ANN dash 8 contract and Interview Help(Merged).
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japjok, thanks.
Working condition you mentioned sounds pretty bad.
However, didn?ft you notice any of those atmosphere or behavior during your first interview? At least you had passed interview and you were happy to join them. That indicates that you were a kind of person they were looking for. I guess not many contract pilots extend their 3 yrs contract.
Working condition you mentioned sounds pretty bad.
However, didn?ft you notice any of those atmosphere or behavior during your first interview? At least you had passed interview and you were happy to join them. That indicates that you were a kind of person they were looking for. I guess not many contract pilots extend their 3 yrs contract.
Join Date: Feb 2004
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Anyone else tired of the weekly japjok japan bashing sessions?
How about some gouge on the interview process for the Q400 contract? The payscales are awesome, nice equipment, aside from dealing with "the japanese way" of doing things, for $7000/month for an F/O position, they can call me anything they want...just make sure the money is wire transfered on the 1st and 15th every month. In the States, you can't even come close to that kind of cash flying a regional jet, unless your a 10 year CA.
Many of us (especially yanks) know what living in Japan is like, if we didn't know then we wouldn't put apps in for the jobs. Lot's of expats and ex-military guys stay in Japan for a reason...doesn't matter if your flying a 767 or flying a desk.
And japjok...again, come on over here to the States and work for MESA, CHQ, Trans-States, Eagle or COEX, and get based in IAD, JFK, BOS, LAX, ORD or MIA on $19/hour FO pay. You think Japan is expensive...try those cities on $25000/year. Not to mention the fact we have about 10,000 pilots on furlough.
See ya in Osaka...sake is on me...
How about some gouge on the interview process for the Q400 contract? The payscales are awesome, nice equipment, aside from dealing with "the japanese way" of doing things, for $7000/month for an F/O position, they can call me anything they want...just make sure the money is wire transfered on the 1st and 15th every month. In the States, you can't even come close to that kind of cash flying a regional jet, unless your a 10 year CA.
Many of us (especially yanks) know what living in Japan is like, if we didn't know then we wouldn't put apps in for the jobs. Lot's of expats and ex-military guys stay in Japan for a reason...doesn't matter if your flying a 767 or flying a desk.
And japjok...again, come on over here to the States and work for MESA, CHQ, Trans-States, Eagle or COEX, and get based in IAD, JFK, BOS, LAX, ORD or MIA on $19/hour FO pay. You think Japan is expensive...try those cities on $25000/year. Not to mention the fact we have about 10,000 pilots on furlough.
See ya in Osaka...sake is on me...
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If conditions are that bad, that explains why they are looking for pilots. Still haven't heard anything bad about the ANA contracts though...
But, as a "wannabe" I think I can speak for many, we are looking for interview information and operational info on the ANA Q400 contract. Not a cultural critique of Japanese culture.
I would like to add the "oxygen on" and Kaptim M did a great job in providing this information, thanks guys!
But, as a "wannabe" I think I can speak for many, we are looking for interview information and operational info on the ANA Q400 contract. Not a cultural critique of Japanese culture.
I would like to add the "oxygen on" and Kaptim M did a great job in providing this information, thanks guys!
Join Date: Nov 2004
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stereo, I agree Kap did doa good job ouotlining the cost of living and other points
but my friend, if you go there with stars in your eyes, you will be sorely disappointed. I understand that you aren`t after a cultural critique, but don`t forget that you will spoend more time outside of work than you will, and these are the issues that will get right up your nose
A few other points of which you should be aware are
ANY company you work for will violate your contract, and it will be a misunderstanding. It will be a misunderstanding the next time it happens as well; exactly the same thing, but it will be someone else in the company who perpetrates the breach
you will have dispatchers and mechanics trying to override the authority of the PIC and Japcaps tolerating it. If you`re an FO then you will watch the Japcap cop it and it won`t all be good
CRM - crews will speak in Japanese to the company and CA`s and you will not know what is happening because they won`t tell you unless pressured, and even then you may not get the truth. For a captain that is an intolerable situation
I know of several instances where a Japcap, as PF, in the company for which I worked making PA`s downto 500` on final in CAT1 conditions.
ATC talking and pilots responding in Japanese so the rest of us don`t know what`s going on and that is downright dangerous
The turbulence over Japan, due largely to the topography and jetstreams is worse than I have experienced anywhere in the world. It can be violent, is frequent and often frightening
These people are impractical to the point where it is infuriating. They have difficulty accepting that it would be wise to leave 5-10 mins early if the takeoff queue will be long, sometimes 10-15 waiting, or heading into 150 on the nose so that youcan arrive on time. In spite of the PIC demands, the ramp coordinators will take no notice.
People, including crews, come to work with colds/flu and pass it onn to all. Because of the stupid no work, no pay system here, (no sick leave) they must come to work. You will have more runny noses here than anywhere else.
aviation in Japan is run like an aero club. You regularly, every sector, complete 14 columns in your log book, with one sector to a line (fills log books very quickly) and the captain must sign each sector!!
The whole country is a sheltered workshop with high employment but low productivity except for foreign pilots. Way too many staff in most companies. They come in early and go home late but don`t do much during the time they`re there
In case you think it`s all negative, here`s something positive.
The FO`s aren`t entirely responsible for their standard. They join airlines with under 200 hours and go onto everything up to 747s as FO`s, and then are given no flying by the Japcaps.
The scenery in Japan, from the air, is spectacular. Volcanoes, high mountains, snow and seas.
The infrastructure, as you would expect in a country as big as New Zealand but with 125 milion people, is outstanding. The freeways, bridges, tunnels, railways etc are simply amazing
Haneda airport handles 290,000 jet movements a year, most between 0630 and 2300 because it`s the domestic airport and all airports are curfewed, most shutting down at aboput 2130
It is about as intensely developed as any place on earth with tunnels to the mainnland, for road and rail, subways, overpasses, and a freeway running right through the centre
Just give it some serious though stereo, because whilst you may see bulk $$ now, and think that you can accept any $hit treatment for those $$, that soon wears off and you`re left with everything that will pi$$ you off
but my friend, if you go there with stars in your eyes, you will be sorely disappointed. I understand that you aren`t after a cultural critique, but don`t forget that you will spoend more time outside of work than you will, and these are the issues that will get right up your nose
A few other points of which you should be aware are
ANY company you work for will violate your contract, and it will be a misunderstanding. It will be a misunderstanding the next time it happens as well; exactly the same thing, but it will be someone else in the company who perpetrates the breach
you will have dispatchers and mechanics trying to override the authority of the PIC and Japcaps tolerating it. If you`re an FO then you will watch the Japcap cop it and it won`t all be good
CRM - crews will speak in Japanese to the company and CA`s and you will not know what is happening because they won`t tell you unless pressured, and even then you may not get the truth. For a captain that is an intolerable situation
I know of several instances where a Japcap, as PF, in the company for which I worked making PA`s downto 500` on final in CAT1 conditions.
ATC talking and pilots responding in Japanese so the rest of us don`t know what`s going on and that is downright dangerous
The turbulence over Japan, due largely to the topography and jetstreams is worse than I have experienced anywhere in the world. It can be violent, is frequent and often frightening
These people are impractical to the point where it is infuriating. They have difficulty accepting that it would be wise to leave 5-10 mins early if the takeoff queue will be long, sometimes 10-15 waiting, or heading into 150 on the nose so that youcan arrive on time. In spite of the PIC demands, the ramp coordinators will take no notice.
People, including crews, come to work with colds/flu and pass it onn to all. Because of the stupid no work, no pay system here, (no sick leave) they must come to work. You will have more runny noses here than anywhere else.
aviation in Japan is run like an aero club. You regularly, every sector, complete 14 columns in your log book, with one sector to a line (fills log books very quickly) and the captain must sign each sector!!
The whole country is a sheltered workshop with high employment but low productivity except for foreign pilots. Way too many staff in most companies. They come in early and go home late but don`t do much during the time they`re there
In case you think it`s all negative, here`s something positive.
The FO`s aren`t entirely responsible for their standard. They join airlines with under 200 hours and go onto everything up to 747s as FO`s, and then are given no flying by the Japcaps.
The scenery in Japan, from the air, is spectacular. Volcanoes, high mountains, snow and seas.
The infrastructure, as you would expect in a country as big as New Zealand but with 125 milion people, is outstanding. The freeways, bridges, tunnels, railways etc are simply amazing
Haneda airport handles 290,000 jet movements a year, most between 0630 and 2300 because it`s the domestic airport and all airports are curfewed, most shutting down at aboput 2130
It is about as intensely developed as any place on earth with tunnels to the mainnland, for road and rail, subways, overpasses, and a freeway running right through the centre
Just give it some serious though stereo, because whilst you may see bulk $$ now, and think that you can accept any $hit treatment for those $$, that soon wears off and you`re left with everything that will pi$$ you off
Join Date: May 2004
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Well, the best way to know is to try it, if you got nothing to lose.
I would'nt recommend resigning from an airline to go there. But if you are on lay off or can get a leave of absence, why not... Even if it turns out to be a bad experience, you will learn so much from it.
By the way, yes the sim eval is on the Q400. Normaly in Seattle or Stockhlom.
I would'nt recommend resigning from an airline to go there. But if you are on lay off or can get a leave of absence, why not... Even if it turns out to be a bad experience, you will learn so much from it.
By the way, yes the sim eval is on the Q400. Normaly in Seattle or Stockhlom.
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Thanks guys...I appreciate the info...always wanted to fly in Asia...so I decided to pursue Asian carriers this year.
Some of the immediate "plus" sides to the Q400 job for me is I'm home almost every night, great pay, great equipment. The wife is from Japan and she would like go back...she can make more money in Japan than in the States. The economy here in the States really $ucks.
Most of my time is in regional jets, so I hope they look favorably to that. I know other carriers are looking for F/O's...CX, CAL, EVA, SIA....
Any other carriers out there that are hiring?
Looks like things are picking up in Asia as far as hiring...
Some of the immediate "plus" sides to the Q400 job for me is I'm home almost every night, great pay, great equipment. The wife is from Japan and she would like go back...she can make more money in Japan than in the States. The economy here in the States really $ucks.
Most of my time is in regional jets, so I hope they look favorably to that. I know other carriers are looking for F/O's...CX, CAL, EVA, SIA....
Any other carriers out there that are hiring?
Looks like things are picking up in Asia as far as hiring...
Join Date: May 2004
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There are some CRJ contracts in Japan with HACS if you have a type rating.
http://www.hawaiiaviation.com/positions.htm
http://www.hawaiiaviation.com/positions.htm
Moderate, Modest & Mild.
Most of what JapJok has penned, has also been my experience here.
It's not a "Japan bashing session", Stereolab, it is - unfortunately - a statement of some of the FACTS of life.
In the case of JAL Express (as opposed to JapJok's company) the contract violations were never feigned to be "misunderstandings" - the contractual conditions in some cases were blatantly breached, and when this was pointed out the response was basically, "Tough titties - that's the way we're going to do it, and there's nothing short of leaving YOU can do!"
In several instances the F. A's and F.O. have had a discussion between themselves, in Nihongo, and made an operational decision without my (the Captain's) involvement. These "discussions" usually go on for several minutes, with the F.O. totally out of the loop.
Without a doubt, some of the (Japanese) crew - F.O's and F.A's - will try to take liberties with gaijin Captains that they would never dream of trying with Japanese Captains.
Such is the attitude of Japanese toward foreigners in Japan.
As a foreign First Officer, I can only imagine how low down the scale you must be considered!
For you, Stereolab, having a Japanese wife will almost certainly put you at an greater advantage than those foreigners living in Japan, who don't - except at work.
JapJok's statement,
"You will spend more time outside of work than you will at work"
needs to be heeded.
At work, it will be up to YOU to try to maintain your authority.
Yes CRM is something that is talked about, however Japanese culture runs deeper than any Western imposed concept, and so it will be important for you to "stake your territory" by learning precisely where you should sit in a taxi...the seat changes, depending upon the number of people, 2, 3, or more.
Where to walk, when walking with the crew.
Heaps, right now! Some in the Singapore region, some in Malaysia.
Why restrict yourself to a turboprop position, when there are operators who are SCREAMING out for pure jet drivers eg A320 - and will endorse?!
One for JapJok - "XYZ alter your heading 10 degrees to the left."
"Check your side.....my side clear."
Professional airmanship at its BEST
It's not a "Japan bashing session", Stereolab, it is - unfortunately - a statement of some of the FACTS of life.
In the case of JAL Express (as opposed to JapJok's company) the contract violations were never feigned to be "misunderstandings" - the contractual conditions in some cases were blatantly breached, and when this was pointed out the response was basically, "Tough titties - that's the way we're going to do it, and there's nothing short of leaving YOU can do!"
In several instances the F. A's and F.O. have had a discussion between themselves, in Nihongo, and made an operational decision without my (the Captain's) involvement. These "discussions" usually go on for several minutes, with the F.O. totally out of the loop.
Without a doubt, some of the (Japanese) crew - F.O's and F.A's - will try to take liberties with gaijin Captains that they would never dream of trying with Japanese Captains.
Such is the attitude of Japanese toward foreigners in Japan.
As a foreign First Officer, I can only imagine how low down the scale you must be considered!
For you, Stereolab, having a Japanese wife will almost certainly put you at an greater advantage than those foreigners living in Japan, who don't - except at work.
JapJok's statement,
"You will spend more time outside of work than you will at work"
needs to be heeded.
At work, it will be up to YOU to try to maintain your authority.
Yes CRM is something that is talked about, however Japanese culture runs deeper than any Western imposed concept, and so it will be important for you to "stake your territory" by learning precisely where you should sit in a taxi...the seat changes, depending upon the number of people, 2, 3, or more.
Where to walk, when walking with the crew.
Any other carriers out there that are hiring?
Why restrict yourself to a turboprop position, when there are operators who are SCREAMING out for pure jet drivers eg A320 - and will endorse?!
One for JapJok - "XYZ alter your heading 10 degrees to the left."
"Check your side.....my side clear."
Professional airmanship at its BEST
T I P S
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ANA Dash 8 interview help
Hello all,
Got the call about a week ago to come to Seattle. Anyone have any tips on what the sim/interview is like? How many people did they invite? Also, what recruiter did you go through?
Cheers,
sunbird
Got the call about a week ago to come to Seattle. Anyone have any tips on what the sim/interview is like? How many people did they invite? Also, what recruiter did you go through?
Cheers,
sunbird
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A-Net
Hi,
I've been invited to the screening as well. Used Parc Aviation for the recruitment process.
I am looking for a CA slot.
The 24 page simulator screening info seems pretty challenging...
I've been invited to the screening as well. Used Parc Aviation for the recruitment process.
I am looking for a CA slot.
The 24 page simulator screening info seems pretty challenging...
Join Date: May 2004
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hello, ive called as well for the Interview + Sim;
have been told so far that the interview is very relaxed, some technical here and then may come,
been told twice not to wear black, because they asume its for a funeral
watch out for the slip indicator, keep it centered, they pay a lot of atention to the lateral G's
the power setting's are just references, not that their gonna fail cause of that
bring a lot of pictures, not just 10
BE ON TIME
thats what i've been told so far
good luck
and maybe see you there for a coffee
bye bye
have been told so far that the interview is very relaxed, some technical here and then may come,
been told twice not to wear black, because they asume its for a funeral
watch out for the slip indicator, keep it centered, they pay a lot of atention to the lateral G's
the power setting's are just references, not that their gonna fail cause of that
bring a lot of pictures, not just 10
BE ON TIME
thats what i've been told so far
good luck
and maybe see you there for a coffee
bye bye
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RE: Air Nippon Network Sim Eval
There were three candidates invited to SEA for my evaluation. First there was a brief summary of the plan for the day. Then one by one we were taken into the next room for a twenty minute interview.
The interview was conducted by one HR person and two Captains. General “Tell me about yourself” questions followed by some “What if” questions. What if there was smoke in the flight deck. What if there was a disagreement between pilots. Some questions were “lost in translation” and would just be dropped. Other questions were wrt memory items on the QRH. Overall, nothing too unusual or challenging.
Next a briefing by the FlightSafety instructors (Copilot and sim tech/ATC) about how to be successful during the simulator evaluation. Lot’s of good advice.
Next, the three candidates went to the simulator for a practice session. 1 normal T/O, 2 V1 cuts to 700feet and one practice visual circuit (I think). It was very rushed.
Then, in the same order as the interview, we individually did the evaluation. One visual circuit just for practice, then it began. First, the same visual circuit to a full stop. Second, takeoff to vectored straight in VOR approach to opposite end of runway. Third, V1 cut vectored to a single engine ILS. Done.
My advice is to not touch anything but the controls and the power. Request flight director inputs and course selection from PNF. Do not even set your bug headings. Tighten the tension on the power levers so you cannot make large adjustments easily. A little power adjustment goes a long way on the 400. For the SE ILS, drop the gear at the first movement of the G/S, then the flaps when 3 green (asap) otherwise you wont slow down on the slope.
Last, if you get a contract offer, speak to as many people on the job as possible to see if it is right for you because the job isn’t for everyone. Especially if you are going for an F/O position.
There were three candidates invited to SEA for my evaluation. First there was a brief summary of the plan for the day. Then one by one we were taken into the next room for a twenty minute interview.
The interview was conducted by one HR person and two Captains. General “Tell me about yourself” questions followed by some “What if” questions. What if there was smoke in the flight deck. What if there was a disagreement between pilots. Some questions were “lost in translation” and would just be dropped. Other questions were wrt memory items on the QRH. Overall, nothing too unusual or challenging.
Next a briefing by the FlightSafety instructors (Copilot and sim tech/ATC) about how to be successful during the simulator evaluation. Lot’s of good advice.
Next, the three candidates went to the simulator for a practice session. 1 normal T/O, 2 V1 cuts to 700feet and one practice visual circuit (I think). It was very rushed.
Then, in the same order as the interview, we individually did the evaluation. One visual circuit just for practice, then it began. First, the same visual circuit to a full stop. Second, takeoff to vectored straight in VOR approach to opposite end of runway. Third, V1 cut vectored to a single engine ILS. Done.
My advice is to not touch anything but the controls and the power. Request flight director inputs and course selection from PNF. Do not even set your bug headings. Tighten the tension on the power levers so you cannot make large adjustments easily. A little power adjustment goes a long way on the 400. For the SE ILS, drop the gear at the first movement of the G/S, then the flaps when 3 green (asap) otherwise you wont slow down on the slope.
Last, if you get a contract offer, speak to as many people on the job as possible to see if it is right for you because the job isn’t for everyone. Especially if you are going for an F/O position.
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does the instructor set the speeds for takeoff ands 1andings?; is there a notch or something standard to set Power; there any Yaw Damper? or they fy with out it, i mean not engaged?do they rea1y pay atention to b1ack suits?, ive benn to1d that they re1ate that with funera1s,? thanks for the tips, see you 1atter on
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You can brief the speeds. V1, Vr and V2 will be set by the PNF, but Vfri, Vclimb, Vref and Target approach have to be set on both sides. Take-off power will be set by PNF after you advance the levers, there is a rating detent anyways at which the torque is set automatically. Yaw damper should be on.
Black suits are for JAL pilots, but i dont think they would make a big deal out of it.
Black suits are for JAL pilots, but i dont think they would make a big deal out of it.