standard investment package so I continued with what I was doing. They will just deposit the funds that were supposed to be invested in that account as part of your pay if you opt out.

[wisecaptain]

Can someone give upto date answers to the following please:

How much is hotel accomodation at Narita base in the favoured hotel for the average monthly days at base?
Is it guarenteed to get the 10+2 days + 2 annual leave days = 14days per month?
Is the $2000usd monthly travel allowance still current rather than the paid ticket to home?
Thanks

[condorbaaz]

Guys I am seriously thinking of applying to AJX.
Mainly for the Contract..Sounds too good from where I am.

Appears to give a decent QOL..

I dont like the Sand Pit n am not in it..

I m currently on the 330 as P1..

Please Advise..

[gtseraf]

If you like working night after night after night, then it's not so bad:rolleyes:

Was a good gig before the merger, nearly all the pax guys were happy to stay indefinitely. Since the merger, the attrition rate's increased, 75% of the Japanese contract captains have left. Capts and F/O's are leaving regularly.

The scheduling has become unrealistic with fatiguing duties regularly appearing and the resultant staff shortage causing more fatiguing roster practices. Looks like an ever tightening downward spiral.

Been here over 10 years, this is the worst I've seen it and don't see any possibility of improvement.

Think carefully!!

[PoinDextir]

On FEB 10 2012, I wrote...

Have to go with the majority on this. This place has gone downhill so fast, the momentum has become unstoppable. Almost all of those pilots here who have options have exercised those or are about to. The USA furloughed Major Airline guys will all be gone within the next 6 -10 months. The Aussies are all looking to go back closer to home and the European guys are looking at other contracts as well. Those who chose to stay are doing so because they have NO other option a this time. This job will put all of us into an early grave with the schedules that are being flown. I've seen guys go from looking their age to looking 10 years older within an 18 month period of time. This is simply put - suicide. If the schedules don't kill you, making a mistake while incredibly fatigued at 3am will. It is only a matter of time... Why do most of us still put up with this crap - MONEY. The money is good. Plain and simple, but it does come at a cost.

How much is your life worth? I'm not hanging out much longer to find out.
All those left will be flying even more cargo as myself and others hit the road later this summer.

-DEX

And now one of our most respected Captains died yesterday while on vacation with his family in Japan. He had a massive heart attack that led to a brain hemorrage. He was only 45 years old, leaves behind a wife and 3 children.

I have 2 close friends who are physicians and 1 Cardiologist whom I spoke to about this tragedy. After hearing the types of schedules and lifestyle we are subjecting ourselves to at AJX, EACH ONE OF THEM said without a shadow of a doubt, the lack of sleep and stressors on the human body is a MAJOR contributing cause of Heart Attacks. This gentleman had been flying these schedules at AJX for close to 10 years and the effects of this speak for themselves. How much longer are we going to put up with these fatiguing rosters????

Is anyone really going to refute the fact that our colleague's health was influenced by his work environment?

What a tragedy this is, we are heartbroken at AJX because of this.
R.I.P Brother

-DEX

[ratpoison]

Very sad to hear Dex. Condolences to his family and colleagues.

Rat

[MachAF]

Any BKK commuters? Do you have the 1 year multiple entry visa or do you just get tourist visa's?

I've read conflicting information about whether its possible to get the 1 year multiple entry visa.

[The Dominican]

It is unlikely that you will be able to get the one year multiple entry visa in Japan because one of the things you will need is a letter from the company stating your need for such a document and they will not provide you with the sponsorship to obtain such a visa, Why? Because you don't really need it. During training they will provide you with a students visa, but after you get checked on the line, you will commute in and out with a shore pass that transfers you from CREW to PAX and vice e versa, in the case that you want to stay and spend your days off in Japan, or you have a couple of days off and you want to go for a road trip outside of the metropolitan area (the shore pass is limited to the city of Narita, Tokyo, Yokohama) then you can come in with a 90 day visa given to you on the spot (provided your citizenship is part of the visa waiver program with Japan) you can get this visa coming in as passenger or crew.

[crj705]

You can get the 1 year multi entry visa if you qualify, which usually means you have to be married to a Thai girl. You use to be able to get one if you had a child that had Thai citizenship, but there is a recent change that no longer allows that. Depending on which consulate you use, you may or may not be able to still qualify that way. Just getting a 1 year visa because you want to live there will not be possible.

You could get a tourist visa, they are either single or double entry only.

You are probably thinking about a visa-free entry, which is allowed for US passport holders. You can get 30 days if you enter at an airport or 15 days if by land. Unless you want to get a bank account or drivers license, that will usually be sufficient.

[The Dominican]

Sorry, I thought he was talking about the Japanese one year visa:uhoh:

[JotaJota]

I think he IS Dom...

[MachAF]

Thanks for the info. I was asking about the Thailand visa...

Bank account would be a plus, however, not a must. (Thank you Schwab ATM refunds).

I was thinking if you sign a condo lease they would require some type of proof that you are legal to stay in the country for 1 year. Any info on a farang renting a condo on a 30 day visa?

Anyway I've read its fairly easy to get the 1 year visa if you go to the Thai Embassy in your home country.

[crj705]

You won't have a problem renting a condo.

Embassies are the most strict on visas and you will not get one from them unless you meet the exact qualifications. They are a huge pain to deal with even under the best of circumstances.

Your best chance to try to get one is from an honorary consul as they are more lax on the requirements. However, even they have been much more strict in the last 2 years than before. You use to be able to get a friend to write you an invitation letter and some consuls would accept it, but they are few and far between now. I have always had to send a copy of my marriage certificate with a copy of my wife's passport.

Really your only other option for a long term visa is the ED visa for taking Thai lessons. But you are required to attend a minimum number of classes or your visa could be revoked.

[MachAF]

Thanks for the info!

[3646flyer]

Hello all,

I noticed that it has been recommended that folks living in the US use Crew because of insurance and 401k, but what about pay? From the info that I have come across it looks like Parc offers a bit more $$. Is this correct? It seems like it might be better for a family guy to go with Crew, but a single guy may be better off with Parc??? Maybe I have old info. Any suggestions appreciated.

Thanks!

[The Dominican]

The compensation package is the same regardless of the head hunter you go with

[3646flyer]

Ah, ok. Thanks for the quick reply D. I guess one of the pay scales I saw was out of date.... Or both! Hopefully the lower one!

[Fratemate]

MachAF,

It might be the way the information you're reading is being presented but Parc do pay per diem. The Parc wage slip is made up of:

Basic salary + hotel allowance + per diem allowance + commuting allowance + pension allowance + completion bonus allowance + experience pay + night landings pay + 'additional' allowances for hotel and per diem to allow for exchange rates.

This is then reduced by the commuting allowance if you use the C class tickets, the pension allowance if you're signed up to their scheme and the completion bonus.

Parc pay monthly, whereas I understand Crew pay fortnightly.

Crew withhold most of the necessary US taxes (it would seem many pilots still have adjustments to make based, obviously, on personal circumstances), Parc let you sort out your own affairs entirely.

Crew have the 401K plan, Parc has the 'pension' plan, as we've previously discussed.

If you remove the vagaries of the US tax and the 401K versus the pension, Parc and Crew pilots would end up with the same number in the bottom, right corner of their pay slip. Hope that helps :)

[The Dominican]

The 401k is a big deal. Huge tax/retirement advantage over PARC.

Anyone have any information on who the CREW uses for the 401k? And what funds are available?

No not really, the tax advantages are the same regardless of what retirement account method you choose. Also the money dedicated for retirement is the same with any of the 4 contract companies that employ pilots in this contract.

The main difference between the two most popular contract companies is medical insurance (better with CREW if you live in the US) and the unemployment insurance (better with PARC, regardless of where you live) I think that Frate already explained very well the compensation packages, the money at the end of the pay slip is the same when placed by any of the 4 contract companies

[3646flyer]

Regarding commuting, I was thinking about trying to get a visa in Taiwan and living there if hired. It seems like with such a short commute that it may be better to take the cash instead of the business class tickets??? Ideally I would like to live in Japan, but I read earlier in the thread that it would be difficult without a sponsor. Either way, it looks like I would be able to take advantage of US tax free money to the limit allowed by the IRS since I would be outside the USA. Any info would be helpful.

[The Dominican]

Hello Mach

I'm curious as to why you say that the 401K plan is a huge tax advantage over other retirement plans:confused: as I understand, the tax benefits are the same for any retirement plan, I understand that you like the structure of the 401K plan and that it works for you, I just don't see as to why would it be a huge advantage tax wise, can you explain.

[The Dominican]

You get the same tax advantages from many other type of retirement options. It is always good to consult with a retirement specialist, but thanks for your perspective.

[The Dominican]

3646flyer, check your PM's

[oldhasbeen]

Call Parc or Crew and ask them

[Utrinque]

Anybody gone for the Air Japan DEC B767 recently - regardless of how far through the process you are I would be interested in your thoughts chaps.

PM away ...

[MerAir80]

Hi guys,
I'm really thinking about applying to AJX so I've spent many hours reading the older posts, but I didn't find anything specific about the early steps.
So can any of you tell me how it goes after replying to the headhunter? Is there a selection phase (if so, how's it structured)? How long will I wait to get an answer from the Company?
What's the reason for such a long training period?

And the last one:I didn't see any post about the radiation problem, Fukushima, the connected risks, how safe is the area of Narita and Tokio in general. I don't know if I missed those posts.

Thank you in advance.

Cheers

[The Dominican]

So can any of you tell me how it goes after replying to the headhunter? Is there a selection phase (if so, how's it structured)? How long will I wait to get an answer from the Company?

The short answer to all these questions is that we don't know:ugh: the inner workings of the selection process is something they guard very closely and don't share with any of us, the time frame doesn't seem to follow any pattern either, me for example, I went from filling out the application to being in Tokyo for the interview within the space of one week, others don't hear back from them for months. There have been cases of folks that go through the entire process and pass both the interview and medical, then don't hear from the company for months just to end up getting the "thanks but no thanks" email:confused:
Sorry I couldn't be more helpful, but none of us can really give you an answer.

What's the reason for such a long training period?

Well this has been discussed several times on this thread, but part of it is the company culture and their relationship with the JCAB, it is all very, How can I say it? Scripted! You get a lot of time off during training, and the syllabus is given way too much time allotted to each particular subject, you will get a whole day in ground school for a couple of subjects that you end up covering in a couple of hours during computer based self training, it is just by very design meant to drag on. Once in sim training, it is very repetitious and they will give you endless sim sessions to repeat the same maneuver over and over again, the hardest part is to stay motivated. I don't particularly think the training here is difficult, but it is very scripted up to the point of the timing of talking to ATC during a particular maneuver, and calling for the checklist and even the time frame to complete such checklist, once you figure out how they want it scripted, is not really difficult at all, the people that seem to have problems during training are the ones that fight the script and the ones that get frustrated because they are being corrected for things that for most westerners would seem unimportant, but that they put emphasis on. It is a marathon, not a sprint, figure out the way they want it done and please them in the minutia that you might think it is irrelevant and you will be fine. Finally just enjoy your time off in Tokyo, I for one wasn't in too much of a hurry to get in the cockpit

And the last one:I didn't see any post about the radiation problem, Fukushima, the connected risks, how safe is the area of Narita and Tokio in general. I don't know if I missed those posts.

The government and the international agencies that are tracking this, have registered the same levels of background radiation in the metropolitan area from a couple of months after the disaster and until the present day, as they did before the disaster. If radiation is a concern for you, you need to be aware that you are exposed to 25 to 30 times the amount of radiation per hour while flying that you are while standing in your average size metropolitan area.

[meguro]

FUKUSHIMA PRIMED FOR WORLD WIDE DISASTER (http://www.thepeoplesvoice.org/TPV3/Voices.php/2012/05/02/fukushima-primed-for-world-wide-disaster#more21350)

Tokyo Soil Samples Would Be Considered Nuclear Waste In The US | Fairewinds Energy Education (http://www.fairewinds.org/content/tokyo-soil-samples-would-be-considered-nuclear-waste-us)

[The Dominican]

And yet, you are not leaving such a dangerous situation, you are a brave man:rolleyes:

[PoinDextir]

Wow, talk about a dead thread!!!!

Lets liven it up a bit with some new news.

4 additional guys leaving leaving in next couple of months. More to follow.

1 leaves next week and 3 just put in resignations.

All going back to major airlines in the USA. Appears they have all realized their worst day at a major back home was FAR better than their best day at this place!

Also, Qantas now supplying pilots to Air Japan to ease their staffing needs. If anyone wonders why the company hasn't looked the LEAST bit nervous about all the resignations, it is because apparently they have offered Qantas guys a deal by which they will train in Sydney for the 6 month duration of the programme.

Anyone hoping for any improvements at all at this company can keep dreaming.

-DEX

[jrmyl]

Dex,

So when are you leaving? :confused:

[PoinDextir]

Pretty soon actually! Thanks for asking.

-DEX

[Pilot65]

I got the letter about invitation to air japan from parc. And I applied. They sent some details about conditions. But some of them are not clear which the salary during training period like 6 or 7 months. And I heard that the life is much expensive in Tokyo. So I do not know exactly the net salary that I will take.

[The Dominican]

@pilot65: This has been discussed within this thread time and time again, I understand the thread is massive and many things way back when are irrelevant now but it might be worth you're while to go back at least a year or so and read all the posts, there is a lot of information there, specially related to life on the line, the quality of life while at work has decreased dramatically, certainly not the enjoyable gig it used to be:ugh:

First, training is not 6 or 7 months, it is 8 to 9 months including line training. Salary during training is your advertised base salary plus per diem, all other allowances don't start until you are released on the line.

[conch]

Are they still doing the ATPL written test during the screening?
It is not mentioned in the screening information, just sim/interview on the first day, then medical on the second day.

[The Dominican]

conch Are they still doing the ATPL written test during the screening?
It is not mentioned in the screening information, just sim/interview on the first day, then medical on the second day.

As far as I know, there has been no change in the interview process, the written is still part of it

[WJAPilot]

Have they Done any DEC interviews lately - I know there was an effort to build up some of the FO hiring... wondering if anyone has any word.

[gtseraf]

AFAIK they are interviewing for DEC's and F/O's

[morenof]

Hello! I thought I could share a bit of info from my screening last week since I have been following this thread for a while. I hope it helps.


WRITTEN EXAM

All questions are taken from the 2012 FAA ATP written exam. These are the exact questions with their corresponding reference number (in parenthesis) in case anyone has the FAA ATP exam book with them at home. I have written the correct answers below the question:

1. (8234). When carrying passenger aboard an all-cargo aircraft, which of the following applies?
The pilot in command may authorize the passenger to be admitted to the crew compartment.

2. (8184). A flight crew member must be able to don and use a quick-donning oxygen mask within
5 seconds.

3. (8164). Which emergency equipment is required for a flag carrier between JFK and London? (Note: not exactly the same question but the answers provided were same as in question 8164 in ATP exam)
An appropriately equipped survival kit attached to each required liferaft.

4. (9172). If the ambient temperature is warmer than standard at FL350, what is the density altitude compared to pressure altitude?
Higher than pressure altitude.

5. (9412). When may a pilot descend below 100 feet above the touchdown zone elevation during a category II ILS instrument approach when only the approach lights are visible?
When the red terminal bar of the approach light systems are in sight.

6. (8907). Identify the runway distance remaining markers.
Signs with increments of 1000 feet distance remaining.

7. (8348). What affects indicated stall speed?
Weight, load factor and power.

8. (8333). For which purpose may flight spoilers be used?
Reduce the wing's lift upon landing.

9. (8933). A definition of the term "viscous hydroplaning" is where
A film of moisture covers the painted or rubber-coated portion of the runway.

10. (8247). When the forecast weather conditions for a destination and alternate airport are considered marginal for a domestic air carrier's operation, what specific action should the dispatcher or pilot in commas take?
List at least one additional alternate airport.

11. (9383). What action should be taken when a pilot is "cleared for approach" while being radar vectored on an unpublished route?
Remain at last assigned altitude until established on a published route segment.

12. (9091-1). If visual reference is lost while circling to land from an instrument approach, what action(s) should the pilot take?
Make a climbing turn toward the landing runway until established on the missed approach course.

13. (9010). Under what conditions should a pilot on IFR advise ATC of minimum fuel status?
If the remaining fuel precludes any undue delay.

14. (9119). Which flight conditions of a large jet airplane create the most severe flight hazard by generating wingtip vortices of the greatest strength?
Heavy, slow, gear and flaps up.

15. (9212). When flying over the top of a severe thunderstorm, the cloud should be overflown by at least
1000 feet for each 10 knots windspeed.

INTERVIEW GENERAL QUESTIONS.

This is pretty much what you have told me already in previous briefings:

1. Why do you wanna work for AJX?
2. How would you deal with the commuting contract?
3. What does your family think about this?
4. Your strengths and weaknesses
5. Please give a presentation of yourself 6. How did you prepare for this screening process?
7. Some questions regarding your application form they might think interesting.
8. Qualities of an airline pilot.
9. Have you had any bad experiences during flight? any incidents?
10. Have you applied to other airlines?
11. How did you get here? How was your flight?


INTERVIEW TECHNICAL QUESTIONS.

1. Define V1 speed.
2. What is CRM? Your CRM training at your present company.
3. Threat management. What are threats? Give examples of threats.
4. What airport equipment is required for a CAT II/III ILS approach?
5. Runway center lights: colours last 3000 feet.
6. Equipment required for RVSM operations.
7. What is your aircraft crosswind limitation?
8. RVSM equipment failure procedures. What is your responsibility? In my case, the question wasn't focused towards an equipment failure plus a 2 way comm failure. I understood I had ATC comms all the time when I answered it.
9. What is a balanced V1?

SIMULATOR

Exactly as described in profile given except that you don't have to worry about programming the FMS. All takeoffs, including the V1 cut, are up to flaps 1 only. No flaps up. The profile doesnt mention this for the VOR and ILS approaches but raise flaps only up to flaps 1, then when altitude captured call for the cklist. I am used to call for the after takeoff cklist with flaps up but I had the impression that you call for this cklist when at your cleared altitude. During the practice visual approach before the test I did this and they said "not now" so I called again for the cklist once altitude was captured and I guess this was ok but its probably better to ask them during your orientation just to make sure. Keep your takeoff briefings "very short". Follow the exact same sequence before every takeoff as described in profiles (check wx, get clearance, briefing, before takeoff cklist, takeoff clearance). Confirm all clearances the way explained in profile, this is important.

I hope this helps!

[bringbackthe80s]

Very good feedback muchas gracias!
Good luck with the rest of it and keep us updated if you can.

[The Dominican]

During the practice visual approach before the test I did this and they said "not now" so I called again for the cklist once altitude was captured and I guess this was ok but its probably better to ask them during your orientation just to make sure

And this gives you a very good insight into how training will be here, it is a well scripted, rehearsed performance where timing for calling of checklists, calls and SOP's are the stars of the show. The calls and SOP's need to be your one and only priority at the beginning stages, I can't stress this enough, you need to get those calls and SOP's down cold as soon as you can, if by sim six you are not keeping your altitude within 100 feet and your speed with 10 knots they are not worried because you still have a plethora of sim sessions to come, but if you are still making calls or using other companies SOP's by mistake, this indicates to them that you are not making an effort to do it "their way" once you understand this criteria, then training here is actually not so difficult in my view.

PS:morenof, me imagino que las cosas deben estar muy difíciles en España con la situación económica y la falta de trabajo, te deseo suerte y si hay algo en que podamos ayudarte, por favor déjanos saber.

[morenof]

I think I did ok in my sim evaluation. I had prepared a takeoff briefing that I thought it was short already. After I gave my first t.o. briefing, they said "keep it short, short" I was a bit puzzled because it was short enough already in my opinion. The next three t.o. briefings I said "RH seat departure, rwy17, wx is good, 80 kts airspeed check, any malfunctions below V1 we abort, after V1 we proceed with std company call outs and procedures. any questions? Before t.o. checklist" No more questions asked. There also was one moment of panic when I asked to engage autopilot, the PM pushed the C a/p button but it did not engage, I then transferred my attention towards preparing the approach, etc and I lost about 300-400 ft of altitude until I realized the a/p wasn't on. I regained control and climbed back up to my altitude and engaged a/p again. I thought that was it. Anyway, they liked a lot the fact that I practiced the profiles in advanced and asked me a few questions during my interview about this. I had booked 4 hrs of sim time in AMS with an instructor in a B767 the week before my screening and basically went over the profiles over and over again trying to get the call outs and procedures correct. I enjoyed my week in Tokyo and the whole screening process was a great experience, people so polite and respectful, I didn't get lost in the tokyo subway system which is an awesome achievement. I liked what I saw. I am now waiting on my medical exam results. Fingers crossed!

PS: dominican, me gustaría hablar contigo en privado si es posible y preguntarte mas cosas. Llevo leyendo este thread desde hace tiempo y en abril me decidí a echar ya los papeles. Es correcto en espana esta todo jodido. En mi caso tengo trabajo y estoy volando y lo que busco es otro tipo de oportunidades que en mi compania nunca voy a tener.

[tcw3]

Is there someone out there who has actually interviewed/worked for any >Japanese< carrier that can assist me with a (vision improvement type) laser eye surgery question? [As this thread seems to have the most activity regarding pilots thinking about or already in Japan, I believe this may be the best place to post my Application question.]

Know I have already read all that I can locate on this website. I have read a few posts that leaned towards saying that this procedure is not permitted in Japan. I then took the extra step of writing two of the broker agencies that have been around for a long time. An established person at Wasinc said this procedure is prohibited by the Japanese Gov’t.


But to confuse the issue further a senior Asia person at Rishworth wrote me that an applicant can succeed when applying to a Japanese carrier but reminded me of the necessary steps, ie that one must disclose this on the front end, bring one’s existing home country aviation Medical Certificate and bring the before and after eye measurements from the Dr who performed the surgery. So, from the employment offices that should know, I have received two answers that contradict one another.


In a nutshell,
1 can a pilot successfully obtain a Japanese Gov’t airline pilot’s Level medical if they are healthy in all areas but have previously had successful laser eye surgery (to improve their vision)? I know radial keratonamy won’t pass but if they do permit it, does the Japanese Gov’t distinguish with a thumbs up/down between PRK and Lasik?

2 If the Japanese Gov’t permits it, does it end up being a de facto item of not getting hired cause no actual Airline in Japan will offer employment to a pilot who has had this?

3 And while we are on this topic, might you happen to know if laser eye surgery for vision improvement is permitted in
Korea
Singapore
Malaysia
China


I appreciate whatever info you can passed along. I don’t mind filling out all the various applications but I would like to avoid spending the time barking up the wrong tree if this is a No Go item in certain countries. I imagine your answer will help out a good number of pilots out on this website.

[poondaddy]

Quick question.

I realize this is a contract job but...
Will Air Japan provide the pilot and his wife a Japanese visa so they can live there if they choose to instead of commuting?

Thanks in advance for your answer.

[crj705]

Nope. It is a commuting contract only. Not to say you and the family cannot live here, you just have to get creative and find a way to do it on your own.

[poondaddy]

Thanks for the reply.
So I guess no pilots have a wife and children there with kids in School?

[crj705]

Some do, but they had to get creative. Some have put their kids in school and got a visa for them that way and supposedly one guy hired his wife to take care of their kids and was able to get her a work visa that way. I believe that an attorney's assistance was required in both cases. It's not impossible, but you will be own your own trying to find a way to do it.

[poondaddy]

Thanks again. ok I will cross that bridge if i can get through the screening and training.
Cheers

[upspeed]

@tcw3.

I just spent one year flying in China, and yes the CAAC accepts Lasik, as long as you provide them with all relevant documentation regarding your procedure. I know this for a hard fact as a former colleague of mine was hired at the same time as me and we went through the whole medical assessment together.

He had Lasik done about 8 years ago and only needed to provide the relevant documents requested by the CAAC docs. We even did our renewal earlier 2012 and went through again without any problems. Before applying to a Chinese Airline he had heard and been told by many, including some quite well known and respected recruitment agencies, that China would be a no go with Lasik, so this just proves that the agencies don't know everything and may easily mislead you and even prevent you from getting that thought after position.

Now regarding the JCAB I will quote the words of a fellow pilot, who is a Japanese skipper and has worked with pilot recruitment in the past. Read his reply below:


"Firstly, according to the current Medical standard in Japan issued in 2007, In general, the previous history of LASIK or other surgery is not acceptable for the 1st class medical. But it also says the applicant may apply for the special approval to the minister of Land and Transportation."

"The process to apply for this "Minister's Approval" is complicated and the case will be studied and handled one by one. Most of cases, the applicants will be requested to submit several documents to proof the condition and takes several weeks to get the approval. For your medical in Japan, the company will handle those cases thus it will be their decision to accept or not."

So for me it seems quite clear that there is a way around this in Japan as well, just as in China. I think these recruiters should be made aware of such possibilities, as this would include quite many suitable and competent candidates for the screenings. Or maybe they already know this, but won't bother going through the process, so it is easier just to say "no way Jose" to anyone with a history of Lasik.

Would anyone else care to add personal experiences with this matter?

Fly safe!

Upspeed.

[tcw3]

upspeed,

Pardon, I have been away from this thread for a little while. Thanks a lot for your response. That is the most concrete answer I have yet received about China.

I agree with you about that the knowledge level of the pilot agencies needs to improve. One would figure if you work at a company that deals with ex pats, this would be an area you would/should know about in order to answer potential questions. Now of course I realize that it isn't a very large portion of the pilot ranks that have had this surgery....but it has been approved for over 10 yrs in the US and this portion of our community will only grow.

Appreciate your post, tcw3

[The Dominican]

So for me it seems quite clear that there is a way around this in Japan as well, just as in China. I think these recruiters should be made aware of such possibilities, as this would include quite many suitable and competent candidates for the screenings. Or maybe they already know this, but won't bother going through the process, so it is easier just to say "no way Jose" to anyone with a history of Lasik.

As I understand there is indeed an approval procedure for this, but I don't really know of anyone that has actually done it, it seems to me that a strong backup from the company that wants to hire you would be crucial for the case to case criteria, how much would they be willing to fight for you with the JCAB I just don't know, they don't do a lot of arguing with the JCAB around here if you know what I mean:ugh:

[morenof]

My personal experience: submitted app april 4th, finally accepted mid june, interview on july 17th, sept 7th got the call and was offered the job. Cheers!

[morenof]

That was the day I submitted my app to the contract agency. I believe it gets sent to ANA right away. The contract agency only submits app to ANA once its fully xchecked by them and filled the way ANA wants it filled out, specially when it comes to hrs and the way they should be de-constructed.

Once you app is submitted to ANA, you will still get more questions about it. Lots of emails back and forth asking questions about your app, your hrs, your experience, why you did this or that, etc. At least that was my case. Its like an email interview process. Final acceptance means ANA is over with the questioning and happy with your hrs and has accepted you to travel to tokyo for the assessment.

[goldthop]

Talked to a guy at CReW who said there are ongoing assessments and that there were probably some happening in the US in November. Has anyone been invited to any of those?

I've only just submitted my application a week or so ago, and received the automated email saying "thank you for applying." How long have applicants been waiting to initially hear from CReW regarding their application?

I have 6700 hours, 3500 PIC time in the E170/190. Does that sound competitive for an FO position?

[Fratemate]

I have 6700 hours, 3500 PIC time in the E170/190. Does that sound competitive for an FO position?

Yes, you are competitive with those hours. There's a bunch of yanks at AJX with regional jet time, so your hours should be similarly considered :ok:

[jrmyl]

I agree, when I was hired I had 8000 TT with 4500 CRJ PIC. So go for it and good luck.

[The Dominican]

@goldthop

Just wanted to remind you to fill out the BIO section of the application, some people leave that blank and it is a good opportunity for self promotion, good luck

[goldthop]

Thanks everybody. I hope I get the opportunity to interview.

Hopefully my bio wasn't too long. It's about 2.5 pages (A4 sized) long.

[E165]

Ummm....maybe 2 pages too long? Unless you triple-spaced it with size 20 font or really had a lot to talk about yourself.

[goldthop]

Almost a month now with not a single word from CReW. Seems others have had many calls/emails to discuss their application. I even sent an email asking if I should update the profile every couple of weeks/months. Did not receive a reply to that either.

Would be nice to know one way or another. Seemed like Parc were more organized and enthusiastic about getting applicants in to the selection process (told me they had dates available in November) but I picked CReW because of the US health insurance issue. Maybe that was a mistake?

I'll continue to be patient, for now. Anyone have good/bad comments on CReW?

[Fratemate]

I wouldn't be too patient; call them and ask them what's going on. If their answer is not to your satisfaction then apply through Parc. Contract agencies are there to serve you, as well as their client (AJX), so make them work as they'll be earning plenty from your placement.

It may very well be that they're missing some info from you, or that they're processing you in a particular order. Nevertheless, they should let you know this if you call them, rather than just keeping you in the dark, which is just plain rude.

You're not beholden to anyone yet, so if you're not getting the service you want, go elsewhere.

Crew definitely have the best health insurance, for the whole family, and well worth it if you're a Yank. They are introducing loss of licence insurance but you have to pay for that separately. Parc has good, free, loss of licence insurance but the health cover, while good, is only for the pilot and includes a £200 excess. Insuring the family is quite expensive through Parc. If you're single, then Parc would probably work out better but beware of what the future holds for single blokes ;)

[goldthop]

Thanks Fratemate. My status still says "pending evaluation" and that hasn't changed since I submitted it, so I guess I will give them a call.

[blink]

Goldthop,

If you're living in the U.S., you definitely need to go with CREW as their Health Insurance covers the U.S.

PARC has BUPA for Health Insurance, and although it works really great almost everywhere else in the world, it does NOT cover U.S. Residents. Although the deductible is around $300/year, the coverage is really good and covers alternative treatments like Chiropractic, etc. A major drawback is Preventative Dental - There is none. You only have dental coverage for emergencies. Finally, as you are the only person covered by PARC, you have to pay for additional family members, but the cost for providing additional coverage for family members is not that much higher than other U.S. Carriers.

On another side note, depending on your residency status (and since this thread is for Air Japan - You don't have any in Japan) should you go with any other contractor other than a U.S. based contractor like CREW, you will be liable for 15% taxes on Social Security, as opposed to 7.5%.

If I were you, I'd stick with CREW if you live in the USA based on the information above. The guy's at HACS/CREW are a good people. PARC is a good option if you don't live in the U.S., but at the end of the day (just like every contractor out there), they're all snakes in the grass.

Aloha

[goldthop]

I am a US resident with wife and kids. Good information. Thanks Blink.

[WJAPilot]

Heard thru speaking with someone on contract that for the Captain positions they have been accepting quite a few Qantas guys who are endorsed.

Looks like the Captain side of things remain slow for NTR.



WJP

[e3sentry]

Took a while for CReW to line me up too, I applied in Sep and am doing the assessment this week in Seattle. When they do contact you, it can come pretty fast so be prepared! Not sure when the next assessments are, but am being told if I am hired it will probably be for a March time frame class at this point.

[Fratemate]

WJAPilot,

It is true that AJX are taking quite a few Qantas guys, who are basically on leave without pay from QF. A good number of them do have the 767 on their licence but, obviously, not JCAB ATPLs.

However, the QF guys are, so far, exclusively FOs and not capts and this is going to be the general thrust of recruiting for the foreseeable future for all candidates, not just Qantas. I confirmed this in the office very recently, so it's not just rumour. I was told that if a 'very good' capt candidate applied they would consider him as a DEC and by 'very good' they mean JCAB licence and 767 type rating but they are specifically targeting FOs because we have enough capts.

[galdian]

fratemate

surely you can never have toooo many captains - a captain can be a F/O but an F/O cannot be......etc.
Do you guys (Capt) fly as F/O's: never...sometimes....50%....not anywhere near enough to soak up the experience and knowledge....or something extra??

WOW - QF guys coming to ANA.

Let the "cultural" games begin - potentially HIGHLY entertaining!!

Cheers all.:ok:

[Fratemate]

Do you guys (Capt) fly as F/O's: never...sometimes....50%....not anywhere near enough to soak up the experience and knowledge....or something extra??

Yes, capts do fly as FOs. Before the joining of AJV & AJX there was a lot of capt/capt flying on the freighter but a lot less so on the pax side of things. Nowadays I reckon about 40ish% of my flying is in the right seat but I think that will reduce a bit as there are more FOs coming through the training pipeline.

Judging by what I've seen so far, I don't think an influx of QF guys will cause any 'cultural' snags whatsoever. Everybody that's passed the course very quickly learnt to do things the way the Japanese want it done, no matter how ridiculous some of it is and realise they're not interested in the way other airlines operate and are not going to change anything based on what the interlopers suggest. Of course we occasionally moan about it, especially when we know there's better ways of doing things but it's not rocket science to realise it's their trainset. While chatting there are sometimes remarks that begins with "In United/USAir/BA/Ansett/Maersk/JAL" etc but they are innocuous conversational statements and, so far, I've never heard "AJX should do it this way because that's the way we did it in XXXX". I'm absolutely positive the QF guys will have some ideas of how AJX could do things differently but I'm also sure they'll do as the rest of us do; fly the aircraft the way AJX want it flown and leave the "In Qantas" stuff for conversations, where we can all learn from the experience of others.

As for the 'entertaining', that's going well so far and long may it continue :ok:

[miguel747]

Hello everybody. I'm thinking about applying to ANA. I've tryed to read all the posts ,and I want to thank you for all the information. I have the feeling that commuting wold be not easy but nowadays there are not many opportunities for those who don't want to leave their country.

I would like to ask if anyone knows how to get the profiles for the sim check? Do they give them to you well in advance? And what about if you get sick? Does the company respect a long incapacitation period ( lets say 2-3 months).

Thank you.

[The Dominican]

I would like to ask if anyone knows how to get the profiles for the sim check? Do they give them to you well in advance?
You will get an interview package in advance that has the profile for the interview.

ANA, Air Japan, JP Express Pilot Interview Profiles (http://www.willflyforfood.com/pilot-interviews/224/ANA-Air-Japan-JP-Express.html)

That link has good information about interview experiences.

And what about if you get sick? Does the company respect a long incapacitation period ( lets say 2-3 months).

I have to say that in terms of personnal time due to family emergency, illness, they have been very good at giving pilots the time they need.

[The Dominican]

One of the guys in training now sent a hello email a few days ago, he mentioned that there were classes starting in Jan, Mar & May. They are all F/O's in his class with a mix of US regional guys and a couple of guys from the EU.

[pizzato]

Hi there.

I would like to know if JPX are recruiting NTR captains. I am currently flying B737-800 with more 15000hrs in Boeing 737-200 and B737-800.
B737-800 PIC 6000hrs
B737-200 PIC 1800hrs
B737-200 FO 5100hrs

My other little problem is my english. I have a good tecnical english but is not fluent. My ICAO is 4.

Tks

[The Dominican]

That is not a little problem:eek:

[Fratemate]

Pizzato,

However, the QF guys are, so far, exclusively FOs and not capts and this is going to be the general thrust of recruiting for the foreseeable future for all candidates, not just Qantas. I confirmed this in the office very recently, so it's not just rumour. I was told that if a 'very good' capt candidate applied they would consider him as a DEC and by 'very good' they mean JCAB licence and 767 type rating but they are specifically targeting FOs because we have enough capts.

As The Dominican says, your level of English will prove a problem. I don't know of anybody who is less than a 6 and I reckon a 4 would be too many fun and games for you and your Japanese instructors :ooh:

[LittleMo]

Hi all,

Thank you for the great info on the previous pages. I'm a South African with 4500hrs TT, B732/3/4/5/8 rated with about 3700hrs on the Boeings. Also hold a FAA ATPL. Do AJX hire Saffers? Rumour down here is that they don't, though I have a few mates on the 747 cargo fleet, although I know thats a seperate entity.

Kind regards

Mo

[The Dominican]

Hum? We have South Africans working here, so I will raise the BS flag on that one:=
There is always some sort of rumor about this particular gig, if it isn't that they don't hire from a particular company or that they don't hire of a particular nationality or that they won't hire people with experience on a particular A/C, and like 90% of the rumors you hear, it is all a steamy pile of bovine excrement:rolleyes:

[gtseraf]

Hi Little Mo

There are 2 pilots from South Africa who are working at AJX, both do not commute from RSA .

There was a third who was employed around 2004/5 (?) He tried to commute from RSA and it turned out to be very difficult, he did not stay long.

That may have influenced a reluctance to employ people from RSA who will commute from there.

As always, best is to contact the contract company directly, they will have the best gen.

Good luck

[LittleMo]

Awesome, thanks for the info gtseraf and Dominican, appreciate the input.
Regards

[The Dominican]

PM sent LittleMo

[mnspeak]

Hey steveafa, I am going to the March initial screening in the USA/Canada. I haven't received a date or location yet from PARC. The board has been pretty quiet lately so I am not sure if there is anything new with the screening process or how the interviews are going.

[Bheard]

Is it worth an RJ guy applying ?

[Musashi]

hey guys, I interviewed in January. If anyone has any questions, I will try to help.

[The Dominican]

Is it worth an RJ guy applying ?


An experienced RJ guy? Sure! There is one or two RJ drivers in pretty much every class that I can remember, there are several that have gone through training in the last year and there are a couple more in class now.

[alkor]

Hi all,

How many FO s do they need?

Cheers,

A

[The Dominican]

At this point we have no idea about their staffing plans. This is the second year in a row that we don't get any information at all on their business plans, what I heard from one of the guys in class now is that they are planning a class every other month for this fiscal year and that they want class size of 6 to 8 per class.
Everything else is just wild (very unlikely) speculation at this point.

[goldthop]

Applied in October through CREW. Never heard anything. No calls, no emails. Tried calling them. No return call. Finally was able to get someone to pick up the phone at CREW and asked about my status. Was sent an email requiring "more information" which ended up being a written version of the exact application with the same information requested as the online application. Filled that in overnight and sent back. No word in a week so far. Was told that at this point, the next class would be either July or September. Not very forthcoming or friendly on the phone. It's disappointing because I thought they were just supposed to be the middle man. Probably won't try PARC due to the health insurance making it probably a big financial difference.

That's my experience so far.

E170/175/190 Captain in the US. 6900 TT, 3700 TPIC.

Has anyone had better luck with CREW?

[Fratemate]

Goldthop,

Did you apply for capt or FO? If the former, please see my previous posting:

However, the QF guys are, so far, exclusively FOs and not capts and this is going to be the general thrust of recruiting for the foreseeable future for all candidates, not just Qantas. I confirmed this in the office very recently, so it's not just rumour. I was told that if a 'very good' capt candidate applied they would consider him as a DEC and by 'very good' they mean JCAB licence and 767 type rating but they are specifically targeting FOs because we have enough capts.

All that being said, there is no reason for Crew to be so rude and not respond to your application in a timely manner. I get tired of these middlemen who basically do very little and yet take such a big slice of the salary pie and would much prefer it if you could apply directly. Once you're hired they do even less and are just conduits for your wages to go from AJX to your bank, minus their 'commission' of course. They're all pretty much the same as one another, so there wouldn't be much point switching to Parc and you're right, you're better off with the Crew medical in the US.

[mnspeak]

I tried going through CREW and had similar experience. I sent in the application on Nov 11th and I followed up with them 2 weeks later and haven't received a response since. I then tried going through PARC. I sent in my application on Dec 28th and received a response 10 days later saying they would submit my application to Air Japan. 18 days later I had an invitation to the initial screening in the US/Canada.

I would have preferred to go through CREW for the family insurance but no luck.

[goldthop]

Applying for FO. It would be nice to be told where you stand in the pecking order. I'm trying to strike a balance between being an annoying pest and a "squeaky wheel gets the grease." Are there enough applicants coming from Qantas that everyone else is SOL? Oh well, it's not the only gig I've applied to, but it is one of my preferred ones. I've given thought to Skymark, but I'd prefer Air Japan. Better contract terms, especially comparing one is Captain and one is FO.

[The Dominican]

Are there enough applicants coming from Qantas that everyone else is SOL?
I've been in touch with a few guys in the past months that I have given information here and in other sites, about half the class was Qantas folks, the rest were from airlines in the EU and regional guys from the US.

[Fratemate]

TD is correct. As I understand it, they are at last trying to balance their sources of pilots. Not long ago they saw the furloughed United pilots as the saviours to their manning problems and hired a bunch of them. Anyone with the tiniest of grey matter could see this was a mistake, not because the guys aren't any good but because the lure of returning home gets stronger as the recalls get louder and the 'shine' of working in Japan is outweighed by the sirens calling. We are already seeing the results of that policy, with UA guys going back to the US and more to follow. At the moment Qantas are deep in the guano and I don't think many can see how they're going to extricate themselves from a classic management f*@k up. Because of that, there's a lot of QF pilots being given unpaid leave and being free to go elsewhere to seek employment. All that being said, I think someone in ANA/AJX has said, "let's not repeat our previous mistake and put all our eggs in one basket" and, whereas they are taking a fair few QF pilots, they're still looking for suitable candidates from all over and long may that thinking continue.

[crj705]

Nice change in Parc's disability insurance. Now, unless you get hurt at work, you are on your own.

[WJAPilot]

Have the above references to Interviews and screenings all been for FO positions ?

Have there been any NTR Captains Hired.

Thx

[Fratemate]

No.

Yes.

Now do some minimal personal research, such as read what has been written.

[taz.devil]

Hello everybody,

Applied for NTR captain position through PARC, they saying the position is no longer open.

Any insider to confirm it please?. I want to figure if it has been a recruiter rejection to my CV or there is no further opportunity.

Happy landings all.

[The Dominican]

Hiring F/O's only at this time, the DEC position is still open with the agencies but unless you have a Japanese ATPL with a 767 type I doubt that they will take you as a DEC.

Way too fat on captains, not to be confused with some of our captains are getting way too fat.:hmm:

[WJAPilot]

Dominican, - Thanks for the info, greatly appreciated.

WJP

[Fratemate]

However, the QF guys are, so far, exclusively FOs and not capts and this is going to be the general thrust of recruiting for the foreseeable future for all candidates, not just Qantas. I confirmed this in the office very recently, so it's not just rumour. I was told that if a 'very good' capt candidate applied they would consider him as a DEC and by 'very good' they mean JCAB licence and 767 type rating but they are specifically targeting FOs because we have enough capts.

I shall re-post this since it is obviously FAR too difficult for some people to go back 2 pages and see what has been written about NTR captains :rolleyes:

[taz.devil]

Thanks Dom and Fratemate for your info.

Take it easy FM, my question aroused with your message stating there had been some NTR captains hiring at the moment, and having the PARC refusal to go to interview...

We people do our homework at reading, and we highly appreciate your info,s.

Thanks again Dom and FM.:D

Happy landings.

[morenof]

taz, you've got mail!

[free capt]

Sent application 20th december 2013 to parc
Received automatic mail from mrs Fiona ....."I will review your information upon my return to the office on January 7th and will be in contact should further information be required."....
no further mail received since
Asked for any infoes about my application 2 weeks ago....no answer

:confused:

b767 capt rated and current.......

fortunately i have other options
:cool:

[oldhasbeen]

Believe me when I say that if you get a job here, the communication from the contract companies don't get any better:ugh:

[rpmranger]

I exceed the posted minimums but is anyone ever actually hired or even interviewed with strictly RJ-SIC time and no TPIC? I have 1000 PIC piston as well.. not that this is worth anything..

I have seen RJ pilots have been hired, but it looks like they all had some TPIC.

[CCDiscoB]

I exceed the posted minimums... Really...What about the part that says "Valid Jet Aircraft Command Rating."
I got rejected with two type ratings and 3K SIC in heavy jets.:sad:

[The Dominican]

We don't have an insight into the hiring process but for what I have seen, all the F/O's hired from the regionals have TPIC times.

[rpmranger]

thanks-
How many pilots do you currently have working there now? Is the turnover fairly high? Any idea on future hiring #'s?

[Absolutely]

As far as I know you do not need any jet PIC time to apply for an FO job here. Only requirement is a Command Rating (Some countries call it a P1 Rating) on a jet CRJ or bigger.
I had no airline jet PIC time when I came here.

[CCDiscoB]

Really....I wonder why I got the no thanks with a 744 and MD-11 Type. Possibly age...:hmm:

[rpmranger]

As far as I know you do not need any jet PIC time to apply for an FO job here. Only requirement is a Command Rating (Some countries call it a P1 Rating) on a jet CRJ or bigger.
I had no airline jet PIC time when I came here.

Well, that is encouraging..

I'll send in my stuff and hope for the best. Sounds like a pretty good place to be. :)

[The Dominican]

Absolutely As far as I know you do not need any jet PIC time to apply for an FO job here. Only requirement is a Command Rating (Some countries call it a P1 Rating) on a jet CRJ or bigger.
I had no airline jet PIC time when I came here.


Yeah! But you "special":}

As of lately I should have said, you are an old rumor:O it will be interesting to see if guys without TPIC start getting interviews, I just haven't heard of anybody that came from the right seat of an RJ.

Absolutely is correct in the sense that is not part of the minimums, so give it a world and let us know how it went:ok:

[goldthop]

For what it's worth, I am a regional captain in the US with 3500 TPIC. 7000TT. I've had my app in since October of 2012. I just flew with an FO that applied last month. He has about 5000TT, 0 TPIC and does not have his ATP yet. He was called by CREW pretty quickly and told that they are very interested in his application and for him to call them back as soon as he gets his ATP (he will get it on his PC this month). So it certainly doesn't hurt to apply, but I'm not sure what the criteria are to be called for the interview. He is single with no kids, so maybe CREW is concerned about Healthcare costs in that they pay for them all so anyone who is married with kids goes to the bottom of the pile right now. That's the only reason I can think of. Maybe when the application asks you to write about your hobbies and interests, including family life isn't the way to go.

[WJAPilot]

Well Finnally Heard back from PARC re DEC

After a long delay almost a year my application was rejected by the client.
(no explanation)

4000TPIC 737NG stuff
Etops Qualified
10000 plus
under the age of 40.
Family good health etc.

So... who knows - maybe its like the guys are saying I need a 67 endorsement.

Was really interested in this one so its disappointing.

Cheers

[Fratemate]

Decent quals, WJA, but see above regarding DEC. They'd more than likely be very interested in you for an FO slot but without a JCAB ATPL and a 767 type rating you can forget DEC (until something else changes in the space-time continuum).

That is absolutely **** that they took almost a year to decide yay or nay. Parc need a bloody good kick up the arse because they are really getting pretty slack. It's bad enough they do bugger-all once you're in AJX but to spend that long putting your application through just smacks of disorganisation and piss-poor service.

If FO is an option for you, give Crew a go.

Signed,

Fratemate of Parc :hmm:

[jrwhitehat]

Having a family will not eliminate you from consideration for any of these jobs. := The screeners are too busy counting up your night cross country time and evaluating your flying skills to worry about costs of medical insurance.

It's hard enough to get hired here. If peripheral things like whether or not you have a family could be cause for elimination no one would get hired.

[WJAPilot]

Thanks FrateMate

Ya, the wait of a year was actually the most frustrating part - but based on what I had read here regarding DEC and the now necessary 67 endorsement I figured that I would at the very least simply be put in a pool, although Im not sure of one exists.

Not sure I want to go FO, I dont know enough about upgrade times and sitting in the LHS now part of me says sit tight and watch for other DEC contracts.

Korean is always looking for 777 DEC but they want 67 or 57 time .. which to me is interesting bc the 37NG to 777 is a 14 day conversion course.

I have the ETOPS experience the multi crew, the airline experience so its frustrating that 500hrs in a 57 or 67 would make me a better 777 Capt.

"fly from the ears forward" ive always been told, meaning fly the numbers fly the SOPS and whats behind you will follow safely.

Interested in any and all advice people on how to break into the widebody market in a DEC role.

Cheers

WJP

[VneII]

Hi everyone,

I am enquiring about the general workings of this contract and the lifestyle it provides. First of all thanks to all those regular posters and the helpful info that has been shared on this forum (Dominican’s "training" post on page 72 was particularly interesting and a few lessons I have already put in my bag of tricks for the future).

I was pleased to read that you can generally commute on your last day of duty. A few q's on this:
1. Is it possible to change between a confirmed provided ticket and the $2k allowance on a month to month basis?
2. Can you usually get a business class seat or does it never happen due to loads or other staff with higher priority?
3. Do other carriers in the alliance honour the staff travel, i.e. Qantas and Lufthansa etc.?
4. Can you take your annual leave as a block after your guaranteed consecutive time off? i.e. 17 days on then 1 travel day + 10 days off + 1 travel day + 12 days annual leave (for a total of 24 days off), then return to work?

Living in Japan.
5. Do most people share a crash pad or just pay for a hotel for the nights that they are at their designated base between trips?
6. Does this cut into your salary dramatically?
7.Does the company or contract agencies assist with finding your feet during initial training or is it a case of being thrown in the deep end and sink or swim?

On the line:
I have read a few posts about rosters and fatigue. In my current position some months I feel like superman on low hours and reserves. Other months the early starts followed by back of the clock max hours and duty changes make me feel like a zombie. :eek:
8. What are the average hours per swing of an FO/crew? Do rostering push the limits?
9. If rostering make an illegal roster and you notify them do they rectify it? Are you persecuted?
10. Can you bid for trips, layovers, days off etc. Can you extend a swing and get more days off?

Thanks in advance for any info or comments. If I have missed something covered in previous posts, sorry, I have read quite a lot lately.
I am keen to hear from people currently in the trenches or recently hired.

Cheers
VneII

ps. if you don't want to post just pm and I will get back to you. thanks.

[The Dominican]

1. Is it possible to change between a confirmed provided ticket and the $2k allowance on a month to month basis?
Yes, the key is to do it well in advance, they don't like it when you come two days before your scheduled day to go home with "BTW, I need a business class ticket for tomorrow" that creates all kinds of headaches for them, but if you are organized in terms of what you want to do for that particular month and give them a heads up (I make it a point to give them no less than 10 days advanced notice for my monthly commute request) you can change your request from month to month.
2. Can you usually get a business class seat or does it never happen due to loads or other staff with higher priority?
It is a confirmed business class seat and you get to keep the miles (most of us have the ANA mileage program and it is pretty good) if you decide to commute that way for the month. Now, be mindful that if you commute by ZED, ANA's staff will NOT put you in business if you identify yourself an employee, even if they have space available like they do on other airlines, if you chose to go ZED, you will be in coach, even if business class is empty.

3. Do other carriers in the alliance honour the staff travel, i.e. Qantas and Lufthansa etc.?
Yes
4. Can you take your annual leave as a block after your guaranteed consecutive time off? i.e. 17 days on then 1 travel day + 10 days off + 1 travel day + 12 days annual leave (for a total of 24 days off), then return to work?
Yes
5. Do most people share a crash pad or just pay for a hotel for the nights that they are at their designated base between trips?
Both, some guys are at the hotel and others have apartments. The hotel will get old though! There is so much bitching about scheduling from the cabin attendants of other airlines that you will be able to handle during breakfast and dinner at the crew cafeteria, listening to the same conversations over and over again, while they consume the wine they stole from the galley during the flight will be enough to drive even the most patient person totally mental:ugh:

6. Does this cut into your salary dramatically?
Yes, depending on how many nights you are in Narita that month (varies from month to month, anywhere from 6 to 12 nights) you will spend more than your allowance, if you go with the apartment, some guys are sharing so the costs are lower, some of us are by ourselves in an apartment, evidently you will spend more like that but it is well worth it in my view.
7.Does the company or contract agencies assist with finding your feet during initial training or is it a case of being thrown in the deep end and sink or swim?
Listen, the agencies are worthless (some do try but at the end of the day, the company is their CLIENT, not you, they will do what the company says)haven said that, the company has appointed a group of pilots as training liaisons, they are there to answer any question or bring any concerns to the company.

8. What are the average hours per swing of an FO/crew? Do rostering push the limits?
It varies (not very knowledgable about the F/O's rosters to be honest) I know than since there are less F/O's than captains, they do fly a little more than we do, the problem here is not the amount of hours per month, other airlines fly a lot more than we do, the problem here is the constant change from day to night and back to day during the same trip pattern, very fatiguing!
9. If rostering make an illegal roster and you notify them do they rectify it? Are you persecuted?
I have to say that we were very pleased when they agreed to implement scheduling guidelines that were suggested by the pilot group, scheduling is trying their best to enforce those guidelines and if you come a cross a pattern or duty that is not compliant (after verification with the scheduling committee) if it is verified that is not in compliance, they will change it.
10. Can you bid for trips, layovers, days off etc. Can you extend a swing and get more days off?
You can only bid for days off, not sure what you mean with "extend a swing" but you can use your vacation days to extend your days off in a monthly basis.

[VneII]

Dominican,
Thanks for a very thorough reply. I appreciate you freely sharing your experience.
Q10. What I mean is, if you work 24 days (an extra 7, for example) will you get 13 (an extra 3) consecutive off etc? Or some similar arrangement by negotiation.

Thanks for your reply and previously shared knowledge.

Any others experience and comments are appreciated.
VneII

[The Dominican]

Oh! I get what you mean now! Well no! There is no scheme that will increase your days off allowance. What you can do is have work periods and days off periods back to back. I use my vacation days every month to increase my period to 14 days, the way that I take my vacation then is to bid days off periods back to back so that I can get a 28 day stretch to go on vacation, some guys do this from time to time (that way they commute once in a two month period and get their $2,000 every other month) but although the long stretch of days off in a row are nice, you pay for it with 6 weeks of work in a row and that can be quite long.

[gtseraf]

Just a point about the ZED (rebate) travel.

We have the LOWEST priority for travel using our zed tickets. They are also for economy class and not upgradeable.

This does make it a lot less flexible than some may think. Do not be surprised to be left behind, with the aircraft having empty seats or being last in the queue and the cleaner's brother's sister's best friend's husband gets a boarding pass before you do.

The scheduling here is very different to other airlines, especially those in the US. There is NO seniority based bidding, no bidding for trips. The only request you can make is for days off. This request is not guaranteed but the schedulers do try their best to give you days off.

The initial support for new hires when they arrive is constantly improving. I believe that AJX staff will meet you on arrival in Japan and assist with your transit to the apartments. The first day, they will be assisted to the training centre for orientation. After that it's pretty much solo. There should be guys from earlier courses who can help from there.

[VneII]

Thanks Gtseraf and Dominican,

Do you get upgradable ZED fares on other carriers eg United or Qantas?
Does your staff travel include spouse and or other family?

Also I was wondering if there is a seniority system. A big part of the advertising of this contract is that it is an upgradable position. Does this actually happen? Are nationals promoted ahead of expats? Or is a command used as a carrot at 4 years and 11 months to get you to sign again?

Cheers
VneII

[gtseraf]

no upgradeable zeds on any carrier

travel includes spouse, children and parents (but some restrictions)

No seniority. F/O's have pretty much all been given the opportunity to go through the upgrade system (evaluation, sim, line training, final check). Most (all but 2, I think) have been in the first contract, time from joining to completion of upgrade varies from 2.5 years to 5 years. Just luck of the draw. I guess an average would be 4 years.

At present, ALL f/o's are contractors, even the Japanese guys, so there is no difference between local and foreign pilots ( in this respect).

This is all based on the history over the past 11 years. I would expect it to continue like this BUT there are no guarantees. At present we have a capt/f/o ratio of about 2.5:1. They seem happy to be fat with Captains and regularly schedule capts to fly with other captains.

Things are done very differently here, so be prepared to make adjustments and go with the flow, otherwise you won't enjoy the experience.

[morenof]

As a trainee absolutely everything is done for you. Your only worry should be studying and enjoy tokyo on your days off, if you wish so.

[fade to grey]

Waj ,
Don't worry there is no logic to any of these recruitment decisions. I have 4500 hrs 757, 767 rated and differences done. Couldn't get in as a DEC as I'm 250 short of the 3000 PIC.

There is a major reluctance world wide to put 757 guys on the 767, probably cos it may cost a few pounds and require a tiny amount of effort...

[mnspeak]

Anyone going to the screening towards the end of April in Vancouver, Canada?

[Fratemate]

There is a major reluctance world wide to put 757 guys on the 767

Not with AJX. They accept the B757/767 on your licence as being type rated, whether you've flown the 767 or not. There's no great excitement because the 757 isn't a 'widebody' and there are pilots here that had only flown the 75 and not the 76.

Couldn't get in as a DEC as I'm 250 short of the 3000 PIC.

That is absolutely the reason they would not have accepted you in the past. The Japanese are so literal when it comes to these sort of things that 1 hour less than what's required will see them saying 'no'. Nowadays, as I've said previously, they'll want you to have a JCAB ATPL, >3000 hrs PIC on largish aircraft AND a B757/767 type rating to join as a DEC. I know that none of the recruitment agencies have this on their websites but, then again, they wouldn't, would they.

[zawillif]

Just got a request to fill out the secondary application for 767 FO. If I ended up getting hired and did a 5 year contract would there be any chance to change to the 787s as they replace the 767s? I know it's putting the cart in front of the horse but I'm just curious.

[jrmyl]

No. Air Japan only flies the 767. The 787 is the sole property of ANA at this time.

[The Dominican]

Come here with the expectation to fly the B767 and you won't be disappointed. When ANA flies the last 787 to the dessert for storage, they will bring the crew back to Japan in a 767:hmm:

[jrmyl]

Just to add to my previous post two up. I seem to get this question alot from friends in the States who are looking at this job. They ask if there is a chance of bidding to the 777 or some other such airframe. :ugh: I just want to clarify that you are NOT working for ANA. You are working for Air Japan and the only airplane that Air Japan currently flies is the 767. That is it. There is no chance as of now for any other type. If you are wanting to fly the 777 or 787 then this is presently not the right job for you.

[oldhasbeen]

Besides, why would you want to fly an aircraft that only carries 4 lithium ion batteries when you can haul 150 kg of them around the sky with 2 tonne of metal explosives next to them??:eek:

[galdian]

maybe you've gotta make as simple as possible (after all we're talking about Yanks I believe!) maybe bullett form:

- you'll be a contract pilot;
- no union;
- sterling support (NOT!) from your contract agency;
- you're employed to fly the current fleet;
- you are NOT, and NEVER WILL BE, an ANA pilot as you will NEVER have the requisite standards and ability to be judged in that league;
- the requisite standards and ability required will be demonstrated on an ad-hoc basis (maybe....) by the local Captains;
- and just to clarify....you are employed by an ANA subsidiary to fly THOSE aircraft the subsidiary flies, you will NEVER be regarded as an "ANA pilot" and any thoughts of being an ANA "professional pilot" are laughable.

If there is any of the above that remains unclear....you must study (so you can understand) more.

Just a thought!! :ok:

BTW: realise how delicate the Yanks can be at times, was only joking...honest! :)

Cheers
galdian

[almostok]

AJX schedules nowadays (nights) are mostly back of the clock or night duties. AJX basically gets allocated flights by ANA, it does not have its own sales, marketing etc. It operates flights exclusively on behalf of ANA. ANA thus allocates flights to AJX and it's no surprise that these flights are pretty much the worst flights on the ANA international B767 network.

In happier days, before the merger and the management change which preceded it, we had admin managers who would not accept some of these flights, as these flights did not assist in decent fatigue management, so some flights were "easier" flights to allow for decent rest and overall reduction in fatigue.

Sadly, this seems to have fallen away now and the flights allocated appear to be accepted with no resistance form our office staff and management staff.

Rumor has it that a Delhi return will be on the schedule from October. 2 man crew, flight time around 10:35, departure around 6:30 pm, making that an arrival around 4:30 am Japan time. 25 hours off and an approx 8 hour flight back, also 2 man crew. NO crew rest, no heavy crew!! This in addition to some of the 6 or 7 day freighter flights, which have a mix of day and night flights, so a decent night's sleep in the 6 days is almost impossible.

Be prepared to be tired all the time, be flying crappy schedules while you are in Japan. The schedulers will try their luck and assign flights outside the accepted scheduling guidelines when things get tight, which is pretty much 24/7 nowadays.

There has been a steady stream of pilots leaving over the past 2 years, the majority stating that the fatiguing schedules were the main reason for their departure.

[Fratemate]

Love the username, Almostok :ok:

Purely rumour, of course, but I've heard the Delhi may be consigned to the back burner. They've realised that a 24 hour stop is insufficient, especially with no heavy crew or bunk. Since we'll, therefore, require 48 hours off there (oh, deep, deep, joy) they might as well leave it with ANA Mainline. Naturally, they'll need two weeks off after such an ordeal but who am I to question the wisdom that pervades the scheduling office :)

Thank you for maintaining safe operation.

[TCASRAY]

Has anyone had to provide a resignation letter or separation letter from their most recent company to Parc/ANA when joining, for any reason?
(employment verification, back ground check ect)

[jrmyl]

I had to provide a letter stating I am eligible for LOA's should I be offered the recall at NJA. And that was with Crew. Didn't have to resign.

[TCASRAY]

okay, thanks jrmyl

anyone else who resigned to join AJ needed to provide employment verification from most recent company?

[The Dominican]

Lately we've had people resigning in let's say unceremonious ways, not giving the company the required 90 days notice as per contract and such, guys returning to recalls in the US basically, so what has been the case in the past might not be the policy going forward, I would suggest to contact the contract companies and find out what is the requirement in terms of your status/verification with previous employment, I would imagine that furloughed guys will become undesirables around here, well, that is if they are capable to learn from their mistakes, that is something that after several years here I'm yet to see!:ugh:

[SebastianDesoto]

My uncorrected vision is 20/400 minus. Corrected is 20/20

How does that translate to JCAB requirements?

I am willing to do what ever is required to do well on this evaluation process, but want to get a firm confirmation on this vision issue prior to "investing" a serious amount of time and energy.

Anyone have any insight on the vision portion of this medical?

Thank you.

[The Dominican]

http://www.aeromedical.or.jp/documents/ManualforAME.pdf

Let me know if the link works...!

Also, the contract companies will be able to give you guidance about the parameters for eye exams.

[SebastianDesoto]

Hey thanks for that. I looked at it. Whatever parameters they are using I am not familiar with it. :P. It will require a doctor to look at it.

[Aerodmb]

I have a screening coming up soon for an FO slot. Currently a heavy driver. What can I expect during the interview?

[Jaz and the Fat Man]

I've been contacted for an upcoming interview and I'd like to get a couple hours in the B767 sim. Does anyone know of a place in Asia for either just the sim or that might run an interview prep sim? Thanks.

[The Dominican]

Unlikely that you will find available sim out here, and if you do it will be very expensive, I think that pan am in Miami will be your best bet even with the additional cost of air fair, hotel etc.

Good luck!

[USMCProbe]

CAE in DEN might be good too. I am going there soon to remove a 737 restriction. Lots of SIMS in DEN. FTI (Flight Training INternational) as well.

[MachDaddy]

I did one with Flight Training International in DEN a couple of years ago. They use the sim at UA TK. Cost was around $400+ for an hour. Good luck.

[Fratemate]

Don't waste your money practicing the sim profile. It's so canned all you've got to do is make sure you learn the sequence and the way they want it flown, using the profile you'll get sent. The ONLY part of the sim where you get to demonstrate your hand flying skills are the visual circuits and, quite frankly, if you can't fly one of those without practicing first then you really should be looking at Burger King as a future employer and not any self-respecting airline.

[almostok]

Hey mate

Burger King pays better than you'd think, that's why they get the guys who CAN fly circuits

:p

[PoinDextir]

I was actually turned down by Burger King in Japan.

They didn't think I had enough "Frying Time"............;)

[romansandal]

Hey there,

Are there any kiwis flying for AJX that are commuting to NZ? Would love to chat via PM if poss.

RS

[Fratemate]

There are at least six Kiwis that I can immediately think of. If I tried hard I'm sure I could come up with a few more. Whether they frequent these pages I have no idea. From what I can see they get on well with the commute (well, as well as anyone can get on with commuting) and I haven't heard of any specific complaints. ANZ seem to be a pretty good bet for the flight. Have a look at their website and imagine how you'd get back and forth to Japan and you may be able to answer a couple of the normal questions that get asked. Hopefully someone will PM you with some proper NZ advice.

[oldhasbeen]

....like, "don't touch my sheep":p

[MG007]

Hello,

Does any one know whether Air Japan will allow you to live in Japan or are most guys commuting. Just wondering if you can take ticket some months and other months just stay in country.

Thanx

[jrmyl]

There are pilots who stay in Japan, however that does not mean that Air Japan allows it. The official contract is a commuting contract. You will not be sponsored for residency. But if you want to pay for an apartment, which a lot of people do, then that is ok. It is up to you where you go on your off days. If you want to stay then stay. You always have the option of getting the C-Class ticket from them or the $2000. But you will need to leave the country once every 90 days which is not a problem with our job.

[flying tiger A]

Hi to all,

I have read this thread inside out (and so have with the airline pilot forum one). I have a doubt and would like to know if someone can help me with it:

I am taking part in the final assessment in Japan in 2 weeks. I am told there are a bunch of FAR questions at the very beginning, but that given that I come from a JAR environment, those do not count towards selection. Does anyone know anything about this?

Should they be taken into account, how should I best prepare for them?

The rest seems ok, a panel and some general questions, and then the sim.

I have also checked the info on ANA, Air Japan, JP Express Pilot Interview Profiles (http://willflyforfood.com/pilot-interviews/224/ANA-Air-Japan-JP-Express.html) but if anyone could shed some light, that would be appreciated.

Thanks for your time.

[matador15]

Hey guys, I've been following this thread for a while, I wanted to as you guys that are there a simple but very important question for you guys with experience in the East:
Would a foreigner pilot be disqualified to fly for any Airline in Japan (or China)
if he had tattoos ??

Are there any "but's - if's " exceptions..etc etc regarding this matter????
If anyone knows something and can help me out with this answer would be appreciate it !

[Fratemate]

The Japanese are quite wary of tattoos and don't really like them. In Japan they are normally associated with gang membership and there are certainly plenty of gyms etc which will not allow entry with any type of tattoo that is visible. All that having been said, a tattoo is certainly not a medical ban and there are a few pilots that I know in both AJX and Jetstar Japan that have them. Without exception, however, none of these tattoos are visible when the pilots wear short-sleeved shirts.

So, my assessment of the AJX view is that if they can't be seen when you're in uniform then they don't seem to mind.

I know nothing about China's take on the matter.

[pi3lot_1982]

Hi,

I have found this topic really interesting and very informative

I went through the entire 80 odd pages yesterday and found it really useful.

I should be on an assessment next month or if not then the one after.

Was just curious if there was any recent info about course dates if your successful etc, how many courses are they looking to run for the rest of this year and 2014?

Is it still the case with FOs that you will not have a chance of even assessment for command until the end of your first 5 year contract, don't get me wrong, this is still an exceptionally quick time to have a chance of being assessed for a wide body command but just curious all the same.

I did read an earlier post that some didn't get through because it literally was there first attempt at any sort of command, of course having command time previously is good but will it be held against you if you have not been a commander previously?

Again with regards to earlier posts, people have states that they passed everything only to be told later on that they didn't score as high as other people that also passed so therefore were binned, if it is the case that the sim is 90% of the score, is it really down to nailing and doing the sim as perfect as you can?

Any info would be greatly appreciated.
Thanks in advance
Steve

[Fratemate]

Was just curious if there was any recent info about course dates if your successful etc, how many courses are they looking to run for the rest of this year and 2014?Courses are ongoing and projected to continue that way. They don't have enough pilots and there are still some leaving (Americans in the main) to go back to furloughed jobs. There has been no indication that they are going to reduce throughput. At the moment it's 4 per course and, willing to be corrected, I believe it's 4 courses per year. There's some jiggerypokery going on with Qantas sims and, perhaps in the future Asiana sims, but I don't really know how this is affecting the number of pilots going through.

Is it still the case with FOs that you will not have a chance of even assessment for command until the end of your first 5 year contract, don't get me wrong, this is still an exceptionally quick time to have a chance of being assessed for a wide body command but just curious all the same. I don't know where it's been written that there's no chance < 5 years but that's not the case. As it stands at the moment, AJX will begin your command assessment after about 3.5 years. You'll fly with Japanese management pilots and then they throw bones in the air to see who gets to go through. Nobody can fathom how else they do their assessments, so it's no good asking. Once they've decided you're on a command course you are then in the lap of the sim availability gods. There's a lot of training going on at the moment so the sims are full and, consequently, the command 'training' sims get backed up. This may be the reason for a suggestion that it can take up to 5 years to actually get in the left seat but I have no actual data to support this hypothesis. Having done the sim you then get to fly a bunch of trips with non-Japanese and Japanese trainers and, provided everything goes okay, you'll then fly a command check with a JCAB checker on the jumpseat. When the sims have been normally available it has meant guys have got their commands within 4 years of joining.

I did read an earlier post that some didn't get through because it literally was there first attempt at any sort of command, of course having command time previously is good but will it be held against you if you have not been a commander previously?For many it's not their first command but that's not true for everyone. Of the most recent upgrades most of them were first-timers. To the Japanese it's all about book study and if you can do loads of that and regurgitate irrelevant crap then you'll do well on your upgrade course. Being able to think laterally, use your initiative or employ snake-like cunning in influencing others does not play a part in the Japanese thinking. Just buy a mass of different coloured highlighters and you can get through with no previous command experience

Again with regards to earlier posts, people have states that they passed everything only to be told later on that they didn't score as high as other people that also passed so therefore were binned, if it is the case that the sim is 90% of the score, is it really down to nailing and doing the sim as perfect as you can? You won't know how well you've done and nobody gets any feedback. Clearly they're going to take the people they think are most suitable and you'll never know how they judge that. It is true they place significant emphasis on the simulator and it's not the Japanese way to 'wing' it, so it's very important that you study the simulator profile and do it exactly the way they want it flown. It doesn't matter if your airline does it a better way, just abide by their profile and strive for perfection. The Japanese love minutiae, so it doesn't matter if you're a born flyer and can make the machine sing if the next guy in line flies in a boring manner but does everything to the knot....he's the one who'll get the job. The interview is really quite a relaxed affair and is more of a chat about you and how you'll cope with a commuting contract and working in Japan. I can't advise on the technical test because it wasn't in place when I joined. Study the sim profile!!!

[jrmyl]

The upgrade evaluation is actually now running at the 4 to 4 1/2 year mark. I have been here 3 1/2 and there is still one class ahead of me to be evaluated yet. So I am thinking upgrade pretty close to the 4 1/2 year point is closest now days.

[Absolutely]

Just Adding to Fratemate's Reply.

The next few courses have 6 on each course. Current plan is 6 courses per year with 8, but they haven't got 8 yet to fill a course yet.

Attitude is EVERYTHING in Japan and is more important than flying skills or even knowledge. If they consider your attitude is excellent then most likely you will get through an upgrade course.

One tip flying the sim on an interview: Don't try and be efficient. I'm not sure what is in the sim notes now but do exactly as it says. For example on a VOR DME approach don't try and fly a constant glide path on descent. If there are check altitudes on the approach then descend to the altitudes, level off, then descend again. Goes against the grain but that is what they want to see.

[atccfi]

Great feedback guys, thanks a lot. Hoping for an evaluation late in September. Why are they having such a hard time finding applicants to fill the classes? This seems like a great contract/opportunity and I'm guessing there are plenty of qualified candidates, so it must be ultra high standards. Am I correct?

[Absolutely]

There's a few reasons: Long 8 months of training, B767 is an old type that is not on too many pilots must fly list any more, no assistance to live in Japan if you wanted to and pay rates not attractive enough for all of the above plus long time away from family.
Also, as you alluded to, a high failure rate at interviews.

[galdian]

...."ultra high standards." :D:D:D

Until you come here and see it for yourself you would not believe how far off the mark that statement is.

If you think you're coming to anything approximating Western aviation thinking you'll be sadly disappointed, the thinking is the same as for the society in general:
- rote learning
- not questioning statements from superiors or bureaucrats, blind acceptance
- respect for managment based on age only, not age AND ability
- operating in a robotic/rote fashion.

There's more of course however as a small example: CRM is defined as the ability to sit down and on a piece of paper re-construct the "graph" of what makes up CRM, if you can do that then you obviously HAVE CRM.

The ability to take the theory (rote) and try to make it work in the cockpit is a very, very secondary consideration.

Being generous: they think and do things....differently, your success or otherwise will be based on your ability to blindly accept what they say, offer respect to age regardless of ability and operate aircraft in a way that is (also being generous) extremely conservative.

[Pin Head]

Hi. Good stuff guys.

Please can you help with the following:
1. Initial ground school course for a rated but incurrent guy
2. Is there any sort of joining bond?
3. How do you get round the tax issue? Do you have to prove you have paid your tax somewhere?

Thanks

[Fratemate]

CRM is defined as the ability to sit down and on a piece of paper re-construct the "graph" of what makes up CRM, if you can do that then you obviously HAVE CRM :D :}

1. Initial ground school course for a rated but incurrent guy Leaving aside the awful made-up word, 'incurrent', you'll find training will take between 6-7 months for a type rated pilot. You'll carry out the initial training with your classmates and then, assuming there's another type rated pilot for you to team up with, you'll do fewer sim sessions, no type rating test and progress straight to the ATPL check. Following this you'll get about 10 days at home and then return to Japan to begin part two of the training, OJT, OEU, line training, whatever you want to call it. Obviously the captains' OJT takes longer than FOs. Allow 7 months from day one to getting on line as an FO and you won't be too far out
2. Is there any sort of joining bond? No
3. How do you get round the tax issue? Do you have to prove you have paid your tax somewhere?The contract is gross pay. It's up to you to figure out what tax is paid depending on what country you live in/come from.Oz rules are different to US rules are different to UK rules but, at the end of the day, the Japanese do not pay tax on your behalf on this contract, so you have to do that for yourself.

[The Dominican]

atccfi
B767 ANA or JP Express
Great feedback guys, thanks a lot. Hoping for an evaluation late in September. Why are they having such a hard time finding applicants to fill the classes? This seems like a great contract/opportunity and I'm guessing there are plenty of qualified candidates, so it must be ultra high standards. Am I correct?


The simple truth is that none of us really knows what criteria they use for hiring:ugh: we all have stories about people that we recommended, solid individuals with good credentials and experience that for some reason didn't get hired, many even pass the interview and still didn't get a class date. A lot of people apply as you pointed out, many of them have experience well beyond the hiring minimums and don't even get a reply! I have to say that most of the time they get it right but there have been a few pilots hired here that are better suited for lighthouse duty and only morse code as a means of communication..! We have suggested many times to include the foreign pilots in the interview process since we can pickup troubling signs in western individuals better than they can, but....! There isn't a shortage of qualified applicants, just not that many that fit into whatever parameters they are looking for.

[pi3lot_1982]

Does the 767 sim that they use for the screening have a speed tape on the EADI or is the sole reference the round dial ASI?

[The Dominican]

pi3lot_1982
ASI in sim
Does the 767 sim that they use for the screening have a speed tape on the EADI or is the sole reference the round dial ASI?


If your assessment during the interview is done here in Japan then no! It is only the steam gage. For what I hear they are conducting interviews in other places as well so in that case, I don't really know.

[Aerodmb]

I most likely have an upcoming screening in Sept. Where do candidates typically stay for hotels?

[Fratemate]

Where do candidates typically stay for hotels?

AJX will provide you with a hotel while you're in Japan. It used to be located where the, now, Toyoko Inn is but I don't know how up-to-date that is. Basically it's about at 15-20 minute walk from the hotel to the ANA Training Centre in Haneda.

If you're bored after the assessment then most of the hotel dwellers, as opposed to apartment dwellers, live in the Excel Hotel in Narita. Make your way there and you're bound to find someone who'll go for a beer with you.

[Aerodmb]

Great! Thanks for the response.

[cosmiccomet]

Guys, are there any South American pilot at ANA or JP Express???

[The Dominican]

Yes, there are a few of us out here! (Latinos I mean) kind to think of it, we have people from all over, it is the United Nations:ok:

BTW: Speaking of united, that company doesn't exist anymore, it is all Air Japan (AJX) now.

[atila_101]

Hi guys,

I could not but notice that some of the 767's are over 20 years old. Does Air Japan or ANA has any plans to renew their fleet??

What is your feeling on this? you guys think they will keep bringing 767's or will get some different metals?

regards.

[gtseraf]

Ana has about 58 767's now. A mix of -300's. -300ER's(25 of them), freighter (2 +1 on order?)and BCF (converted pax to freighter)(8 or 9)

AJX operates the -300ER for pax ops and the freighter/BCF for freight ops.

The oldest ER is about 10 years old, the youngest around 1 year. The oldest Freighter about 10 years old. The BCF's between 24 and 16 years old since delivery as pax aircraft, all converted in the past 8 years or so.

The -300's, used for domestic operation by ANA are old and will probably be retired first. AJX pilots cannot fly domestic ops in Japan.

No official info is available but it would appear there are no more orders for new 767's, the 787 is to replace them. The pax aircraft have a few years in them still and the freighters, well who knows? Maybe forever!

I t seems as if ANA prefer to retire aircraft after about 15 years service, so we may see some retirement s soon, though the 787 delay has messed with that.

Rumours are plenty about AJX moving to another type but I would base my plans on being on the 767 for a long time in AJX. Any change would be a bouns.

[atccfi]

Hello all,
Thanks again for great info. A couple quick questions.
1) I'll be on the Crew contract (If I make it) and was wondering if there is any sort of soft or hidden money. Night pay etc.
2) I saw most guys are flying under 60 hours, but is there a threshold? Meaning, do you get paid more if you fly more than a certain amount?
3) Any Portuguese guys flying for AJX on the contract?
4) is there any major advantage to going with Parc or Crew for a European?
Thank you!

[Fratemate]

1) I'll be on the Crew contract (If I make it) and was wondering if there is any sort of soft or hidden money. Night pay etc. You get your basic salary, which has minor yearly increments + 'experience pay', which is based on the number of years you've worked there (yes, I know, 'why isn't that just part of the yearly increment?') + accommodation allowance + per diem for food/drink. On top of this captains get $80 if they carry out a two-landing flight during the midnight/early hours (basically, routing through OKA on a freighter pattern). FOs don't get this. You get your C Class tickets OR $2000 to spend how you wish on ZED tickets or whatever. At the end of the contract you get a completion bonus.
2) I saw most guys are flying under 60 hours, but is there a threshold? Meaning, do you get paid more if you fly more than a certain amount? Anything over 70 hours attracts overtime payment. It used to be common with the passenger flying and non-existent with the cargo flying (AJX v AJV). Now we are all one and mixing the flying overtime is rare. I've never had any overtime since joining :)
3) Any Portuguese guys flying for AJX on the contract? Not that I can think of. There's a few Spaniards and Italians. If you need to speak Portugese then there's a couple of Brazilian pilots.
4) is there any major advantage to going with Parc or Crew for a European? Once upon a time Parc had a decent loss of licence and pretty average medical cover. Crew had no loss of licence but brilliant medical cover. Now Crew offer loss of licence insurance for a very good price and you'd be daft not to take it because you won't find the equivalent as an individual. So, the situation is now Crew with LOL for $150 and excellent medical for the pilot and his family or Parc with 'free' LOL and medical cover for the pilot that would cost a lot more than $150/month if you want to cover your family. Everything else is similar. Parc are also biding their time until next year when the majority NCA contracts are up for renewal and then they're going to try and reduce the terms and conditions of the insurance. If I were joining now I'd go with Crew; Parc are resting on their laurels and have been pretty much silent/non-existent in their dealing with AJX and supporting the pilots.

[matador15]

ok cool. thanks for the reply and ur info !

[Kraus]

The medical is a killer for CReW, it beats anything from the other contract companies. If you have a family it makes a profound difference.

[pi3lot_1982]

Thanks again for info/answers on the previous post I put on.

With regards to the sim assessment,

1. What does PLT on the cx-list mean? Sorry I just have not one across this before and cannot seem to find an answer for it?

2. With the Autopilot in, it says I can make my own MCP selections, can I
also set my own courses and freq or do I need to ask the PM to do this?

3. For the SE IlS, with AP in I presume I can make my own MCP selections?

4. How short is a short briefing? Could anyone give me an example of a short briefing they would like to hear?

5.is the PM there to do pretty much anything, eg get weather, clearance etc, is there supposed to be any handover of control for me to ser up for the approach or is it just a case of set your own bugs and then call for the cx list, I suppose that comes back to who is able to set courses and freq?

6. As has been mentioned the sim sounds like it counts for a lot, anyone have any ideas of what they are looking for ie, someone who has not flown a 767 before, is it done deliberately to throw you in the deep end,

7. On the VOR app, the chart just says to start turn within 11nm, any suggestions about close to 11nm you should leave it?

Sorry I know there is a lot of questions there and I know I will be able to ask in the orientation but just trying to gather as much info at this stage as I can

Thanks
Steve

[pi3lot_1982]

Also, for the Fo assessment it says you can take either seat, would this be a test in itself?

[The Dominican]

What does PLT on the cx-list mean? Sorry I just have not one across this before and cannot seem to find an answer for it?
A response required by both pilots

3. For the SE IlS, with AP in I presume I can make my own MCP selections?

Yes

How short is a short briefing? Could anyone give me an example of a short briefing they would like to hear?

Think briefing strip on the Jeep plate...! It goes something like this.

1)ILS rwy XX, chart #XX dated XX/XX. (Then the items on the strip)
2)Flaps to use
3)Current Vref+5 (during my eval, they fixed the weight so the Vref was always the same, but make a habit of going to the perf init page anyways and check)
4)In case of the miss, follow the miss approach course (don't waist anymore time on the miss approach brief when you are doing one approach after the other)
5)Altimeter setting
6) Stby ILS
7)Auto brakes setting (3 for two engines, Max for one)
8)State the question... "Any questions" then call, for the "descend and approach checklists" at once (don't forget this one, it is a biggie)

7. On the VOR app, the chart just says to start turn within 11nm, any suggestions about close to 11nm you should leave it?
Just do a normal teardrop pattern, don't try to take it close to the 11 mile arc on purpose, you run the risk of misjudging the turn and venture outside the arc.

pi3lot_1982 Also, for the Fo assessment it says you can take either seat, would this be a test in itself?


No, they just want you to be in the seat that is more comfortable for you.

5.is the PM there to do pretty much anything, eg get weather, clearance etc, is there supposed to be any handover of control for me to ser up for the approach or is it just a case of set your own bugs and then call for the cx list, I suppose that comes back to who is able to set courses and freq?
With the A/P on, the flying pilot can set his own MCP inputs. For the setting of the approach, you will transfer controls to set your side. At this point the freq and course will be set because once you know what approach you will make, you command your PM to set his/her side, after they are done, that is when you transfer controls and check that everything is done.
6. As has been mentioned the sim sounds like it counts for a lot, anyone have any ideas of what they are looking for ie, someone who has not flown a 767 before, is it done deliberately to throw you in the deep end,
They are looking for your basic skill set, they are looking for you to not let the aluminum tube venture into a heading or altitude that wasn't assign because a mistake was made in the MCP, or because you are unfamiliar with the automation, click it off, command your PM to fix the MCP, then click the A/P back on again, you know..! That flying stuff you do in the contraption you currently fly, that is what they want to see.

Some other ideas: Flaps 20 for single engine, 30 for two engines (don't mess with flaps 25 during the eval, although it is the Boeings recommended landing flaps configuration, that is something that you should leave for line training, in the sim, keep it simple, full flaps (30) for two, 20 for 1.)
DO NOT try to be fancy and make a greaser landing, the sim tends to float a lot (specially with any flap configuration less than 30) and they rather a firm touchdown than you landing outside the touchdown zone.

[atccfi]

Thank you DOM! This thread is quickly becoming another resource to study before going in ;)

Are there still talks of growth? Or is most of this hiring just to replace the expats heading back to their US recalls? Out of curiosity, is there animosity between the ANA pilots and the AJX pilots?

[pi3lot_1982]

Thanks a million for the info again Mr
D

[The Dominican]

Are there still talks of growth? Or is most of this hiring just to replace the expats heading back to their US recalls? Out of curiosity, is there animosity between the ANA pilots and the AJX pilots?

Well, what we hear from management types is that they want to grow AJX's operation to double its size, haven said that, there is a lot of speculation as to AJX's role in the future but at this time we simply don't know, the only thing that seems certain is that we will continue to be part of ANA's holdings company business strategy going forward but how? Possibility of equipment change in the future? Possible pilot bases? There is only speculation at this point.

I have to say that they treat us fairly well here, it will be naive to think that all the ANA pilots are happy about the existence of AJX, but they are polite and don't really do anything to make us uncomfortable. Let me put it this way, for those that have flown at a regional carrier of a major in the US, you will be treated like royalty in comparison

[Aerodmb]

Are most furloughee's heading back to their respective airlines in the US? Are there any US Expats that are considering going to one of the legacies?

[gtseraf]

a mix of both.

Most of the recent departures have been furloughees going back but there have been a couple who were not on furlough.

As the majors hire off the street, there may be a new wave going back.

[atccfi]

Any one have any issues with getting reimbursed for their airfare out to NRT for the interview? Just a little leery to put out that kind of cash up front.... Looking forward to going out there and meeting the folks at ANA!

[PAflyboi]

For those that have recently gotten accepted (or not), how long did you wait for the call/e-mail after the medical? Thanks.

[crj705]

Are there any US Expats that are considering going to one of the legacies?

I sure am......

[The Dominican]

I'm sure the hell not....!

[gtseraf]

but you're old!:8:ok:

[jrmyl]

Oh crap. If Dom is old, then that means I am also. I guess early 40's is the new old? Anyway, I'm not looking for any legacy either.

[gtseraf]

haha!

It's OK, if you're old, then the likes of me are ancient! Just ask my teenaged kids.

[jrmyl]

I hear ya. My oldest becomes a teenager in March. He has been acting like one for the last 3 years though. :ugh:

Anyway, I see that Crew is going to be at the FAPA job fair in MIA this January. Good luck to anyone who is going. :ok:

[Pin Head]

How short of crew are they getting?

[crj705]

Are there any US Expats that are considering going to one of the legacies?

I thought I would elaborate a bit more as to why I am looking at leaving here for a US legacy.

1. My primary concern is time at home. While it is nice to have 12 days off in a row (more if vacation is used), almost 2 of those days are lost in the commute, and my usefulness at home for the first 2 days back home are limited due to jetlag. UA's contract has 12 days minimum at home. While I will be commuting 4 or 5 times a month, those will likely be days spent at home in my bed. A US legacy will,hands down, give you more time at home.

2. Pay. AJX pays well, however, UA's new contract pays more over the long term. Based on the projected pay scales, I will make the same base pay as what I make here after 10 years, assuming I make guarantee and stay on the 737. If I make more than guarantee or get on larger equipment, my break even will be faster. After upgrading at UA, my base pay will be significantly more than what I make at AJX. It is very possible that the pay at AJX will be increased but by how much and when is anyone's guess. It is also possible that UA's will go down....It's all a guessing game.

3. Retirement. UA is a hands down winner with 16% B fund. I'm pretty much maxed out at $1000 per month at AJX.

4. Schedules: Its very nice to be able to get your days off at AJX, however, the schedules when you are working are very fatiguing and I am more exhausted here that I was when I was flying at a US regional. While they have been improving, the way the routes are structured make it impossible to have decent scheduling. I was originally hired to fly only PAX and am now flying almost exclusively cargo and the trend is more and more cargo.

5. Work environment: With a few exceptions, the AJX guys are great to fly with. Management however, is a different story. Over the last few years, the office has become very difficult to work with and they seem happier to have it that way. I would expect that to be pretty much the same at UA, but at least you have some avenue of recourse when wronged. You are pretty much at the company's mercy at AJX.

6. Contracting Company: Parc was great in the beginning but has done a 180 over the last 2 years. My health insurance will not cover me in the US and Parc has said it is not possible for them to get US coverage since they are not a US company. Despite the fact that IAC pilots do have coverage and they are not a US company. Their attempt to change the disability cover earlier this year was pretty much the straw that broke the camel's back.

7. Long term stability: Most of the industry mergers have been completed and things seem to have stabilised in the US. Should things go sour, one can always go back to the contracting world, but if things don't work out at AJX, your options are a bit more limited. Having recall rights at a US major gives someone in the contract world a type of stability that I do not have. Will AJX be around in 5 years, almost certain.....10 years, probably....20? who knows. Contracts can and have been cancelled on short notice here. We are the "temporary" help at AJX.

Despite all of the above, if I were single and looking for an adventure, I would recommend coming and staying here. However, in my instance, I am looking at money and time off. Over the long run, there is no question that going to a US legacy offers more of both with the years I have left.

[The Dominican]

You are young enough to afford that gamble, because if it doesn't workout as you said, you can always have time to do something else. But for those of us that have been in the majors merry ground a couple of times..., well, lets just say that the whole "there is nothing but blue skies ahead" pretty picture that is being painted:=

[Luc81209]

Someone applying for ANA recently?:confused

[Fratemate]

Is that a question or a statement with a question mark?

[Fratemate]

Any one have any issues with getting reimbursed for their airfare out to NRT for the interview? Just a little leery to put out that kind of cash up front.

It is the contract agencies that pay for your tickets to Japan, so make sure you do as they say. There have been some smart arses who have tried to purchase tickets in Business etc and, surprisingly, have been disappointed when they've had only Economy money refunded. I have never heard on anyone having any trouble getting their airfares refunded when they've done as the agencies have instructed.

In my mind it would be easier if the agencies sorted out the tickets for you but then again, what do I know about bulk buying being cheaper and the wonders of eTickets :hmm:

Let your ticket leeriness be the least of your concerns :ok:

[atccfi]

I hope all who were present for the tornadoes are well!

[Fratemate]

I hope all who were present for the tornadoes are well!

You'll have to get used to calling them typhoons around here :ok: So far, this year's crop of winds have been a non-event and apart from a bit of weather deviation on a couple of routes there's been no adverse effect on either flying or non-flying activities. There's a baby one floating around the Sea Of Japan at the moment but he barely had enough energy to cause a few lightning bolts.

Last year we had a pretty good number and OKA got hit a couple of times, causing us to take to the bar instead of aviating but, so far, they haven't got their game together. It's early in the season, so give them time :}

Edited to add: I've just seen on the news the tornadoes you were talking about and apologise. Yes, they are tornadoes and not typhoons. Not as good as those ones that smash Texas etc to bits but certainly unusual :)

[galdian]

Fratemate

I think you'll find typhoons = cyclones (the equator N/S thing)!

Tornadoes are tornadoes anywhere....although by local names at times.

I don't think ANYWHERE in the world has the consistency - nor destructive power - of the tornadoes that seem a regular occurance in the American south.

Cheers all.

[Buttscratcher]

Yup, we call them Tornados. Tatsumaki actually, but that's fine for gaijin
Cheers

[atccfi]

Kinda quite around here lately.... Anyone gone in for a screening lately? Any news?

[MD80rookie]

Just send my doc's in, currently under review by AJX.

I am just over the minimum requirements with regards to total experience, current MD80 PIC. What is the experience of those hired recently? The recruiter claims that they will gladly accept my fairly little total time as long as I come from a good training environment.

Feels like a good option compared to many other places, especially being on the street....

[hiwind78]

Hi, I'm A-330 F/O with TT just over 3,000h(2700h turbo jet).

My 120h PIC time logged during IR training, and it met the requirement for current ATPL. (I have 1,000h PICUS)

I'm not sure this PIC time acceptable for JCAB ATPL?

Also I don't have 100h PIC X- country, PICUS only.

Can I transfer to Japanese ATPL with my log?

PIC 120(IR training time with PPL), PICUS 1,000h, total 3,000h.

Anybody advise me please, thank you.

[The Dominican]

The recruiter claims that they will gladly accept my fairly little total time as long as I come from a good training environment

It seems that this is the hiring trend lately, there have been several folks hired with lesser experience level than in the past. My guess is that they want individuals that will want to stay for a while. Apply and see what happens...!

As a side note: This trend is something new, they have historically hired experienced folks for the right seat (some actually met the minimums for captain and were offered F/O slots) so the upgrade program has been running at about the 3-4 year mark, with a lower level of experience joining the company, I don't think that it is realistic to expect to be upgraded within your first contract..! This of course is my opinion only, I don't have any inside info about where this ship is headed, I'm just feeding coal to the boilers......:ugh:
I'm not sure this PIC time acceptable for JCAB ATPL?

This question comes up from time to time....! The JCAB as any other ICAO subscriber, has regulations that underline the PICUS hours. However, AJX historically has not accepted PICUS to meet the minimums.

Haven said that, since they are changing their hiring minimums it seems, we don't really know what their current and future stance is related to PICUS, I suggest to contact the contract companies and ask...! Same advise as before, apply and see what happens:ok:

[Kraus]

You're going to need to 100 PIC xcounty end of story. One pilot had to go off and get it done before he could resume training. CAB found a few log book anomalies a few years ago, so they're a bit more careful now.

[Buttscratcher]

Japanese are not flexible with anything....at all
Shoganai that's the way it is
A minute late and a dollar short is just another hard cheese story you'll have to accept, but at least you know

[MD80rookie]

It seems that this is the hiring trend lately, there have been several folks hired with lesser experience level than in the past. My guess is that they want individuals that will want to stay for a while. Apply and see what happens...!

Ok thanks for the brief Mr coal feeder!

[MD80rookie]

I'm going for screening in october, if anybody else is going feel free to send me a PM.

now: google 767 cockpit vid's :8

[atccfi]

I'm going for screening in october, if anybody else is going feel free to send me a PM.

now: google 767 cockpit vid's :8
Rookie,
I'll be there at the end of this month (9/29-10/2) for a screening, I'll pass along any feedback when I get back!
Looks like the Tokyo inn is still the hotel of choice for candidates. Anyone going to be around interested in grabbing dinner or a beer?

[MD80rookie]

I'll be there at the end of this month (9/29-10/2) for a screening, I'll pass along any feedback when I get back!

:ok:

Good Luck! I do not know yet which date I'm going. Too bad I missed out on the beer opportunity!

[SyncPilot]

Hello girls and guys!!

I am considering sending in my application whit parc, I read a lot of posted pages but did not come across some details that I am looking for..
( everything else very well covered, thanks a lot!! )

1- will 44$ per diem while on training cover nice 3 meals per day (nothing fancy)?

2- how much $ do you girls and guys spend while on duty in Japan, 50-ish $ per day, is that enough (plus the hotel)?

3- when you ask for the block days off back on back 10+10 you get only one commuting day on each side of the block? is that right...? you lose one day of commuting for each month?

4- when they book you the C class ticket home, do you get good connections, not losing a lot of time, for the EUroland guys, just to save money (cheaper ticket=a lot of time lost on connections)

If someone would like to give me some info I am looking for would appreciate it! :ok:

[The Dominican]

1- will 44$ per diem while on training cover nice 3 meals per day (nothing fancy)?
It is pretty funny actually because Japan being as expensive as it is and famous for having $10 cups of coffee (I'm a big coffee fan, I've looked for it and never found it) but you can eat pretty cheap here, or as expensive as you want really, there are a lot of Japanese style fast food eateries where you can get a bowl of rice with meat for ¥450.

2- how much $ do you girls and guys spend while on duty in Japan, 50-ish $ per day, is that enough (plus the hotel)?
The hotel alone will run you ¥5,700 per day, How much total depends on the lifestyle you lead while at work, if you are the "slam and clack type" (the slam of the door and the clack of the lock, see you at check in time) then your per diem is enough, if you are like most of us that enjoy a frosty beverage here and there, a nice steak, a Brazilian or Spanish dinner, then the periderm is not enough, drinks specially are expensive in Japan, a pint will run you around ¥650

3- when you ask for the block days off back on back 10+10 you get only one commuting day on each side of the block? is that right...? you lose one day of commuting for each month?

No, the fact that the bids are back to back is irrelevant, they are considered separate bids and you get your commuting days with every bid.

4- when they book you the C class ticket home, do you get good connections, not losing a lot of time, for the EUroland guys, just to save money (cheaper ticket=a lot of time lost on connections)

I don't commute to the EU but to the US rather, but the policy is to book you with the most convenient connection time. They don't make you sit around to save a couple of dollars, now it all depends on available connecting flights etc.

[SyncPilot]

Hello Dominican,

Thank you for your post, you helped a lot, as usual...

Throughout the whole thread you provided a lot of useful info about the company and the job.

How strickt are they about the flight times?
I am not sure how much PIC cross country i have, they require 100 PIC cross country, I have 140 h PIC and 170 h PICUS but do not know how much is cross country and how much is air work and traffic paterns...
Will they check all of my 3 logbooks?

[Fratemate]

How strickt are they about the flight times?
I am not sure how much PIC cross country i have, they require 100 PIC cross country, I have 140 h PIC and 170 h PICUS but do not know how much is cross country and how much is air work and traffic paterns

When you join you will fill out a form that lists your hours in the form of PIC/P2/Night/Cross Country etc and this form will be checked against your logbooks. The Japanese do not recognise PIC U/S and this time will only count as P2 (Copilot). Of your 140 hours PIC I would be pretty certain that less than 40 of those hours were spent bashing the circuit, therefore you've got more than 100 cross country PIC. Just make sure when you come to list the hours that you can show that less than 40 hours were spent in the circuit i.e. that the flight description does not show circuits as the purpose of the flight. For what it's worth, I believe > 7 nm from the circuit counts as cross country.

This requirement is not just some random number dreamt up by AJX. On completion of training you will be given a Japanese ATPL and, in common with most ICAO countries, 100 hours PIC cross country is a requirement before issue. If you don't have that you don't get an ATPL so, yes, they are 'strict' but only in the sense that if you're not qualified then it's a waste of time interviewing you because you're not going to get the licence at the end of it.

[Deep and fast]

Can you guys still recommend it if commuting from the UK?

[atccfi]

Can you guys still recommend it if commuting from the UK? a one leg commute on ANA metal?? What's not to love about it??!!

[gtseraf]

not being negative, just realistic.

Consider the effect of jet lag/time zone changes. Depending on how you choose to commute, you may be looking at a 9 hour time change twice a month. Some find it OK, some really battle. I commute north/south so I have no problems with that , but I don't think I'd be able to handle the time changes

[NineInchSnail]

As far as the business class confirmed ticket you get every month, does it have to be on ANA or any other carrier can be a possibility? who choses the airline of commute, ANA or the pilots? I am thinking at the options for people commuting back to Europe, maybe using AF or LH might give better chances to get home early by leaving on the last day of duty in the late evening instead of waiting for the lunch time departure of ANA flights to Europe.

Thanks for the information

[The Dominican]

The company has a lady at the office that passes the pilots requests to a travel agency. Their mandate is to book the ticket on the following order of priority: ANA, another carrier on the Star Alliance, other carriers...!

[NineInchSnail]

Thanks for the message Dominican, but what criteria makes them chose a carrier other another one. Can we request to have a flight that leaves the night of the last day of duty as most of the euro carriers will leave in the late evening whereas ANA will leave roughly 13 hours later? Or will they just book ANA if the commute city is on the network? Thanks

[The Dominican]

You place your request of the day you want to leave and after what time etc. then they will book you on what's available following the criteria, if there isn't any ANA flight available for that time & date, then another Star Alliance carrier and so forth....! It is really that simple.

[NineInchSnail]

OK thanks again Dominican. One last question, do they usually try to accomodate you to leave on your last day of duty or will they book you on a flight on your first day "off", hence my previous questions.

Let's say for example you come back from a flight in the afternoon of your last day of duty period which is a monday, can you request a flight that leaves monday night or will they book you on a flight on tuesday morning? No ANA flights in the evening for Europe so I was just wondering if that could push them to wait the next day to put you on an ANA flight since that would be contractually your first day off.

Euro commuting is a big time waster on both ways, so every little bit of extra time off at home helps.

Thanks

[The Dominican]

That horse has been beaten here to a fine pulp over the years, so sorry if I didn't expand on it, but what's one more after hundreds right?

So here we go: You get your schedule the 20th of every month, you see that you are scheduled to finish on a Tuesday at noon JST, if you want a C class ticket for that month, you fill out an application where you will let them know that you want to travel from NRT(or HND) to XXX on that Tuesday after 13:00 JST. Provided there isn't a disruption due to WX or something un foreseen, they will book you on the next available flight that Tuesday after 13:00 JST. If the next available flight FOR THAT DAY....! Is not an ANA flight because they are all gone, the travel agency will look for an option on another Star alliance carrier, if there isn't a flight on another star alliance carrier, then they will book you on another carrier THAT DAY! They will try their best to honor sending you home after you are done because they want you to honor coming back to work when you are supposed to, it is NOT about saving a couple of dollars here and there. There is no "pushing" to the next day because that will open the Pandora's box of people "pushing" coming back to work. Make sense?

Haven said that, that doesn't mean you will finish every month with time enough to go home the last day of duty, they have been known to place something ridiculous on your last day (like evening STBY, or ground school, medical, for example) that will make it impossible to leave the last day of duty. Most of the time you are able to leave the same day but it is not a given...!

[UAV3]

Details....

I am finishing the application today.

[Jaz and the Fat Man]

I just completed the interview/sim last week and it's quite a process. I was told by a ppruner in this thread that I shouldn't have to prep for the sim and if I did need to, I should get a job flipping burgers or something like that. Fortunately, I didn't listen, as the sim was not a walk in the park. Coming off of the past few years on the A320, it would have been difficult to pass, even though I have a bit over 15K PIC hours in Boeing ranging from the B737-B744....

I understand they are interviewing every week and only one or two pilots at a time. When I attended the sim orientation, which was an hour long, it was evident they wanted me to fly per ANA/AJX procedures and I was corrected once in the sim when I did one thing non-standard in the cockpit set up. I have spent more than 20 years flying in Japan, China, and other parts of Asia and this was by far the most strict interview process I have attended. With that said, as others have mentioned, everyone was very nice and it was evident they wanted me to pass. Good luck with the interview and it starts with that application....

[Fratemate]

Jaz,

Let's read what was actually written and compare it to what you've just said:

I was told by a ppruner in this thread that I shouldn't have to prep for the sim and if I did need to, I should get a job flipping burgers or something like that.

Don't waste your money practicing the sim profile. It's so canned all you've got to do is make sure you learn the sequence and the way they want it flown, using the profile you'll get sent. The ONLY part of the sim where you get to demonstrate your hand flying skills are the visual circuits and, quite frankly, if you can't fly one of those without practicing first then you really should be looking at Burger King as a future employer and not any self-respecting airline.

Nowhere did I say you shouldn't prep for the sim. I told you to learn the profile and how they want it flown and I stand by that statement. What I did say was it wasn't worth you booking hours in a 767 sim, which was what you'd originally asked about (even more so now I learn you have 15k hours PIC in Boeing's machines). The burger flipping refers solely to the point that you should be able to fly a visual circuit without practicing and, again, I stand by that.

Throughout this entire thread, assuming one reads more than the last few pages, it has always been stated that the sim is the biggest part of the selection process and the bit they pay the most attention to, therefore it should not have come as a huge surprise that the sim was the biggest part of your selection process and the bit they paid the most attention to. Everyone advises prospective candidates to learn the profile off-by-heart and that has never changed.

You'll know very soon whether you passed or not and then, hopefully, you'll be given a course date soon after. I'm sure you did well and look forward to having another member of the Asahi Drinking Club soon :ok:

[oldhasbeen]

...was going to throw away a line about A320's and flipping burgers, but that would have been a flippant comment not worthy of this professional forum :)

[iflysky]

How have the rosters been lately ? I've read and heard from different sources there has been a lot of turmoil since the merger of two groups - fatiguing patterns, constant day/night shifting etc. Did things improve at all since ?

[The Dominican]

The implementation of the scheduling guidelines has improved the rosters some, but the nature of transferring from cargo to pax and back to cargo within the same roster hasn't changed. The merger of both operations was the worse thing that could have happened with this contract:ugh:

[iflysky]

Thanks for the prompt reply Dom ! I can imagine cargo is mostly nights, so how many nights in a row do you guys normally fly ? For example in the sand box they can fly you (and they pretty much do) 3 nights in a row and can schedule you 4 nights in any 7 consecutive days (which they also do). :\

[Fratemate]

I find my rosters consist of about 75% cargo flying and, recently, that figure has been even higher (around 80%). One of the problems is, predictably, the JCAB and it's insistence (so we're told anyway) that training be carried out on pax flights and not cargo. Take those trips from the list, the pax trips that must be flown by the over-60 Japanese 'career' pilots and the pax trips that are used for checking and the number of cargo trips soon mounts for the standard line pilot. I agree with TD that, for the pilots, combining the two companies was ONE of the worst thing they've done but I don't think they're going to change back any time soon.

As far as consecutive nights are concerned, the average cargo patterns seem to consist of two and then a reversal to a day flight to get back to NRT. There are plenty of three night trips floating around but it's likely that you'd only see one of these on your roster during the month and the rest of the cargo trips would be of the two night variety. The pax flights have their fair share of night flying and coming from SGN to NRT at stupid o'clock in the morning is not high on the list of fun but at least you don't have to stage through OKA. OKA is the biggest pain in the arm and THAT is the worst thing they did when they turned this from the best job around to another job.

[iflysky]

Thanks Frat ! So,how are the rosters generally constructed ? I know you have blank days (days free from duty but subject to change - correct ?) that they put in between trips for legality. Therefore, as such, how do the patterns look like ? 7 on - blank - 6 on - blank. Basically what I'm trying to figure out is how many blank days do you normally get in your 18 day rotation and how many days in a row do you fly between blank days.

[The Dominican]

You will get something like 3 BD's and 2 STBY days within that rotation. 56 hours flight time give or take. A mix of anywhere from 60% to 90% freight and the rest pax trips! as FM said. There will be a couple of 3 to 6 day freighter trips with 2 to 3 pax trips within a rotation.

Haven said that......! We don't know how AJX will be utilized going forward, the trend is downwards thus far... ! Meaning that the way the line looks today, might not be the way it looks a year from now after the interview process and training:ugh:

[iflysky]

Thanks Dom ! Hopefully, somehow things will turn for the better soon ! With a fairly significant pilot shortage facing the Asian market and China starting to offer some serious cash and various commuting options, the last thing I would think is they would want to f:mad: things up for the pilot group. I remember back in the '07, '08 this was a top contract around and its a pity to see it slide.

[Oopscorrecting]

Anyone recently gone through screening and received a start date? Jan/Mar?

[holdingatFL900]

Not me.
Did you go through screening?
If so, how was it?
How long after,did you get called?

[pi3lot_1982]

Just wondering of there is much opportunity to practice hand flying/raw data etc?

Do fos taxi? From looking at ana cockpit pics on airliners it seems there are normally two tillers

With the number of destinations that Air Japan fly is it still interesting or does it really matter?

Cheers

[The Dominican]

Just wondering of there is much opportunity to practice hand flying/raw data etc?
I'm guessing that you are asking during regular line operations? Sure..! Most guys do hand fly from time to time, challenging ATC environments, WX, or tired in the middle of the night being the exceptions.

Do fos taxi? From looking at ana cockpit pics on airliners it seems there are normally two tillers
F/O's do taxi on their sectors on passenger flights, the freighters only have a tiller on the left side.

With the number of destinations that Air Japan fly is it still interesting or does it really matter? We have a couple of pretty interesting destinations but with the shorter overnights and the constant change from night to day operations, most of the time the only interesting thing you will find is a fluffy pillow and the "do not disturb" sign:ugh:

[pi3lot_1982]

Thanks again D

I heard from someone who passed recently that they are on the Jan course, what I found strange is that he said he is doing the sim in Seoul and that the training will take five/six months!!

Is this a new thing or is it always planned for this length but always ends up being closer to 7/8?

Any ideas where they are looking to expand etc, more routes or jet more freq or is this recruitment drive simply
Due to attrition?

Went through screening back in sep, still awaiting final outcome

[The Dominican]

he is doing the sim in Seoul and that the training will take five/six months!!

Lots of training at mainline with the addition of new frames so they are farming extra sim time elsewhere, it was at Oz for a while but my guess is that Seoul is the flavor of the month. Sorry, I meant flavour..!

Training is the same, I guess he was referring to training up to the sim ride

Any ideas where they are looking to expand etc, more routes or jet more freq or is this recruitment drive simply
Due to attrition?

Maybe someone else knows the latest and the greatest about their future plans and such. I don't even know who the office staff are these days.

[dogtired]

Has anyone been invited to interviews lately?