Air Japan (AJX) B767

[ca777]

AJX interview question

please help. I'm interviewing next week and I need to know the call out for slecting the FLCH button. Is it flight level change? I'm not sure.
I appreciate everything that people has said and the info passed along.

[Martin VanNostrum]

Yes it is "Flight Level Change".

[Ganbare]

Only Northwest says "filch"

[Lear70]

Interview gouge, ladies and gentlemen, in 2 parts. Since I'm not going over, someone might as well benefit. This is as good as I can remember, done the day after I interviewed and, since I'm not 767 rated, some of the assumptions may be incorrect and hopefully some of the peeps currently flying there can jump in with corrections.

The fine folks at AJX / AJF have given out a lot of information in advance so you can be successful, so I don’t see any harm in providing the following guidance as I experienced in Tokyo.

Flew over JAL, fantastic experience, forgot what real customer service is like after flying the cattle cars in the U.S. 2 meals, one about one hour after takeoff, the other 2 hours prior to landing.

A couple of things to note: Needed cash: I got about $1,000 Yen out of the ATM at a 7/11 directly across from the hotel, they’re on the Pulse/Plus network and there’s 7/11’s all over the place. I got $1,000 Yen for about $93.20. Exchange rate at ORD at the currency exchange was $95 (a little worse than the ATM), so don’t worry about the exchange of currency. Coming back they pay $115 yen per $1 USD so you’ll lose about $0.20 cents per dollar coming back, no big deal if you use most of it.

Tipping is neither customer, expected, nor requested. They actually don’t like it / are confused by it. The Japanese consider it their jobs to do their required service at 100% of their ability without tipping as part of their salary. Forgot about that and had a waitress come running after me on day 1 for my $4 U.S. tip I left after a big dinner. 

Japan is approximately 15 hours ahead of U.S. Central Standard Time. Clearing customs was quick, no Visa required, simply told them I was there for personal/leisure, 3 days. The asked me my profession, I told them pilot, they asked no further questions and stamped me in. Customs similar, nothing to declare, move along.

Exit customs at Narita, turn right, head down the escalator, turn left, Information desk right in front of you that also sells bus tickets. Purchased one-way bus ticket to Haneda Airport, $35 Yen (about $31 USD). Busses are EXTREMELY prompt. Everywhere. So are the trains. You can’t be even one minute late, they’re gone, precision is one of the societal characteristics. 1 hour 15 minutes airport-to-airport. Off the bus, inside, downstairs one flight, taxi cab at east end of building, $20 Yen ($18 USD) straight to Toyoko Hotel, about 10 minutes taxi, 30 minute walk from the ANA building. They have continental breakfast each morning, Chocolate Croissants and coffee (no fruit) or Japanese style rice cakes and tea. Jonathan’s right across the road is like a Denny’s, with steak & eggs, plus normal Japanese menu items. Everything has pictures so you can just point, as does the very good restaurant on the corner, exit hotel turn left, go 100 yards on left upstairs. If you reach the police corner kiosk you’ve gone too far, it’s back 10 yards.

The train station is about 100 yards further down on the left past the police station on the corner. Very safe area, no worries about walking around day or night but there’s not much around except for food.

Very small hotel room, think cruise ship interior cabin. Barely enough room to walk around, hang your suit, small desk, 13” TV I never turned on, and a combination sink/shower toilet/bidet (watch out for the button marked “shower”). 

[Lear70]

Interview started at 1800 local time. I was the only person interviewing, the 2nd person bailed at the last second, got hired by Emirates. 5 panel interview, 3 Check Captains, 2 H.R. personnel. They didn’t smile a whole lot, but were VERY pleasant and professional. I think the only brusque/rude person I met my entire trip was the first taxi driver,,, everyone is very nice, overly so.

The interview was lead off by one of the H.R. interviewers, who had the schedule for the interview written on the board and went over it anyway. They all speak passably good English, some more than others. I can only give the same advice others have given. Speak quietly. Relax. Don’t be aggressive or assertive or loud. Smile, but don’t laugh or joke. Keep your hands on the table in plain site, it’s considered discourteous to “hide” your hands out of sight (don’t know why).

Orientation 1800 - 1830. Panel interview (normally one-on-one if more than one candidate interviewing) 1830 - 1930. Simulator 2000 – 2130. H.R. person went on to explain the background of AJX / AJV, when it was formulated, ANA interaction, etc.

Simulator briefing followed. Very similar to profile received via email EXCEPT a few notes (I don’t know if it was this instructor or company standard).
- Speeds are called out SPECIFICALLY for the profile, not “Set Speed Vref + 30”. Call out the exact speed, such as “Flaps 5, set 170” (which is Vref of 130+40).
- Note that the S.E. Vref speed is 139 + 5 = 144 kts.
- On each takeoff, at 500 feet they want HDG SEL, not LNAV (which only gets used once).
- On each takeoff at 1,500 feet they do NOT want V/S as is in the profile, they want FLCH, set speed 190, clean up to Flaps 1 only. I never, ever got flaps completely up and the briefing was very specific to go only to Flaps 1 on the approach.
- On the VOR approach, the profile says disconnect A/P and A/T *AFTER* joining the course. They wanted them disconnected *BEFORE* joining, just like the ILS Localizer.
- Note: On flaps retraction, the rest of the callouts aren’t done until the flaps are actually at the new position.
-



AJX Simulator Profile

Normal Takeoff #1 – Clean up only to Flaps 1 and Vref + 60

1. Enter aircraft, set seat position, set lights, set NAV, set V-speeds V1 129, Vr 132, Vref + 40 = 170, Vref + 80 = 210, Red Command Bug at V2 - 139.
2. Takeoff Briefing: “This will be a left seat takeoff Runway 17, Flaps 5, Reduced Power Setting 2. If there is a problem prior to V1, call out the abnormality, I will make the decision to abort. If there is a problem after V1, we will take no action until 1,000 feet except for raising the gear. At 1,000 feet we will take care of the problem and return here to Shimojishima. The clearance is runway heading to 3,000 feet. Are there any questions?
3. “Taxi and Takeoff Checklist to the line”.
4. Receive takeoff clearance, “Continue Checklist”. Complete.
5. Advance power to 70%, engines stable, Push N1 switch on MCP, release brakes, call “Set Takeoff Power”.
6. V1, Vr, V2. Positive rate = “Gear Up”. Pitch for V2+15-25 (154-164).
7. At 500 feet, “Heading Select”.
8. At 1,500 feet, “Set Climb Power, Set Vertical Speed 1,500.”
9. When accelerating through Vref+40 (170), “Flaps 1, Set Speed 190, After Takeoff Checklist”.
10. At 3,000 feet, “Autopilot On, Prepare for the approach and let me know when it is set.”
11. If any turns given prior to cleanup, maintain configuration until wings level on new heading. “Heading Select, Set Heading xxx”. No turns below 500’.

Visual Approach – 1 time practice, then graded.

1. Brief Visual Approach. “Take the aircraft, maintain heading xxx, maintain altitude xxx. This will be a visual approach to runway 17. Vref is 130 kts. Please call out abeam the runway 17 threshold, we will fly for another 35 seconds, then turn base, then turn final and land, full-stop. Any questions? I have the aircraft.”
2. “Descent Checklist”
3. “Approach Checklist”
4. “Ready for Approach”.
5. On turning Crosswind, configure aircraft to Flaps 5. “Flaps 5, Setting Vref + 40”. Have aircraft configured BEFORE crossing the runway or being vectored onto downwind.
6. Crossing runway, or 2 miles from downwind, disconnect Autopilot and Autothrottles. “Disconnecting Autopilot. Disconnecting Autothrottles”.
7. Note runway deviation from course in DME. At 170 kts a 10 kt headwind is a .9 DME turn (1.1 off the runway centerline). A 10 kt tailwind is a 1.1 DME turn (0.9 off the runway centerline). Remember the number above the compass rose is your TRACK. Self-announce any corrections.
8. Command “Flight Director Off. Set Heading 349.”
9. Abeam runway threshold, “Time Check, Gear Down, Flaps 20, set speed Vref +20”, arm speedbrake.
10. Set Power 65%, 4 deg pitch.
11. At three green, “Landing Checklist”
12. At 35 seconds, begin right turn and begin 700 fpm descent. Command “Turning base. Flaps 30, Set Speed Vref + 5, set Heading 079/259”. Set power at 50% and pitch down to 2 degrees until on-speed, then 61%, pitch at 4 degrees.
13. Roll out on base, time 12-15 seconds, until “noodle touches line” or until 0.7 DME cross-track if headwind, .8 if a tailwind, begin turn to final, increase power 2% for turn to maintain speed and V/S at 700 fpm. Remember to look out window, this is a VISUAL maneuver.
14. Rolling out on final, look for VASI and align. At last 1,000 feet, allow aircraft to go 3 red over 1 white to land in TDZ.
15. At 20 feet RA, begin flare and reduce power to idle. At touchdown, thrust reversers deploy, smoothly lower nose to centerline, then max thrust until 80 kts, idle reverse until 70 kts then stow.

Normal Takeoff #2 – clean all the way to Flaps 0 and Vref + 80.

1. Takeoff Briefing. Command “Taxi and Takeoff Checklist”.
2. Advance power to 70% holding brakes, engines stable, push N1 button on MCP and release brakes, call “Set Takeoff Power”.
3. V1, Vr, V2, Positive Rate, “Gear Up”.
4. At 500 feet, command “Heading Select”.
5. At 1,500, Command “Set Climb Power, Set Vertical Speed 1,500”.
6. Clean up on schedule, at 140, Command “Flaps 1”. At 160, Command “Flaps Zero. After Takeoff Checklist”.
7. At 3,000 feet, command “Autopilot On”, check speed, heading, and altitude.
8. If given a turn in climb, do not reconfigure until wings level again unless speed already accelerating. No turns below 500 feet.
9. Command “Prepare for the Approach, let me know when it’s set.”

VOR Approach

1. “You have the aircraft, maintain heading xxx, maintain altitude xxx”.
2. Brief Approach: “This is the Shimojishima VOR Runway 17 Approach, Plate 13-1, effective 19 April 2000. Shimojishimia VOR is 117.1, inbound course is 172 degrees, tuned manually left and in Auto, tuned manually in right and in manual. We will cross the VOR at or above 2,000 feet and descend to 1,500 feet, remaining within 14 DME of Shimojishima for the turn. Outbound course is 337 degrees, with a right hand turn to 172 degrees. Please call 1 ½ dot prior to course intercept. When on course inbound we will descend to minimums of 400 feet, set left and right. We need 400 feet ceiling and 1400 Meters visibility for this approach and we have both. Hi Intensity Airport Lighting System. Our VDP is 2.5DME from the Shimojishima VOR, Touchdown Zone elevation is 15 feet. The missed approach point is Shimojishima VOR station passage inbound. If we must execute the missed approach, it a right turn to intercept the 169 degree radial outbound climbing to 2,000 feet, then a right turn direct to the VOR and hold left with a 335 inbound course. 1,600 feet is the Minimum Safe Altitude all sectors of Shimojishima VOR. Do you have any questions?
3. “I have the aircraft, Flaps 1, Setting Vref + 60 (190), Descent Checklist”.
4. “Approach Checklist.”
5. “Ready for Approach”
6. When cleared direct to SJE, confirm PNF has set in CDU and SJE is white, call “Setting LNAV”.
7. 3-4 miles before SJE, “Flaps 5, Setting Speed Vref + 40” (170).
8. Descend so as to cross SJE at 2,000 if so assigned by ATC. Power idle for descent until below 2,000 feet. When ALT CAP, call “Setting next altitude”.
9. At SJE VOR, turn to heading 337, “synchronizing heading 337. Setting Vertical Speed down 500”. Power 50% pitch 3 degrees (autopilot is still engaged).
10. At ALT CAP, call “Setting next altitude, 400 feet”.
11. At 10 DME if LNAV has not commanded turn or at start of LNAV turn, “Setting heading 110. Heading Select. Gear Down. Flaps 20, Setting Speed Vref +20”. Arm Speedbrake.
12. At 3 green, “Landing Checklist”.
13. At 1 ½ dots prior, “Setting LNAV”.
14. Established on VOR inbound course, Command “Autopilot is OFF, Autothrottles are OFF, Flaps 30, Set speed Vref +5, Set Vertical Speed down 1,000, set missed approach heading”. Set Power 50%.
15. At 700 ft, call “Set vertical speed 500”. Approaching Minimums reduce descent to 300 fpm. Set Power 61%
16. At ALT CAP, Command “Altitude Hold ON, Set Missed Approach Altitude”. Set Power 72%, 4.5 deg pitch.
17. Runway in sight, wait until VDP (2.5-2.7) or Red/White PAPI, call “Landing, remove my flight director”.
18. At 20 feet, flare slightly, power to idle. At touchdown, reverse idle, lower nose gear, then full reverse until 80 kts, idle reverse until 70 kts, then stow TR’s.

[Lear70]

V1 Cut

1. Takeoff Briefing to include V1 cut. Brief that the working engine will always be guarded for thrust lever or fuel lever movement.
2. Command “Taxi and Takeoff Checklist to the line”.
3. Cleared for Takeoff, command “Continue Checklist”.
4. Advance power to 70% holding brakes, check engines, then push N1 button, release brakes, call “Set Takeoff Power”.
5. V1, Vr, V2, ENGINE FAILURE! Smoothly apply rudder, keeping nose on centerline, delay rotation slightly, then rotate slower, 2 deg per second, up to 12.5 degrees. KEEP BALL CENTERED, DO NOT use ailerons unless required.
6. Positive rate, “Gear UP”.
7. At 400 feet, rudder trim as required.
8. At 500 feet, Command “Heading Select”.
9. At 1,000 feet, Command “Set Vertical Speed up 300 feet.” and accelerate.
10. At Vref + 40 (170) command “Flaps 1, Flight Level Change, Set Speed 190, Set Max Continuous Power, Engine Failure and Shutdown Checklist”.
11. On checklist, make sure the PNF guards the thrust lever as you retard it. Make sure you guard the fuel cutoff when the PNF turns the bad engine off.
12. At 1,500 feet, command “Autopilot ON”.
13. At 3,000 feet, reselect Speed at 190 or aircraft will accelerate. Retrim for new power setting = less rudder.
14. “After Takeoff Checklist”.
15. When After Takeoff Checklist complete, command “Squawk 7700, Declare the Emergency, Check Weather.”
16. If weather acceptable, command “Tell ATC we would like the ILS 17, prepare for the approach, let me know when it is set.”

ILS Single Engine Approach

1. When preparation complete, “You have the aircraft, maintain heading xxx, maintain altitude xxx” This will be the Shimojishima Runway 17 ILS Approach, Plate 11-2, Effective 19 April 2000. ILS Frequency 111.5, inbound course 169 set Left and Right. Initial altitude 1,500 feet, cross the FAF ILS DME 4.6 at 1,500 feet, down to the ILS minimums of 215 feet, set Left and Right, 200 feet above the touchdown zone of 15 feet. We need minimum weather of a 200 foot ceiling and 800 meters visibility or 550 RVR, and we have the minimums. If we must execute a missed approach, it is a right turn to intercept the 169 Shimojishima VOR climbing to 2,000 feet then a right turn direct to the Shimojishima VOR and hold, left hand turns, 337 is the inbound course. 1,600 is the Minimum Safe Altitude, all sectors around the Shimojishima VOR. This is a single engine approach, flaps 20, speed will be Vref +25 on approach. Any questions?
2. Command “I have the aircraft, Descent Checklist”.
3. “Approach Checklist”.
4. Call “Ready for Approach”
5. When turning base or inbound angle, command “Flaps 5, Setting Speed Vref + 40”.
6. On final vector, cleared for approach, push APP, disconnect autopilot and autothrottles, Command “Arm Approach”.
7. Capture Localizer and stabilize.
8. When glideslope is alive, “Gear Down, Flaps 20, Set Speed Vref + 20 + 5”. Arm Speedbrake. Set Power at 85%, pitch 4 deg. Watch the rudder!
9. At 3 green, “Landing Checklist”.
10. At G/S capture, reduce power to 67% at 2.5 deg pitch, set rudder trim, then don’t touch it again until after landing.
11. At minimums, call “Landing”, do not remove the flight director, use both to land. Remember to dip half a dot low in the last 500 feet or so of flight to get 3 red over 1 white.
12. At 20 feet, flare and bring the power back to idle. Touchdown zone is in first 2,000 feet.
13. Idle reverse on touchdown, lower nose wheel, careful with reverse thrust on rollout single engine, idle at 80 kts, stow T/R at 70.


GOOD LUCK!

[orangutan]

Wow

Thanks Lear 70, that's a lot of really good and useful information. I really appreciate you taking so much time to help us all out.

I have a general question for you or anyone else who might care to respond...I thought I had heard that it is acceptable to use vacation days--one or two per month--to supplement the 8 actual days off you get each month. However, I talked to Alan at HACS yesterday, and he said no go. Is it PARC or another contractor that allows this? Or is nobody offering this anymore?
This seems like a great job in every other way, but the lack of days off at home is pretty tough to get over. Any input would be greatly appreciated.

Thanks very much

[meguro]

Oragutang, Np problem allocating the days over the year, it's happening currently! HACS may not be up to date with what's actually going on online.
Gambate ne

[orangutan]

Many thanks Meguro! I really appreciate your response--that is good news, and it helps me quite a bit.

By the way, for those of you at HACS/Crew, I noticed yesterday that HACS has contacted Northwest Airlines about trying to get on Northwest's "approved jumpseat list". I wrote a letter of support to our jumpseat committee urging them to add HACS to the list (a necessary step in the approval process), so hopefully you will have that resource available to you soon. (They are voting on it the second week of March).

Thanks again for all your kind help and good information...

O

[meguro]

Orangutan, Many thanks for your consideration with respect to the Jump seat.
My history is that I have been in both AJX and AJV and am currently flying in AJV.
Good luck to all those guys starting in January, if I am the sim centre I will call in to your class and say hi.
Regards

[The Dominican]

We will not be able to reciprocate any jumpseat with NWA since it is not permited under our operation (we can't even jumpseat on our own A/C's) I find it hard to believe that the NWMEC will aprove a unilateral jumpseat agreement

[orangutan]

Hi Meguro,
Thanks for the kind words. I am interviewing for AJV at the end of February, and am really hoping all goes well. How do you like it there? I'd be interested to hear your opinion about rosters, days off etc--if you care to comment. Thanks again and hope to see you around the patch one of these days.

Dominican
Yeah, I thought it was strange to see HACS name on the list too, as I had heard of the no jumpseating policy. However as long as they were asking, I figured I might as well support the cause. We'll keep our fingers crossed.

[7spade]

does anyone know if these contracts are strictly commuting,
and if so, are you required to leave the country once per month?

do you have to have a domicile for the confirmed zed tickets, or could they
be to a destination of your choice?

would you be able to apply for residency status?

what are chances of a work permit for your spouse?

i think those would be questions with interest to a lot of wannabes!



thanks to lear70 for his great gouge!

[CaptainProp]

Thanks for great information. Im currently considering the deal.
Who is "best" to go with? Park or HACS, anybody?

/CP

[crj705]

- It is a strictly commuting contract. Currently no option to become a Japanese resident.

-ZEDs are to anywhere you want them. Your home or vacation.

-Wife has to qualify for a work permit on her own accord since you have no residency status. Not an easy thing to do. I have been looking into it for a while now. I hear that teaching engilsh is one possible job they could do.

I am from the US but dont live there anymore and I am with Parc. However, our health insurance doesn't really cover you in the US. If you are from the US, HACS's health insurance is better and they have a 401k program. So far, I dont have any complaints with Parc... My pay shows up on time and correct each month so far and my emails get answered fairly quickly.

[7spade]

crj

thanks for the info.

why is the bupa medical no good for the u.s.?

i am familiar with zed fares, just was wondering about
the 'confirmed business class tickets to/from domicile each month' which showed up on a hacs ad.

can you change domicile?

flexibility to switch domicile from the u.s. to europe or maybe hong kong and back within the 5yr period would make this a very attractive package.

[777birdcage]

The BUPA from PARC does work in the US and works 100% whether on duty or not.. This is confirmed and I have used it! (lots of mis-information about this)

The biz class travel is new and still going through a teething phase.. As I understand it, you can nominate 2 residences (one being your home on file).. I do not know if it is a problem to switch between the two often but I can tell you we have guys with more then one house in more then one country, so I don't see it being a major issue. Again, as far as I know, to change you residence, you fill out a form online.. Now obviously you cannot be changing that often so to go to Hawaii one month, then Bali and then London.. (I know, I asked!! )

Some problems right now for us Americans and the guys from Europe because the company is pushing ANA as priority for travel, and for a lot of us that means a much longer, multi-leg commute; which oh by the way, costs more then flying our "home town" carriers with non-stop flights.. Keeping things in perspective, having these tickets is WORLDS better then trying to non-rev...

I think the winds of change are blowing over here, and I cannot tell you how things will shake out.. Many guys making THOUSANDS less then they did years ago because of the weak dollar.. Lots of jobs out there now, many are closer to home, and paying descent.. It will be interesting to see over the coming months as there are a bunch of the guys who originally started AJV coming up on contract (renewal)..

If you have more specific questions, there is good info on here, so just ask!!

Cheers,

BC

[washington]

Anybody going for interviews in February?

[crj705]

I should clarify my understanding of the BUPA. I was told by PARC that it will cover you in the US for the 1st 20 some days of your time in the US and visits have to be pre-approved unless an emergency. I should have been more specific and said that it won't really provide effective family coverage in the US unless they come and go each month, from my understanding. That being said, I have never tried to us it in the US so I dont really know for sure, so if my info is wrong, please correct it.

[galdian]

For info whilst dominated by Parc and Hacs, International Airline Crewing (IAC) are starting to get a few guys in as well.

Played with figures one day and reckon after 5 years pay between Parc and Hacs was different by $60, IAC was better by around $8,000.

Only suggesting another contractor to consider should you wish to, do your homework on them all and see who gives you the best vibe.