Air Japan (AJX) B767
Join Date: Nov 2006
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So what are the PIC hour requirements for ANA Cargo for the Captain position? I looked at all 24 pages of this thread but couldn't find the answer. The Parc website says 3000 PIC commercial jet then in a two line later line it says Command Type Rating (737/A320).
That implies any PIC jet will work so long as you have a command TR.
I have 2900 PIC jet and a 737, 757, 767. Most of my PIC Jet time is in RJs the rest is B737. All 757/767 is SIC (2000 hrs). PIC total is around 6,000. TTL time is 8800.
That implies any PIC jet will work so long as you have a command TR.
I have 2900 PIC jet and a 737, 757, 767. Most of my PIC Jet time is in RJs the rest is B737. All 757/767 is SIC (2000 hrs). PIC total is around 6,000. TTL time is 8800.
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Yes, you are right; any jet PIC time will work as long as your type rating is in a heavier aircraft. However, they tend to be absolutely inflexible about the 3000 hours, even being just 100 hours short means that you do not meet their requirements for captain. I was in a similar situation and ended up deciding to take the FO job, with the promise of upgrade opportunity in a few years. Still better than anything I could have gotten in the states. Good luck to you.
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Nice to hear from you Jobear
Not that I know of but then again on the line we only get sporadic news from the "school house" quite a bit of furloughed guys coming thru these days
Not that I know of but then again on the line we only get sporadic news from the "school house" quite a bit of furloughed guys coming thru these days
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For those of you with an interview A colleague and I were lucky enough to get the call for interview. These are our experienes:
Most of the information about the simulator profile is pretty accurate. Somebody did ask about the speedbug settings for landing; 2 bugs on VREF, 1 bug on 170KIAS, 1 bug on 210KIAS and the final bug on 250KIAS. Hope that helps.
For the 15 question written quiz there were a number of questions about safety equipment; where the megaphones are kept in the cabin and something about life preservers and whistles. There was a question about the location of the core of a jetstream and some strange American centred questions about IFR delays and terminology involved.
The interview itself was with a panel of 5, three training captains and 2 men from HR. The usual 'why ANA?', 'what do your family think about it?' all asked in a very polite and gentle way with lots of writing by the interviewers. The technical questions we were asked included: the 3 requirements to continue an NPA, when to abandon a TO and questions about being go-minded, runway lighting distances and adjustments to landing minima, runway illusions, your role as an FO, hydroplaning and preparing for a flight into icing.
Hope that helps with the preparation. The sim session itself is outstanding and the 767 is wonderful to fly. They give you a full hour and a half with an auto-coupled ILS and a visual approach to practice before you do the assessment. One point not mentioned in the documentation is that they like you to wait until the flaps are set before calling for checklists. The SOP calls for starting timing on the visual is 'time in' and for completion of the leg is 'time up'. In order to keep within the required 2 miles of the runway on the visual set PROG page 2, you will be on a closing track, when the XTK gets to 3nm start the turn onto downwind and you will be nicely set up. On the VOR approach they want you to wait until there is a half scale deflection on the VOR needle before calling for LNAV. They also want you to do an old fashioned dive and drive NPA. So when established on the inbound course descend to 460 feet using VS 1000fpm reducing to 300fpm for the last couple of hundred feet.
Most of all try to enjoy the experience, its not often you get the opportunity to pole a widebody jet around the circuit!!!
Most of the information about the simulator profile is pretty accurate. Somebody did ask about the speedbug settings for landing; 2 bugs on VREF, 1 bug on 170KIAS, 1 bug on 210KIAS and the final bug on 250KIAS. Hope that helps.
For the 15 question written quiz there were a number of questions about safety equipment; where the megaphones are kept in the cabin and something about life preservers and whistles. There was a question about the location of the core of a jetstream and some strange American centred questions about IFR delays and terminology involved.
The interview itself was with a panel of 5, three training captains and 2 men from HR. The usual 'why ANA?', 'what do your family think about it?' all asked in a very polite and gentle way with lots of writing by the interviewers. The technical questions we were asked included: the 3 requirements to continue an NPA, when to abandon a TO and questions about being go-minded, runway lighting distances and adjustments to landing minima, runway illusions, your role as an FO, hydroplaning and preparing for a flight into icing.
Hope that helps with the preparation. The sim session itself is outstanding and the 767 is wonderful to fly. They give you a full hour and a half with an auto-coupled ILS and a visual approach to practice before you do the assessment. One point not mentioned in the documentation is that they like you to wait until the flaps are set before calling for checklists. The SOP calls for starting timing on the visual is 'time in' and for completion of the leg is 'time up'. In order to keep within the required 2 miles of the runway on the visual set PROG page 2, you will be on a closing track, when the XTK gets to 3nm start the turn onto downwind and you will be nicely set up. On the VOR approach they want you to wait until there is a half scale deflection on the VOR needle before calling for LNAV. They also want you to do an old fashioned dive and drive NPA. So when established on the inbound course descend to 460 feet using VS 1000fpm reducing to 300fpm for the last couple of hundred feet.
Most of all try to enjoy the experience, its not often you get the opportunity to pole a widebody jet around the circuit!!!
Last edited by Hobbit; 13th Feb 2009 at 15:39.
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Shouldn't be a problem littlejet. If nothing else, you could opt to take the $2000 travel allowance instead of the C class ticket. That way you could buy your own ticket and commute to/from any place you want.
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Anybody willing to post the interview experience of airlinepilotforums.com?
The administrator bans my ip address.
The administrator bans my ip address.
Just got back from the interview in Tokyo. I was offered the job pending the medical results. It was a great experience and am looking forward to hopefully joining you guys there in January. They will have a class in November and every other month for now.
As far as the interview process goes it was pretty straight forward like all the previous posts have stated. Plan on leaving for Tokyo on Sunday and staying until Friday. I did the interview and sim on Tuesday, had a free day on Wednesday, and the medical on Thursday. You will know if you have the job offer the night of the interview or first thing the next morning. If you do not get the offer you have the option of staying until Friday or trying to leave early.
The interview consists of the 15 question quiz which, as everyone else has said, appears to come from the ATP question bank. The quiz is not too hard but I would recommend reviewing one of the ATP study guides. There were a couple of questions I might have missed if I had not reviewed. I was told that the better you did on the quiz the less technical questions you will get in the interview. I do not think I missed any questions on the quiz and had only one technical question during the interview.
After the quiz you will spend about an hour in the orientation. Most of the orientation was spent covering the sim profile. They are very thorough and will cover any questions you have. Make sure you know the sim profile, especially the power settings. You do get some practice time before the sim evaluation starts. They will put you on final and do an autoland so you can see what the power settings and view look like on final. You will also do a practice VFR pattern just like the one you will do on the evaluation. I had notes on my approach plates with flap and power settings and other things I thought would be useful during the ride. They offered me approach plates when we got into the sim but said it was ok to use the ones I had made notes on.
The panel interview lasts around 45 minutes and consisted of 3 pilots and 2 HR reps. Like I said before I only had one technical question. What is V1 and V2? They asked me if I had flown up north during the winter, which I have, so I guess that eliminated the cold weather/icing questions. The rest of the questions seemed to focus on how much I wanted the job and did I plan on staying long term. Why do you want to fly for AJV? How does your family feel about the job? Do they know how long you will be away for training? I was there for AJV captain so they asked if I did not get captain would I be willing to accept a first officer postion or a position with AJX? Why AJV as my first choice? Do I think the captain is more important than the first officer?(CRM) Are you prepared for training? What did you do to prepare for the interview? From what city are you going to commute and are there any direct flights? How far do you live from your home airport? They were very friendly and made me feel at ease. It can be hard to understand some of the questions but listen carefully and if you do not understand there is no problem asking them to repeat the question. As everyone else has said, do not rush the answers.
You will also do the MMPI, around 540 questions, while you are waiting for the other candidate to do the sim and interview.
The hotel was just like everyone said. Small rooms and hard beds but overall I had no problem with it. They have a japanese style breakfast in the lobby or you can go next door for an american style breakfast, both are free. There is plenty of food around. A 7-11 across the street. If you take a left out of the hotel, about 1/2 mile down the road is a McDonalds and Dominos Pizza. You will take the Limousine Bus from Narita to Haneda, costs 3000 yen($30). As someone said before, it is a good idea to have a map of the hotel to show the cab driver at Haneda. The hotel has a free shuttle service that runs from the Haneda airport to the hotel starting at 1800 and runs every 15 minutes. When you leave on Friday, the hotel shuttle will take you to the airport, it starts running at 0500 and runs every 15 minutes. The first limousine bus runs from Haneda to Narita starting at 0745 and it takes about an hour. If you have one of the morning flights back to the USA I would recommend taking the 0745 bus and be at Haneda around 0700 to make sure you get a ticket for the bus.
To prepare for the interview I used Gleim's ATP book, Ace The Technical Pilot Interview by Gary Bristow, and printed out everything I could on ANA, Japan Postal, Air Japan, JP Express and Japan in general. I also bought a 767-300 cockpit poster so I would be familiar with the cockpit layout. I used the x-plane flight simulator to practice the approaches. Don't get to caught up in trying to use the 767-300 in x-plane or ms flight sim, as someone stated before, the switches might not be the same or in the same position. Just use the sim to get familar with flying the approaches and practicing the sim profile.
Overall it was a great experience. Have fun and enjoy the opportunity.
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Just finished the interview and sim, still in Tokyo waiting to do the medical. The gouge is right on. Don't forget to study up on whatever airplane you are flying because they will ask a couple of questions about it. Low stress interview very nice experience.
OVERPREPARE for the sim. I was lucky enough to have gotten a little bit of time in a sim before I got here, it truly helped. If you can not get into a sim use flight simulator or whatever you can to actually fly the approaches and make call outs real-time. Memorize the pitch and power settings they send you.
Good luck
OVERPREPARE for the sim. I was lucky enough to have gotten a little bit of time in a sim before I got here, it truly helped. If you can not get into a sim use flight simulator or whatever you can to actually fly the approaches and make call outs real-time. Memorize the pitch and power settings they send you.
Good luck
Last edited by JetMidway; 7th Nov 2008 at 22:43.
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Answers to a couple of your questions.. from AJV point of view
No problem having 2 commute destinations as that is what AJV allows. I have ATL and LHR (London) for instance. You can alternate if monthly if you want. We have also had people fly into one place to begin vacation (off time) and out of there second destination. Now you CAN'T choose a different place every month!
he he, I asked!
My understanding is and has always been that we are not subject to Japanese taxes. (on the commute contract) This drives a lot of things here we are told. For instance, the we have to pay for our hotel in NRT, and then the company pays us back monthly. Same with bus / train travel in Japan... Further, we are NOT subject to any USA tax treaty breaks, since no Japanese taxes are paid. Not by us, not by ANA and not by PARC!
Thank You to the folks posting interview gouge. Welcome to the new guys, and I will see you at the PARC welcome party on the 16th and (or) the company party on the 17th!! Hope you like (LOTS!!!) saki!
No problem having 2 commute destinations as that is what AJV allows. I have ATL and LHR (London) for instance. You can alternate if monthly if you want. We have also had people fly into one place to begin vacation (off time) and out of there second destination. Now you CAN'T choose a different place every month!
he he, I asked!
My understanding is and has always been that we are not subject to Japanese taxes. (on the commute contract) This drives a lot of things here we are told. For instance, the we have to pay for our hotel in NRT, and then the company pays us back monthly. Same with bus / train travel in Japan... Further, we are NOT subject to any USA tax treaty breaks, since no Japanese taxes are paid. Not by us, not by ANA and not by PARC!
Thank You to the folks posting interview gouge. Welcome to the new guys, and I will see you at the PARC welcome party on the 16th and (or) the company party on the 17th!! Hope you like (LOTS!!!) saki!
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Thanks Dominican for posting the gouge. That was my post on APC. Sorry guys, I thought I had also posted it over here.
No problems on my medical and had the psych interview on Sunday. Nothing to the interview. The psychiatrist has a profile based on your MMPI and just wants to talk to you in person to validate the results of the test. He writes a 2 to 3 page report based on the test and the interview.
How long after finishing everything did it take you guys to get the job offer?
No problems on my medical and had the psych interview on Sunday. Nothing to the interview. The psychiatrist has a profile based on your MMPI and just wants to talk to you in person to validate the results of the test. He writes a 2 to 3 page report based on the test and the interview.
How long after finishing everything did it take you guys to get the job offer?
Last edited by atldrvr; 7th Nov 2008 at 00:58.
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Hobbit,
The pay quoted by Parc is BEFORE tax.
Assuming you're going to commute, Parc gets your salary from AJV in US$, which can then be converted to certain other currencies by Parc (GBP & Euro), if you wish. This money then goes straight to the bank account you've specified. It is then up to you to ensure the taxes are paid in your country of residence.
I believe CReW/HACS does it slightly differently, as they are more geared towards the US way of doing things. As I understand it, they take out the US Federal tax and then it's up to the US pilots to sort out state taxes. I've probably got that completely screwed up as I'm neither a US pilot, nor with CReW, and hopefully someone will put me straight on the way they do things. The important thing being CReW do subtract some money before it goes to your bank account, Parc don't.
If you compare the Parc numbers and the CReW numbers you will see, funny old thing, that they add up to the same thing. In other words, both companies' figures are BEFORE tax.....and THEN they work slightly differently.
If you're going to live in Japan then I'm afraid I haven't got a clue but we don't get involved with Japanese tax on the commuting contracts
Does anybody know if the pay quoted by Parc is before or after tax?
Assuming you're going to commute, Parc gets your salary from AJV in US$, which can then be converted to certain other currencies by Parc (GBP & Euro), if you wish. This money then goes straight to the bank account you've specified. It is then up to you to ensure the taxes are paid in your country of residence.
I believe CReW/HACS does it slightly differently, as they are more geared towards the US way of doing things. As I understand it, they take out the US Federal tax and then it's up to the US pilots to sort out state taxes. I've probably got that completely screwed up as I'm neither a US pilot, nor with CReW, and hopefully someone will put me straight on the way they do things. The important thing being CReW do subtract some money before it goes to your bank account, Parc don't.
If you compare the Parc numbers and the CReW numbers you will see, funny old thing, that they add up to the same thing. In other words, both companies' figures are BEFORE tax.....and THEN they work slightly differently.
If you're going to live in Japan then I'm afraid I haven't got a clue but we don't get involved with Japanese tax on the commuting contracts
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Unless things have changed (and more than happy to be corrected) the whole intent of AJV/X is that they, nor the contract agencies, do not address tax in any way, shape or form.
They give you a sum of money - what you do with it and any tax implications in the world are the SOLE RESPONSIBILITY of the contractor - you.
If you do not have Alien Residency you cannot pay Japanese tax; if you don't pay Japanese tax then you can't apply any bi-lateral tax agreements with other countries around the world.
There are Japanese contracts that pay Japanese tax - AJV/X has NEVER been one of those contracts.
Regards Crew taking out money - could be to put into sperannuation (401K or whatever the Yanks call it), a point of difference between the contract agencies.
Not all contracts are exactly the same. Contractor beware!
Cheers
They give you a sum of money - what you do with it and any tax implications in the world are the SOLE RESPONSIBILITY of the contractor - you.
If you do not have Alien Residency you cannot pay Japanese tax; if you don't pay Japanese tax then you can't apply any bi-lateral tax agreements with other countries around the world.
There are Japanese contracts that pay Japanese tax - AJV/X has NEVER been one of those contracts.
Regards Crew taking out money - could be to put into sperannuation (401K or whatever the Yanks call it), a point of difference between the contract agencies.
Not all contracts are exactly the same. Contractor beware!
Cheers