Air Japan (AJX) B767
Gentlemen
We can debate this issue till the cows come home. It will not change a thing.
If you have doubts, contact the contracting companies and they will give you their answer. THIEIR answer is the definitive answer.
The requirements for conversion to a JAPANESE ATPL are rigid and cannot be negotiated. If you meet the requirements, then your application should be able to be processed. If you don't meet the requirements, then find out, from the contracting company, what is required and move forward from there.
This endless discussion of PICUS etc. on pprune is pointless, as the JCAB will not be influenced by pprune.
We can debate this issue till the cows come home. It will not change a thing.
If you have doubts, contact the contracting companies and they will give you their answer. THIEIR answer is the definitive answer.
The requirements for conversion to a JAPANESE ATPL are rigid and cannot be negotiated. If you meet the requirements, then your application should be able to be processed. If you don't meet the requirements, then find out, from the contracting company, what is required and move forward from there.
This endless discussion of PICUS etc. on pprune is pointless, as the JCAB will not be influenced by pprune.
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Who keeps "talking about jets and turboprops and the regulations say nothing about it", Dom? I was answering the question put by galbi_c, which is separate to the discussion on Diesel's qualifications.
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I understand Frate....., but the point is that if he has an FAA ATP..., he has to have at least 100 PIC, the rest of the PIC hours required can be PICUS but even that is irrelevant.
And that is my point, he has the required PIC to apply here, he must have and somehow be confused about it, otherwise he wouldn't had been issued an ATP.......
And that is my point, he has the required PIC to apply here, he must have and somehow be confused about it, otherwise he wouldn't had been issued an ATP.......
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Hi Domician,
I think he's just saying he doesnt have the 250 hard PIC (and xcountry PIC) per JCAB standards. He has it for the FAA standards because picus is allowed in U.S. As for the other question the 250 pic can be general aviation aircraft. I know people working at AJX who were not part 121 jet CAs but have something else to offer, like several hundred hours time in type 767 or tons of SIC jet hours like 6k plus. They are Captains now at AJX.
I think he's just saying he doesnt have the 250 hard PIC (and xcountry PIC) per JCAB standards. He has it for the FAA standards because picus is allowed in U.S. As for the other question the 250 pic can be general aviation aircraft. I know people working at AJX who were not part 121 jet CAs but have something else to offer, like several hundred hours time in type 767 or tons of SIC jet hours like 6k plus. They are Captains now at AJX.
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Hope you all don't think I'm annoying but to clarify it even further basically the 100 Xcountry pic and 250 pic reqs for the FAA ATP can be all PICUS whereas for JCAB 0 picus counts. A friend of mine got invited to a screening in the USA recently , about 3500TT 2500 RJ SIC. He couldn't make the screening though.
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Okay, let's just try and make things nice and clear so there's no confusion. In order to obtain a JCAB ATPL you need at least:
1500 hours total including:
250 hours PIC, of which at least 100 hours must be cross country PIC
200 hours cross country total
75 hours instrument
100 hours night
PICUS does NOT count
These hours can be in a jet or a propellor driven aircraft.
The Japanese are wary of beards.
All clear......please
1500 hours total including:
250 hours PIC, of which at least 100 hours must be cross country PIC
200 hours cross country total
75 hours instrument
100 hours night
PICUS does NOT count
These hours can be in a jet or a propellor driven aircraft.
The Japanese are wary of beards.
All clear......please
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Thanks Fratemate, didnt mean to make your face red, but then again somebody else might have contributed to that too lol
On a serious note though, i really do appreciate all the inputs
Gonna call the CREW, sounds like those guys know whats up!
BTW Frate, not to belittle your effort to clarify things, but here are requirements from "CREW":
PIC Experience Requirement:
250 hrs. PIC -or-
250 hrs., of which 70 hrs. are PIC and remaining experience is PICUS
-or-
500 hrs. PICUS
100 hrs. PIC
-or-
PICUS Cross Country;
IN OTHER WORDS, ITS OK NOT TO HAVE 100h PIC X-COUTNRY, AS LONG YOU HAVE 100h PICUS X-COUNTRY.
On a serious note though, i really do appreciate all the inputs
Gonna call the CREW, sounds like those guys know whats up!
BTW Frate, not to belittle your effort to clarify things, but here are requirements from "CREW":
PIC Experience Requirement:
250 hrs. PIC -or-
250 hrs., of which 70 hrs. are PIC and remaining experience is PICUS
-or-
500 hrs. PICUS
100 hrs. PIC
-or-
PICUS Cross Country;
IN OTHER WORDS, ITS OK NOT TO HAVE 100h PIC X-COUTNRY, AS LONG YOU HAVE 100h PICUS X-COUNTRY.
Last edited by DIESELENGINE; 15th Jun 2015 at 20:52.
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250 PIC is bare minimum but most FOs dont have that much PIC time. Which is better? Someone with 5000TT of which 2000 is TPIC in an CRJ or somone with 500 PIC in a GA prop but 4000 hours in a B737NG??
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The classic quality of experience debate......!
It all depends on who you ask of course and there is never a "one size fits all" answer to anything...., but I was caught as a line check airman right in the middle of the big "pay for training" boom in the states and here is my take on it after training hundreds in a period of six years.....!
What I found is that is not the total amount of hours but rather the first flight hours of an individual that seem to make the difference.., those formative first 1,000 hours let's say just to place a number on it, those hours that form the base of the experience upon the rest of an individual experience will be built eventually.
Those pilots that flew those first formative flight hours on A/C's with minimal or non- existent automation did a lot better on the overall handling of the airplane, it was a lot easier to train a pilot that flew checks single pilot at night on a Queen Air and now was flying as an F/O on a Citation, than it was to train the typical "puppy mill" P2P individual with a couple thousand hours of nothing but CRT's in front of him/her, regardless of if PIC/SIC.
It all depends on who you ask of course and there is never a "one size fits all" answer to anything...., but I was caught as a line check airman right in the middle of the big "pay for training" boom in the states and here is my take on it after training hundreds in a period of six years.....!
What I found is that is not the total amount of hours but rather the first flight hours of an individual that seem to make the difference.., those formative first 1,000 hours let's say just to place a number on it, those hours that form the base of the experience upon the rest of an individual experience will be built eventually.
Those pilots that flew those first formative flight hours on A/C's with minimal or non- existent automation did a lot better on the overall handling of the airplane, it was a lot easier to train a pilot that flew checks single pilot at night on a Queen Air and now was flying as an F/O on a Citation, than it was to train the typical "puppy mill" P2P individual with a couple thousand hours of nothing but CRT's in front of him/her, regardless of if PIC/SIC.
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I agree with you. Also some people just dont have what it takes. Hours dont really matter so much after a certain point, you can either fly or you cant. Ive flown with some 20,000 hours CAs who werent so good but have flown with CAs with low time like 5k who were stellar. Just out of curiosity are most applicants for air japan FOs?? Or are there many narrowbody CA applicants?
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We are getting applicants from the whole spectrum although most are either F/O's from LCC's in the EU..., to RJ captains from the US and other places, to guys coming for our commuting conditions from the ME...., We even have a 777 skipper that came to the right seat. But that is not common although with deteriorating conditions as I read here and other sites, it wouldn't surprise me to see more people going for a commuting contract.
On the other hand, there have been several folks leaving recently, a few US guys going for jobs at the majors and the cargo gigs in the US...., but not just guys from the US, couple of guys from OZ left right after they got checked on the line, I don't know where they went.
People need to understand that this indeed is a good gig for the commuting conditions but there are a LOT of issues with fatigue, lack of communication, policies being implemented that are specifically placed to alienate the pilots from management etc......! And our management team doesn't understand that no longer this is by far the best option out there, this contract has fallen behind in pay and conditions..., China is putting a lot of pressure with pay and month on/month off rosters and taxes paid in China.
It is just NOT the small happy family atmosphere that once was and there are some tantalizing options out there
On the other hand, there have been several folks leaving recently, a few US guys going for jobs at the majors and the cargo gigs in the US...., but not just guys from the US, couple of guys from OZ left right after they got checked on the line, I don't know where they went.
People need to understand that this indeed is a good gig for the commuting conditions but there are a LOT of issues with fatigue, lack of communication, policies being implemented that are specifically placed to alienate the pilots from management etc......! And our management team doesn't understand that no longer this is by far the best option out there, this contract has fallen behind in pay and conditions..., China is putting a lot of pressure with pay and month on/month off rosters and taxes paid in China.
It is just NOT the small happy family atmosphere that once was and there are some tantalizing options out there
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Thanks for info, hopefully then the conditions will improve there. I see stuff in china with a lot of flexibility, like 6 on 2 off, month on month off etc etc, all with great pay. I'll take flying in Japan or China any day over the ME but thats just me. Some people do like it over there. I was quite surprised about the 777 CA who came right seat. He must really love sushi and Japanese beer.
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ok guys so here a thing,
i think it would be fairly safe to assume, pretty much everybody who read this thread probably knows by now that you can get 12 days off in a row.
BUT ...
did you also know that technically you can get 14 full days off at home in a row!!!
And here is my question to those whould know : say you live in Hawaii and since its one of Air Japan's regularly scheduled destinations, would they be willing to schedule you to start and end your work roster in Hawaii? How awesome would that be
Unless its already been discussed or something
i think it would be fairly safe to assume, pretty much everybody who read this thread probably knows by now that you can get 12 days off in a row.
BUT ...
did you also know that technically you can get 14 full days off at home in a row!!!
And here is my question to those whould know : say you live in Hawaii and since its one of Air Japan's regularly scheduled destinations, would they be willing to schedule you to start and end your work roster in Hawaii? How awesome would that be
Unless its already been discussed or something
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It was tried for a short period but it didn't work since they didn't have enough staff to do it...., besides the fact that it is quite unfair that one particular destination would be dedicated to a specific group of pilots don't you think? And there was the issue of the commuting allowance, not only these pilots would be dedicated to a specific route, they would be collecting their commuting allowance every month while the company has a team of schedulers just to accommodate them....., With the way our roster works and the ability to choose your days off the Hono trip would be a constant crew exchange exclusively to those that live there while the rest of us are doing the middle of the night most fatiguing trips.
Everyone has to carry their own weight
Everyone has to carry their own weight
... yeah good points
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Didn't mean to come across a little harsh...! Just trying to convey that if we want the ability to choose our days off all in a row and even add vacation days every month to take it to 14 days as you mentioned...., the schedulers must have the flexibility of using us without "special requests" during the working days.
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BTW Dominican you mentioned that there are some tantalizing options out there. would you be a good sport and indulge a little more into this?
Basically maybe give an example or two, if you don't mind..
Does anybody know what company that 777 captain came to AJ from? There are companies out there where a 777 skipper makes less than $6000 and works as damned (Aeroflot, OrenAir, probably Transaero...)
Basically maybe give an example or two, if you don't mind..
Does anybody know what company that 777 captain came to AJ from? There are companies out there where a 777 skipper makes less than $6000 and works as damned (Aeroflot, OrenAir, probably Transaero...)
Last edited by DIESELENGINE; 4th Jul 2015 at 17:47.