Pilot Shortage in Japan

[gardenshed]

Flight crisis in Japan! Tourism is booming but airlines struggle to meet demand due to pilot shortage caused by ageing population | Mail Online (http://www.dailymail.co.uk/travel/article-2672025/Flight-crisis-Japan-Tourism-booming-airlines-struggle-meet-demand-pilot-shortage-caused-ageing-poulation.html)

Solution very simple.
Pay a decent rate and treat people well and just get the authorities to allow EASA/FAA licences without the contortions of converting to a Japanese licence.

[fullforward]

Spot on, mate!:ok:

[captplaystation]

Exactly, getting on for one year (with pretty much no "home leave") to get a licence, when , FFS , you already have one, is ,perhaps , asking. . .just a little too much.
With EASA recognition I would actually be tempted for a few years. As it stands, well , "stop pulling my plonker" is my response, and that of many others.

The solution , at least the "practical" side, is very easy indeed. Fix the bureaucracy & pay the Bucks, simple.

[fullforward]

Why not ICAO and FAA?
There're excellent professionals holding these licenses.

But things in Asia doesn't follow Western logic. They have tricks and circunavigations that make sense only for them.
I gave up long ago in trying to understand that planet.

[captplaystation]

Agreed, only posted with respect to my own (dog) licence :cool:

[Fratemate]

I don't really get what some of you guys are saying. If you've got an EASA licence and want to fly US aircraft (commercially) you've got to convert your licence to an FAA one. Same with Japan; if you've got a licence from EASA/FAA/other ICAO members, then you have to convert it to fly Japanese aircraft. You can't pitch up in any country that I know of and fly aircraft registered there without converting your licence, so why bitch about Japan?

Now, if you're talking about the hoops that have to be jumped through or, more likely, the time it takes then you have a valid point. However, it is not actually the conversion that takes the time but the way in which the airlines take SO long because they are not at all efficient in course design. The initial exams for licence conversion are done quickly, as it's only Air Law and radio stuff that you have to do. The aircraft ground school is pretty much the same as elsewhere but it could be shortened a bit. The simulator stuff is far too long, especially as you're only there to learn the JCAB 'script' and not to actually train to fly the aircraft. You get the licence on completion of the sims and another medical. That part of the course could definitely be shorter but the REAL fun starts after that! Sitting for two weeks while getting lectured at about airfields, when you could just as easily read the Jepps and go and have a look is stupidity at its greatest. Having the FOs do almost all their flying as PM is a shocking waste of time, especially when they've come with XX thousand hours in their logbooks. Waiting for the JCAB fossils to get their act together to conduct tests on captains etc all adds up and just prolongs the agony.

Having to convert a licence to JCAB is perfectly normal and no amount of bitching about that requirement will change anything. What does need to happen is for the Japanese airlines to get their act together, have a look at how it's done in other places outside of Asia and tailor their training courses accordingly, taking into account the experience of the pilots on the course. On the plus side, at least you get paid your full salary while you're doing all this; the same cannot be said for China and Korea :rolleyes:

[JammedStab]

Who cares how long it takes to convert. If they did month on, month off, they would have no shortage of pilots. If they want to make me stay there for endless periods of time, I guess I will avoid them.

[lookoutbelow]

Fratemate, The 'training' periods I have been told about by friends who have stuck with it and got through are as you say eye-watering, especially if you essentially forego any sort of family life whilst sitting through needless red-tape which must be hugely frustrating.

In my current airline if we take experienced Capt's or FO's who are rated on our aircraft type, they are under line training in their respective seat in well under a month, this includes:

Local AIP, law and HPL exam for licence conversion (2 days)
Local medicals for licence issue and residency permit (1 day)
Company OCC ground school training inc aircraft Diffs, SOP's, LVO's, Area Brief, RNAV, Adverse WX, RVSM, TCAS etc (4 days)
Company OCC SIM training, SOP's, handling refresher, LST/OPC, LVO's, RNAV etc (5 sessions)
Ancillary training - initial CRM, SEP, First Aid, DG, Fire/Smoke, SEC, SMS brief etc (5 days)
Company indoc, residency permit issue, HR and license issue. (2 days)

This process in Japan is how long?

[Piltdown Man]

Maybe there is something to be said about JAR/EASA/Euro licenses after all. Arrive, do company SOP training (now very often the manufacturer's SOPs), 20-40 sectors line training and then on line. Not until the aircraft and country you are landing in knows what nationality of licence you hold can much else be justified. Unfortunately, every country believes they invented aviation (and conveniently forgets about Lilienthal, Cayley, Pilcher: but that's another story)so each will create and enforce their own unnecessary, arcane and pointless rules and procedures. The people who pay for this don't realise how much this costs until their national carriers face competition from operators from more enlightened nations.

[bringbackthe80s]

Guys I don't want to play the devil's advocate here, but the simple fact that you are questioning the process and suggesting it should be done western style means you wouldn' t have an easy time living in Japan at all...

[Luke SkyToddler]

Yeah bringbackthe80s but it's not really "western style" ... China, Korea, Vietnam all seem to get conversions done for their new joiners in a month or so. It's a uniquely Japanese problem.

There are plenty of guys contracting in vietnam, indo etc who would like to go to Japan for the relatively higher level of civilization and quality of life, but come on man taking a YEAR or more for a captain with 10,000 hours on type to get through training and get on line, is just insane.

[Callsign Kilo]

Agreed. Stupid. You can only actually defend this if you've actually done it and received some sort of perverse satisfaction from it. Japan is an attractive option without the bureaucratic nonsense. Remember, the majority of people who are likely to apply will have families back home. Japan gets overlooked between the Cesspit/Sandpit alternatives, which is a pity as it would be a pretty decent place to work.

[bringbackthe80s]

Again, I am in no way try to defend their system, just trying to give another viewpoint..

I don't know how well you guys know Japan, but I can promise you that with an attitude like this, asking why all the time and suggesting options which you think are better, you will not have an easy time integrating or working there. It is a general consideration, and it applies to life there, not work environment only.

Luke Skytoddler mentioning Vietnam, Korea, China in the same sentence as Japan, and talking about RELATIVELY (to what??! Europe? US?) higher level of civilisation also tells me you need to do a lot of research on the culture/country before seriously considering working/living in Japan.

I am sure it'll get better and quicker, but don't expect that to happen anytime soon..

[heavydane]

Gentlemen,

I do believe that some of You are missing the point.
The reason Japan is still an attractive place to work is that it is so difficult (or time consuming) to get past all the hoops. Were it as "easy" as many other places T&C's would eventually come down due to the influx of pilots.
It might not be the best paid contract job but I do believe You are treated better than in most places and that comes with a price, get with the program or stay where You are.

[Sop_Monkey]

K.I.S!! Why complicate the process?? Pilots are not astronautics and all this :mad: is not going to stop aircraft crashing

These clowns are typical of most Asian countries in their attitude to aviation, as they tie themselves up in knots with red tape, BS and force feed pilots with useless information.

A law exam and a sim check, is all that should be required and the FAA/ICAO should get on board also instead of each others, one world attitudes.

[The Dominican]

Who cares how long the training is???:confused: before I came here I was timing out every year flying like a madman, I got my entire salary (not training pay, captains pay from day one) from the day I arrived in Tokyo and a furnished apartment with my family here most of the training period, lots of days off in between class/sim in one of the most interesting cities with some great restaurants and night life.......! Maybe you guys can't live without being in a freaking cockpit for a 1,000 hours a year, I sure as hell didn't have a problem at all taking a break. :ok:

And at the end of it all when the training period is just a vague memory, I'm not in China or the Middle East:=

[Piltdown Man]

So maybe it should be even more complicated?

[The Dominican]

Complicated????? Long, yes! Complicated is not:=

[galdian]

As always just want to point out how misleading this thread title is - there are plenty of PILOTS in Japan but too many without the experience and/or qualifications to be CAPTAIN.


No Captain = no fly....EOFS!!


However I digress, rumours (almost facts....maybe??) that both the age 65 limit and 100 hours pcm to be deleted, possibly by early next year.


If so would be an interesting paradox: the legal ability to fly over　65 but show an esteemed Japanese captain a sked with anything LIKE 100 hours and he'll politely tell you to get f**ked (in the local vernacular of course!)


Intersting if does happen.

[JammedStab]

Who cares how long the training is???:confused: before I came here I was timing out every year flying like a madman, I got my entire salary (not training pay, captains pay from day one) from the day I arrived in Tokyo and a furnished apartment with my family here most of the training period, lots of days off in between class/sim in one of the most interesting cities with some great restaurants and night life.......! Maybe you guys can't live without being in a freaking cockpit for a 1,000 hours a year, I sure as hell didn't have a problem at all taking a break. :ok:



I have followed quite a few of your posts as they are quite interesting. However, my impression from reading your posts about the company that you work at is that the schedule is not so great anymore unlike in the now distant past. Is this the case.

[The Dominican]

The merger of pax & cargo was handled poorly (I'll be kind in my wording) and they understand it so steps have been taken and scheduling is improving. Haven said that, night freight is night freight and by nature it just sucks:ugh:

Out of all the silly rumors around here, the only one that I have my fingers crossed for is the separation of pax and cargo again..! Will see I guess:rolleyes:

[JammedStab]

It can be a nice change to mix pax and cargo flights if it allows some new destinations and layovers as is my case. But sometimes companies seem to like to switch you from days to a night flight and back to days right away. Better to just be on nights for a while then steady days.

[bringbackthe80s]

Just to point out, there is air asia japan starting up again soon..disregarding all comments and opinions, looks like they are going to need even more captains in japan soon..:E