Air Japan (AJX) B767
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To take a type rating or not
I understand that in ANA they don't care which type you have on license as long as is ME Jet Commercial Rating, however I was wondering what do you guys think if you have to invest your own money would you buy B737 or B757. I don't have any time in 737, but have about 700+ in 757? Also, I guess some people pass interview, medical and sim, and it looks like they still didn't get the job, do you guys think it is too much risk to invest your own money for type rating without even securing the interview
.
Thx for advice.
. Thx for advice.
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So your question is if one should invest in a 737 or 757 rating? At the same time you say you have 700 hrs on the 757? You also, rightly, state that ANA does not care on which type you have ME jet time on.....but still considering buying a type rating....
CP
CP
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Crandal
Have to agree with CaptProp, not sure what you're on about.
Insiders may have more info BUT if your 757 time will get you the interview why are you talking about paying for ratings??
(Having said that it is possible the 757 is a problem for Japan as they have never seen the beast operating within their fair shores therefore maybe it does not exist - "yes it carries lots of people but only single aisle...but like a 767..but a 767 has two aisles...so it's a 767 .....well, no, but.....almost maybe a 767!
Ahhhh sooo - wakarie ma****e (I understand - but do they??)
If you get the interview ... and finally get the gig ... rest assured they will train you to fly a 767 their way - or the highway - so why waste your money??
Any corrections to the above from insiders more than welcome.
cheers
galdian
Have to agree with CaptProp, not sure what you're on about.
Insiders may have more info BUT if your 757 time will get you the interview why are you talking about paying for ratings??
(Having said that it is possible the 757 is a problem for Japan as they have never seen the beast operating within their fair shores therefore maybe it does not exist - "yes it carries lots of people but only single aisle...but like a 767..but a 767 has two aisles...so it's a 767 .....well, no, but.....almost maybe a 767!
Ahhhh sooo - wakarie ma****e (I understand - but do they??)
If you get the interview ... and finally get the gig ... rest assured they will train you to fly a 767 their way - or the highway - so why waste your money??
Any corrections to the above from insiders more than welcome.
cheers
galdian
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Crandal
Having a type for the 75/76 will not give you any advantage towards obtaining an interview with ANA and it wouldn't help you with any of the 76 contracts out there because you don't have the 500 pic. If you absolutely have to spend money on a type, your best bet would be on a 737 or even better a 777 type
Having a type for the 75/76 will not give you any advantage towards obtaining an interview with ANA and it wouldn't help you with any of the 76 contracts out there because you don't have the 500 pic. If you absolutely have to spend money on a type, your best bet would be on a 737 or even better a 777 type
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To apply for ANA, I need a commercial jet type rating on any airplane. I was trying to see what would work better in my case because I don't have a type rating on any Jet Airplane. I would apply for FO position, and with so many people applying, I was wondering would I have a better chance to get the interview with 757 type,because I already have some time on it,or I should go for 737 eventhough I have never flown airplane before.
Thanks for all of the replys, I hope I don't sound too confusing
, just trying too get the most for the money that I will spend on the type rating. The price for the 737 or 757 should be the same because they will give me the short course on 757.
Again, thanks a lot for all of you replying to my questions.
Crandal
Thanks for all of the replys, I hope I don't sound too confusing
, just trying too get the most for the money that I will spend on the type rating. The price for the 737 or 757 should be the same because they will give me the short course on 757.Again, thanks a lot for all of you replying to my questions.
Crandal
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Crandal,
I have to admit to being a bit confused. How can you have 700 hours on the B757 and no type rating? Once we clear that question up then other stuff might start to fall into place. I'm sure you'll be able to convince us that no creative accounting has gone on.
As Dominican says, having a B757/B767 type rating is not a necessity but, if I were interviewing for AJV/AJX and I had two guys who passed all the requirements but I only had one slot for them, then I'd probably go for the B757 rated guy. At the end of the day, if you've got the type on your licence (B757 or B757/B767) then you do the shorter course, the Company gets you on line and working for them quicker and they spend less on the process. Not forgetting, of course, that the B757 is SO much nicer to fly than the B737
Before you spend any of your money, however, I would strongly recommend you talk to one of the agencies that deals with AJV/AJX and see what their take is on the matter. At the moment there are lots of very qualified pilots applying. We all know why but the crux of the matter is the airline can afford to be more chosey than they might have been in the past. You might have a B757 type rating and 700(?) hours on the jet but there are plenty of American pilots and others, who might not have a B757 rating but have a shed load of B737 hours etc and have been flying the line i.e. they haven't just got a bare-bones rating from a sim school. Better to find out that you won't get a job with the bare minimums BEFORE you waste your $$$$s.
I have to admit to being a bit confused. How can you have 700 hours on the B757 and no type rating? Once we clear that question up then other stuff might start to fall into place. I'm sure you'll be able to convince us that no creative accounting has gone on.
As Dominican says, having a B757/B767 type rating is not a necessity but, if I were interviewing for AJV/AJX and I had two guys who passed all the requirements but I only had one slot for them, then I'd probably go for the B757 rated guy. At the end of the day, if you've got the type on your licence (B757 or B757/B767) then you do the shorter course, the Company gets you on line and working for them quicker and they spend less on the process. Not forgetting, of course, that the B757 is SO much nicer to fly than the B737
Before you spend any of your money, however, I would strongly recommend you talk to one of the agencies that deals with AJV/AJX and see what their take is on the matter. At the moment there are lots of very qualified pilots applying. We all know why but the crux of the matter is the airline can afford to be more chosey than they might have been in the past. You might have a B757 type rating and 700(?) hours on the jet but there are plenty of American pilots and others, who might not have a B757 rating but have a shed load of B737 hours etc and have been flying the line i.e. they haven't just got a bare-bones rating from a sim school. Better to find out that you won't get a job with the bare minimums BEFORE you waste your $$$$s.
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Lot's of airlines in the US do not give type ratings to FOs. Even if they do, most airlines give them an type rating that is limited to Second in Command only. There are only one or 2 airlines that give the full type to their FOs. I imagine this is his situation.
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Well, how about that, I learn something new every day. There's me thinking you had to have the type rating before you could operate the type commercially as an FO or a Capt......I'm not a Sherman, so don't know Sherman regulations (well, not all of them ) I knew that some countries have command ratings and non-command ratings but I thought you had to get A rating before you carried pax/boxes around. As for domestic or international, well that's just getting silly 
So, to Crandal's original question. Well, now that's a LOT easier: 757 type rating! If it's going to cost the same, you've got 700 hours on the machine and it's going to mean a shorter course for you and less cost for the company, I would think that's a no-brainer.
I stand by my suggestion that you speak to one of the agencies first though. 5000 hours B737 would, I think, trump a 757 rating + 700 hours and the agencies will have a better idea of the competition you're up against and give you a clue whether to spend your $$$s or not.
) I knew that some countries have command ratings and non-command ratings but I thought you had to get A rating before you carried pax/boxes around. As for domestic or international, well that's just getting silly So, to Crandal's original question. Well, now that's a LOT easier: 757 type rating! If it's going to cost the same, you've got 700 hours on the machine and it's going to mean a shorter course for you and less cost for the company, I would think that's a no-brainer.
I stand by my suggestion that you speak to one of the agencies first though. 5000 hours B737 would, I think, trump a 757 rating + 700 hours and the agencies will have a better idea of the competition you're up against and give you a clue whether to spend your $$$s or not.
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Hi guys,
I've just spent four hours trawling through all 29 pages of this thread, and can't find much specific information on the current technical side of the interview.
A few posters from last year say that this part now lasts about 15 mins, with some emphasis on turbulence, de icing procedures, Jepp charts, ICAO holding speeds, and airspace classification.
Any offers of information? I promise to give an update when I get back from Tokyo in two weeks.
I've just spent four hours trawling through all 29 pages of this thread, and can't find much specific information on the current technical side of the interview.
A few posters from last year say that this part now lasts about 15 mins, with some emphasis on turbulence, de icing procedures, Jepp charts, ICAO holding speeds, and airspace classification.
Any offers of information? I promise to give an update when I get back from Tokyo in two weeks.
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Ranklein,
Including days off, it took me 116 days to get from Orientation to first flight in an aircraft. This included all the normal stuff you'd expect to get before flying, grounschool, SEP, CRM, dangerous goods, sims etc etc. So, basically 4 months.
If you're not type-rated, add another month to this to take care of the extra systems groundschool and type rating simulators.
It's a BLOODY long time but, at the end of the day, you'll fly with a great bunch of blokes and the Company (as far as we're concerned) is run by a bonza bunch, including our very own Fujita San, a Boss everybody can love
Including days off, it took me 116 days to get from Orientation to first flight in an aircraft. This included all the normal stuff you'd expect to get before flying, grounschool, SEP, CRM, dangerous goods, sims etc etc. So, basically 4 months.
If you're not type-rated, add another month to this to take care of the extra systems groundschool and type rating simulators.
It's a BLOODY long time but, at the end of the day, you'll fly with a great bunch of blokes and the Company (as far as we're concerned) is run by a bonza bunch, including our very own Fujita San, a Boss everybody can love
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That is a true statement, Fijita-san is just a great guy isn't he? On the AJX side they are also pretty easy to get along with and I find them very accommodating with schedules and personal requests as long as you don't make them at the last minute. One thing that I like here is the camaraderie within the pilot group and it is really across the divide between AJV/AJX I hang out with AJV guys quite a bit and it was very funny recently when an AJV guys asked when we where going to fly together? I just laughed and told him that it would help if worked for the same company, we all had a good laugh about it. The training is definitely long and is mostly an exercise on patience, but at the end is all worth it in my opinion
Hey Nightsun, checkout this interview that was posted on "willflyforfood" it has some recent interview experience, let me know if the link doesn't work for you and I'll post the whole thing
good luck
Will Fly For Food - Professional Pilot Jobs, Interviews, Pay Rates, Forums and more!!!
Hey Nightsun, checkout this interview that was posted on "willflyforfood" it has some recent interview experience, let me know if the link doesn't work for you and I'll post the whole thing
good luck
Will Fly For Food - Professional Pilot Jobs, Interviews, Pay Rates, Forums and more!!!
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Hi all I have read all the info in this thread and it all good stuff. I would like to ask an Aussie about how their commute is, what company they fly and to where in Oz too see if this lifestyle will work for me. PM me if your an Aussie working for AJV or AJX. Many thanks.
Hi Guys
To answer the last 2 questions.
As far as I can remember, was a long time ago, all we had to write, examwise for the ATPL conversion was Japanese airlaw, other exams were the type technical and radio licence. Sufficient (and more) preparation was given by the company for them. Sim checks consisted of 2 rides (for non type rated), the type rating check and then the ATPL check. Both were with JCAB inspectors b ut, once again, more than enough sim prep provided.
For the Aussie guys, commuting mostly with QF, some guys live in the smaller towns, commuting includes tickets to these towns. Lifestyle is very much a personal thing but the companies, both AJX and AJV, are quite flexible and will try to accomodate individual pregerences as much as possible.
For now AJV is the only company taking on DEC's, AJX only F/O's
To answer the last 2 questions.
As far as I can remember, was a long time ago, all we had to write, examwise for the ATPL conversion was Japanese airlaw, other exams were the type technical and radio licence. Sufficient (and more) preparation was given by the company for them. Sim checks consisted of 2 rides (for non type rated), the type rating check and then the ATPL check. Both were with JCAB inspectors b ut, once again, more than enough sim prep provided.
For the Aussie guys, commuting mostly with QF, some guys live in the smaller towns, commuting includes tickets to these towns. Lifestyle is very much a personal thing but the companies, both AJX and AJV, are quite flexible and will try to accomodate individual pregerences as much as possible.
For now AJV is the only company taking on DEC's, AJX only F/O's
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I'm at a US freight carrier and may/may not be furloughed within 6 months.
I love SE Asia (lived in The PI and spent a lot of time in Thailand) and would welcome the chance to get back out there on a permanent basis.
I've hit on most of the nearly 30 pages (thus far) of this thread, and have sort of an off question for you guys at AJX/V.
What are the complaints? Not necessairly in the training, but do you guys have any gripes once you're out flying the line?
Thanks for all the info so far.
I love SE Asia (lived in The PI and spent a lot of time in Thailand) and would welcome the chance to get back out there on a permanent basis.
I've hit on most of the nearly 30 pages (thus far) of this thread, and have sort of an off question for you guys at AJX/V.
What are the complaints? Not necessairly in the training, but do you guys have any gripes once you're out flying the line?
Thanks for all the info so far.
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Not really any complaints. Many of the procedures here seem a little goofy and illogical (though always safe), so a good sense of humor and the ability to cheerfully go along with things that don't make any sense is essential. The lunatics are definitely running the asylum; however they are the nicest nutcases you will ever meet, and this is no question the best job out there. Most of the guys that work here know that, and are a happy bunch, so that makes for a pretty nice working atmosphere as well.
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I agree with Orangutan, good people and not too difficult to navigate through the particular idiosyncrasies that exist in every job and this certainly is no exception but I think is worth mentioning that the job is what it is today because of the work that the trail blazers have made. At the beginning there where many very tough pairings and a lot of fatigue issues and the perks that we enjoy today like business class commute for example, have been 6 years in the making.
The major complaints are:
Training: it can be quite tiring and having a training mindset for 8 months is definitely a pain
Days off: we have quite a bit of down time and the flying could be easily cramped into a 15 day roster IMO
Captain/captain pairings: We do fly with other captains about 50% of the time since we have quite a bit more captains than F/O's, I particularly don't care too much but it seems to bother some of the guys so you hear some complaints about it.
Outside of that it is a pretty good gig and we are enjoying it, so if you come with an open mind, good attitude and don't bring all of your baggage along, you will enjoy it too
The major complaints are:
Training: it can be quite tiring and having a training mindset for 8 months is definitely a pain
Days off: we have quite a bit of down time and the flying could be easily cramped into a 15 day roster IMO
Captain/captain pairings: We do fly with other captains about 50% of the time since we have quite a bit more captains than F/O's, I particularly don't care too much but it seems to bother some of the guys so you hear some complaints about it.
Outside of that it is a pretty good gig and we are enjoying it, so if you come with an open mind, good attitude and don't bring all of your baggage along, you will enjoy it too