Air Japan (AJX) B767
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You are so right Domincan. Mucho thanks to the guys who have worked so hard (and are still working hard) to improve the job and quality of life issues. They deserve a lot of credit and appreciation (and a lot of free beer from the rest of us). The company actually deserves some credit too, for being fairly open minded about listening to our concerns--even if it does take years to get anything done. Changes do not happen quickly or easily in this part of the world, that's for sure. But, I have worked in places (as I'm sure we all have) that couldn't give a rip about whether their guys were happy or not, and in fact seemed to go out of their way to make everyone miserable. So for me, even slow progress is better than none.
As for that juice in the crew meals....I fear that is a mystery that might never be solved (cue spooky music)
As for that juice in the crew meals....I fear that is a mystery that might never be solved (cue spooky music)
Join Date: May 2003
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Hi!
Military Time:
CREW says that mil time counts towards the 3000 TT, as long as you have 1000 civilian jet hours (this is a RECENT change).
PARC sent me an application, but said:
"In excess of 3,000 hours with 1,000 hours on commercial jet"
but in another part of their email, said that ANY mil time does NOT count.
So, is it true that CREW will let you count mil time, but PARC won't? Or, is PARC's info old, and hasn't been updated. And, what about IAC? They didn't say one way or the other about Mil time, but did note you needed 1000 civilian jet hours.
Jet Type Rating:
CREW says you have to have one.
PARC, on their AJV application says:
"...and a jet command rating."
then says "2 man jet COMMAND type rating",
then says "COMMAND Rating on B737/A320 or equivalent Jet Aircraft"
and, on their Air Japan application they included the first two command type rating requirements, but then they say:
"VALID COMMAND Rating on B767 or equivalent Heavy Jet Aircraft"
So, is it true that CREW will let you have ANY jet command type rating, but PARC may be different? And, what is PARC's requirement? Is it the first one, ANY jet command type rating, the second one, a "2 man jet command type rating", or a B737/A320 or equivalent for the AJV applicants, but a 767 or equivalent heavy jet type rating for Air Japan?
Note: I have sent asked these questions of PARC, and am still waiting to hear. I also asked them if they now included insurance for FAMILIES of US pilots.
FAA licensing and flying:
Previously, you could fly ANY aircraft as an FO for ANY company, ANYWHERE in the world, with no type rating of any kind, and, in fact NONE of US FOs had type ratings for any airlines or, for that matter, pretty much any companies. Most the "N" numbered jets you saw flying all over the world, had FOs in the right seat with no type ratings.
In the last couple of years, ICAO has said that BOTH pilots need type ratings, so, what the FAA did, was make up a bogus "FO Type Rating" to meet the ICAO requirement. They would just take your airline or company paperwork showing you were an employee, and stamp "SIC Type Rating" on your license. It was basically a way to get around the ICAO requirement that both pilots should have a type rating.
SOME airlines, SOME of the times, for SOME airframes (like Compass with their ERJ-175-they're a Northwest Airlink feeder, which is 100% owned by NWA), now give full Capt type ratings to their FOs.
So, you might've had a USAir 767 FO with 8,000+ hour on the airplane, with no type rating at all. A nice way for the FAA to allow lower requirements so the airlines can make more money with lower costs, and who cares about safety?
cliff
KGRB
PS-My info is: 4300TT, BUT, just over 3000 TT (if you only count PIC/SIC Fixed Wing) WITH military time counted
2500+ Civilian Jet
1000+ PIC Jet
DC-9, DA-20 Command Type Ratings
Lots of XC, PICXC, Night, Instrument, etc.
Military Time:
CREW says that mil time counts towards the 3000 TT, as long as you have 1000 civilian jet hours (this is a RECENT change).
PARC sent me an application, but said:
"In excess of 3,000 hours with 1,000 hours on commercial jet"
but in another part of their email, said that ANY mil time does NOT count.
So, is it true that CREW will let you count mil time, but PARC won't? Or, is PARC's info old, and hasn't been updated. And, what about IAC? They didn't say one way or the other about Mil time, but did note you needed 1000 civilian jet hours.
Jet Type Rating:
CREW says you have to have one.
PARC, on their AJV application says:
"...and a jet command rating."
then says "2 man jet COMMAND type rating",
then says "COMMAND Rating on B737/A320 or equivalent Jet Aircraft"
and, on their Air Japan application they included the first two command type rating requirements, but then they say:
"VALID COMMAND Rating on B767 or equivalent Heavy Jet Aircraft"
So, is it true that CREW will let you have ANY jet command type rating, but PARC may be different? And, what is PARC's requirement? Is it the first one, ANY jet command type rating, the second one, a "2 man jet command type rating", or a B737/A320 or equivalent for the AJV applicants, but a 767 or equivalent heavy jet type rating for Air Japan?
Note: I have sent asked these questions of PARC, and am still waiting to hear. I also asked them if they now included insurance for FAMILIES of US pilots.
FAA licensing and flying:
Previously, you could fly ANY aircraft as an FO for ANY company, ANYWHERE in the world, with no type rating of any kind, and, in fact NONE of US FOs had type ratings for any airlines or, for that matter, pretty much any companies. Most the "N" numbered jets you saw flying all over the world, had FOs in the right seat with no type ratings.
In the last couple of years, ICAO has said that BOTH pilots need type ratings, so, what the FAA did, was make up a bogus "FO Type Rating" to meet the ICAO requirement. They would just take your airline or company paperwork showing you were an employee, and stamp "SIC Type Rating" on your license. It was basically a way to get around the ICAO requirement that both pilots should have a type rating.
SOME airlines, SOME of the times, for SOME airframes (like Compass with their ERJ-175-they're a Northwest Airlink feeder, which is 100% owned by NWA), now give full Capt type ratings to their FOs.
So, you might've had a USAir 767 FO with 8,000+ hour on the airplane, with no type rating at all. A nice way for the FAA to allow lower requirements so the airlines can make more money with lower costs, and who cares about safety?
cliff
KGRB
PS-My info is: 4300TT, BUT, just over 3000 TT (if you only count PIC/SIC Fixed Wing) WITH military time counted
2500+ Civilian Jet
1000+ PIC Jet
DC-9, DA-20 Command Type Ratings
Lots of XC, PICXC, Night, Instrument, etc.
Last edited by atpcliff; 9th Feb 2009 at 04:19.
Join Date: May 2003
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Hi!
"Date-Last Instrument Rating, AC Type and Renewal"
What does the above mean? It is in the CREW application.
What I did was put the date of my last capt PC check, which, in the US also meets the currency requirements for instrument flight. I put DC-9, which is the aircraft I got the PC check in, and for Renewal I put 6 months later, which is the renewal date for the capt PC check.
Do you think the way I did it will work?
For clarification, in the US/FAA, you get an Instrument Rating when you pass the Instrument flight check and written test, OR the ATP flight check and written test. Your Instrument Rating never expires.
So, technically, I got my Instrument Rating when I got my ATP in 1991, it applies to ALL Fixed-Wing Aircraft, and it has no expiration date.
Note: I actually got my FIRST Instrument Rating in 1985, but for helicopters only. NONE of the applications/requirements for the Japan Contract jobs mention they want Fixed-Wing only time, and no helo time. I just assume that they only want fixed-wing time.
cliff
GRB
"Date-Last Instrument Rating, AC Type and Renewal"
What does the above mean? It is in the CREW application.
What I did was put the date of my last capt PC check, which, in the US also meets the currency requirements for instrument flight. I put DC-9, which is the aircraft I got the PC check in, and for Renewal I put 6 months later, which is the renewal date for the capt PC check.
Do you think the way I did it will work?
For clarification, in the US/FAA, you get an Instrument Rating when you pass the Instrument flight check and written test, OR the ATP flight check and written test. Your Instrument Rating never expires.
So, technically, I got my Instrument Rating when I got my ATP in 1991, it applies to ALL Fixed-Wing Aircraft, and it has no expiration date.
Note: I actually got my FIRST Instrument Rating in 1985, but for helicopters only. NONE of the applications/requirements for the Japan Contract jobs mention they want Fixed-Wing only time, and no helo time. I just assume that they only want fixed-wing time.
cliff
GRB
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Hi!
From what I understand, the JCAB just recently changed the requirement and now will ALLOW military time to count.
I read this on some message boards, and CREW has this information in bold on their website. You still WILL need at least 1000 hours of civilian jet time, but you can use your military fixed-wing time to reach 3000 hours of Total Time.
I just talked to PARC, and they do not know this. They said they will check with ANA tommorrow (2.13.09) and try and clarify. PARC is now NOT allowing military time to be used, but they will probably change their policy soon.
cliff
KGRB
From what I understand, the JCAB just recently changed the requirement and now will ALLOW military time to count.
I read this on some message boards, and CREW has this information in bold on their website. You still WILL need at least 1000 hours of civilian jet time, but you can use your military fixed-wing time to reach 3000 hours of Total Time.
I just talked to PARC, and they do not know this. They said they will check with ANA tommorrow (2.13.09) and try and clarify. PARC is now NOT allowing military time to be used, but they will probably change their policy soon.
cliff
KGRB
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What is the exact reason that military time doesn't count in Japan? Pulling banners in a Cessna-150 or dropping skydivers within 2 miles of the airport all day counts but dropping bombs in an F-16 over Iraq or landing a C-130 on an austere strip in Afghanistan doesn't? WTFO?
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Answer to Crandal's question...
If the cost is similar for a 737 or 757 type, I'd definitely get a 757 rating with the 767 differences endorsed if possible. It probably won't give you an edge over other applicants per se as we've had unsuccessful candidates whose background was on the 767, but if you do get the job offer, you'll shave off approximately 1-1.5 months off your training. We had a guy who came here with 757 type rating (with a 767 differences endorsed I believe) and the company put him on a short track course as you would only need to train for the Japanese ATPL ride.
Also, as for the gripe working here (well not so much as a complaint, but an observation), it's always going to be 28C indoors day or night, summer or winter...And you'll need to get used to hiking 5km to your airplane.
Otherwise, I really can't think of anything else. One thing I'd recommend before coming over is to read or watch One Flew Over the Cuckoo's Nest...Haha...just kidding
If the cost is similar for a 737 or 757 type, I'd definitely get a 757 rating with the 767 differences endorsed if possible. It probably won't give you an edge over other applicants per se as we've had unsuccessful candidates whose background was on the 767, but if you do get the job offer, you'll shave off approximately 1-1.5 months off your training. We had a guy who came here with 757 type rating (with a 767 differences endorsed I believe) and the company put him on a short track course as you would only need to train for the Japanese ATPL ride.
Also, as for the gripe working here (well not so much as a complaint, but an observation), it's always going to be 28C indoors day or night, summer or winter...And you'll need to get used to hiking 5km to your airplane.
Otherwise, I really can't think of anything else. One thing I'd recommend before coming over is to read or watch One Flew Over the Cuckoo's Nest...Haha...just kidding
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To answer some of the "military time" questions.
I'm ex military and have been in AJX/V for 7.5 years. My understanding is all military time counts towards total flying experience. However if you flew some of the fast pointy hardware then this does not count towards your 1000 hour jet time. Even if you have 5000 hrs command on a C130 or P3 it still doesn't count towards the 1000 hour jet time.
I'm ex military and have been in AJX/V for 7.5 years. My understanding is all military time counts towards total flying experience. However if you flew some of the fast pointy hardware then this does not count towards your 1000 hour jet time. Even if you have 5000 hrs command on a C130 or P3 it still doesn't count towards the 1000 hour jet time.
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March Screening
Hello All,
I have a screening in March any info and advice would be very much apreciated as I am really interested in a position. I have applied for Air Japan as I heard that more chance there to get my command back again? Have been told it would be 3 yrs? any comments? presently do not have the 3000PIC time only 2000 PIC time all on B757, so going as an F/O.
I think I would fit in there. Any do's or dont's for the screening?
Thanks.
I have a screening in March any info and advice would be very much apreciated as I am really interested in a position. I have applied for Air Japan as I heard that more chance there to get my command back again? Have been told it would be 3 yrs? any comments? presently do not have the 3000PIC time only 2000 PIC time all on B757, so going as an F/O.
I think I would fit in there. Any do's or dont's for the screening?
Thanks.
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Hi FLYJET,
I don't think you will get a command any quicker in AJX than AJV. In fact it would probably be quicker in AJV because they have about half as many FO's as AJX. AJX has only hired FO's for a while now and as far as I know the two companies promised to upgrade, evenly, 6 FO's/year. Can't remember if that was 6 from both or 6 total. 6 total I'm thinking, so three from each.
As for the interview, be as humble as you can without being rediculous. Don't tell them you're the worlds best pilot! As for the sim, be very positive and clear with your orders for checklists, gear, flaps etc. They expect you to show you are in command. Make sure you learn the info as best you can that they send you, they will expect you basically know it. DO NOT fly approaches the way you do now (efficiently) do exactly as the paperwork says. You will find a few holes missing in their info. After the first sim they will give you some more info to clear up things and they will expect a noticeable improvement in the next sim. They will probaly ask you if you want the left or right seat in the sim. I'd go for the left as you are used to that.
I believe they are asking a lot more technical questions than when I went through years ago, so sorry, cant help with that.
Good Luck.
I don't think you will get a command any quicker in AJX than AJV. In fact it would probably be quicker in AJV because they have about half as many FO's as AJX. AJX has only hired FO's for a while now and as far as I know the two companies promised to upgrade, evenly, 6 FO's/year. Can't remember if that was 6 from both or 6 total. 6 total I'm thinking, so three from each.
As for the interview, be as humble as you can without being rediculous. Don't tell them you're the worlds best pilot! As for the sim, be very positive and clear with your orders for checklists, gear, flaps etc. They expect you to show you are in command. Make sure you learn the info as best you can that they send you, they will expect you basically know it. DO NOT fly approaches the way you do now (efficiently) do exactly as the paperwork says. You will find a few holes missing in their info. After the first sim they will give you some more info to clear up things and they will expect a noticeable improvement in the next sim. They will probaly ask you if you want the left or right seat in the sim. I'd go for the left as you are used to that.
I believe they are asking a lot more technical questions than when I went through years ago, so sorry, cant help with that.
Good Luck.
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Will Fly For Food - Professional Pilot Jobs, Interviews, Pay Rates, Forums and more!!!
Here is a link with an interview posted back in June that has some technical question information on it.
In the meeting we had at AJX recently, the announcement was that they where going to upgrade 6 of the AJX's F/O's
Here is a link with an interview posted back in June that has some technical question information on it.
In the meeting we had at AJX recently, the announcement was that they where going to upgrade 6 of the AJX's F/O's
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Latest interview intel
The interview started with the 15 question packet. Not hard but sure I missed some. I dont think much weight is put on this test. Then we had the intro. and the sim profile. Im not a 767 guy so I could not tell you one switch from the other. Write down your questions and ask after he is done. Had a few but not many as they explain very well. Quick background is 9 years regionals then a short stay with UAL. Asked about A320 and aircraft before CL65.
TECH QUESTIONS
-Hydroplanning knew types and examples
-Hydroplanning speed and how I came up with that number
-Rejected T.O and procedures
-Max gross weights
-What is important about zero fuel weight
-Cold wx ops, looking for the basics-engine anti-ice, type 1 or 4 fluids, holdover charts
-Give me a before T.O briefing, think here they are looking how fast you talk. Remember speak slowly and clearly.
-Volcanish ash in and avoidance
May have been a couple more but wasnt hard and if I didnt know something I simply said I dont know. I was asked more HR stuff. Feel like they were wanting to know if I was going to leave as soon as UAL called me back. Other normal HR stuff. The 767 sim flys well. I did not do any prep and have not flown in 5 months. By no means am I sky king but I did know the profile well. It wasnt a perfect ride but did know what I was supposed to do and always keep the NFP in the loop. Overall I dont think this was the best interview but I told the truth and I definitely wanted to be there. As far as Im concerned I will spend the rest of my career there or however long they will have me. I hope this helps and if anyone has any other questions please let me know. If in the states and want my # let me know and Ill help out as much as I can. There is no dumb questions because I already asked them all and I had someone help me out alot.
TECH QUESTIONS
-Hydroplanning knew types and examples
-Hydroplanning speed and how I came up with that number
-Rejected T.O and procedures
-Max gross weights
-What is important about zero fuel weight
-Cold wx ops, looking for the basics-engine anti-ice, type 1 or 4 fluids, holdover charts
-Give me a before T.O briefing, think here they are looking how fast you talk. Remember speak slowly and clearly.
-Volcanish ash in and avoidance
May have been a couple more but wasnt hard and if I didnt know something I simply said I dont know. I was asked more HR stuff. Feel like they were wanting to know if I was going to leave as soon as UAL called me back. Other normal HR stuff. The 767 sim flys well. I did not do any prep and have not flown in 5 months. By no means am I sky king but I did know the profile well. It wasnt a perfect ride but did know what I was supposed to do and always keep the NFP in the loop. Overall I dont think this was the best interview but I told the truth and I definitely wanted to be there. As far as Im concerned I will spend the rest of my career there or however long they will have me. I hope this helps and if anyone has any other questions please let me know. If in the states and want my # let me know and Ill help out as much as I can. There is no dumb questions because I already asked them all and I had someone help me out alot.
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ANA interview questions
Lots of good info on here guys and thanks a bunch for your efforts.
I am currently battling my way through the red tape to get an interview for a FO position through CREW. A few questions:
1. I've applies for the Air Japan 767 FO position but have no qualms with the 767 Express or the Cargo side if the position was available. Should I be filing out more than one application or does the one I have sent so far qualilfiy for all?
2. I understand that all paychecks go through CREW, an American company that abides by all US. tax law, but wondered if any current employees do an creative accounting to get back those taxes paid at the end of the tax year.
3. Would it be detrimental to my chances by applying to the same position through other Crew Leasing companies; Parc, etc?
4. If you dediced to stay in Japan for your 10 days off, do they still pay the $2,000 commuting allowance? Do you have the option to change between pocketing the $2,000, buying you own ticket or receiving the provided business class ticket from CREW each month or do you have to stick with one option for the long term?
5. I've gotten a lot of good info about technical questions. How crucial is it to know the ATP written exam book before going into the interview?
6. If there was one piece of information you wish you had before going into the interview, what would it have been.
As for my background, I have 1200 hours (all international) in the 757 and about 200 PIC in it as well.
Thanks a million for your efforts
Dusty
I am currently battling my way through the red tape to get an interview for a FO position through CREW. A few questions:
1. I've applies for the Air Japan 767 FO position but have no qualms with the 767 Express or the Cargo side if the position was available. Should I be filing out more than one application or does the one I have sent so far qualilfiy for all?
2. I understand that all paychecks go through CREW, an American company that abides by all US. tax law, but wondered if any current employees do an creative accounting to get back those taxes paid at the end of the tax year.
3. Would it be detrimental to my chances by applying to the same position through other Crew Leasing companies; Parc, etc?
4. If you dediced to stay in Japan for your 10 days off, do they still pay the $2,000 commuting allowance? Do you have the option to change between pocketing the $2,000, buying you own ticket or receiving the provided business class ticket from CREW each month or do you have to stick with one option for the long term?
5. I've gotten a lot of good info about technical questions. How crucial is it to know the ATP written exam book before going into the interview?
6. If there was one piece of information you wish you had before going into the interview, what would it have been.
As for my background, I have 1200 hours (all international) in the 757 and about 200 PIC in it as well.
Thanks a million for your efforts
Dusty
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1. I've applies for the Air Japan 767 FO position but have no qualms with the 767 Express or the Cargo side if the position was available. Should I be filing out more than one application or does the one I have sent so far qualilfiy for all? You will have to tick the box saying which one you are specifically applying for. You will be screened by EITHER AJX or AJV and the screening by one does not cover the screening for the other. In my opinion (and it is only that), you'd be better applying for AJV at the moment. They are still hiring 4 pilots every other month because they are needed. I believe AJX do not have a requirement for so many pilots. Likewise, AJV needs FOs, so you'd stand a better chance.....small print and usual warnings apply.
2. I understand that all paychecks go through CREW, an American company that abides by all US. tax law, but wondered if any current employees do an creative accounting to get back those taxes paid at the end of the tax year. Crew seem to be able to sort the Yanks out pretty well but I'll leave a Sherman to answer that question as I don't have a clue what you guys do.
3. Would it be detrimental to my chances by applying to the same position through other Crew Leasing companies; Parc, etc? I think this has been asked before and we found out that you cannot apply for the same job using different agencies at the same time. Parc and Crew seem to pretty well have the monoploy on this contract, with IAC coming in at quite a late 3rd. Stralians and Europeans seem to favour Parc, Shermans seem to go for Crew. Crew definitely appear to have the better understanding of the tax requirements of the USA.
4. If you dediced to stay in Japan for your 10 days off, do they still pay the $2,000 commuting allowance? Do you have the option to change between pocketing the $2,000, buying you own ticket or receiving the provided business class ticket from CREW each month or do you have to stick with one option for the long term? MMmm, don't know the answer to the first bit as I'd much rather go home As for the second question, yes, you can decide each month what you want to do. When it gets busy during school holidays etc many of the pilots will use the C class option because it guarantees they can get their flights. At quieter times they might take the $2000 and use ZED tickets to get home. But, the main answer is you can do it month by month.
5. I've gotten a lot of good info about technical questions. How crucial is it to know the ATP written exam book before going into the interview? See previous postings on the questions asked in the interview and make your own decision. Sorry I can't be more helpful but they never had the tech questions when I interviewed so I can't add anything more to what's already been said.
6. If there was one piece of information you wish you had before going into the interview, what would it have been Nothing really. The info sent by the agencies will cover all you need for the screening process and the Japanese briefings will ensure you know what is required of you in the sims. That, plus all the questions and answers in this thread should stand you in good stead.
2. I understand that all paychecks go through CREW, an American company that abides by all US. tax law, but wondered if any current employees do an creative accounting to get back those taxes paid at the end of the tax year. Crew seem to be able to sort the Yanks out pretty well but I'll leave a Sherman to answer that question as I don't have a clue what you guys do.
3. Would it be detrimental to my chances by applying to the same position through other Crew Leasing companies; Parc, etc? I think this has been asked before and we found out that you cannot apply for the same job using different agencies at the same time. Parc and Crew seem to pretty well have the monoploy on this contract, with IAC coming in at quite a late 3rd. Stralians and Europeans seem to favour Parc, Shermans seem to go for Crew. Crew definitely appear to have the better understanding of the tax requirements of the USA.
4. If you dediced to stay in Japan for your 10 days off, do they still pay the $2,000 commuting allowance? Do you have the option to change between pocketing the $2,000, buying you own ticket or receiving the provided business class ticket from CREW each month or do you have to stick with one option for the long term? MMmm, don't know the answer to the first bit as I'd much rather go home
As for the second question, yes, you can decide each month what you want to do. When it gets busy during school holidays etc many of the pilots will use the C class option because it guarantees they can get their flights. At quieter times they might take the $2000 and use ZED tickets to get home. But, the main answer is you can do it month by month.5. I've gotten a lot of good info about technical questions. How crucial is it to know the ATP written exam book before going into the interview? See previous postings on the questions asked in the interview and make your own decision. Sorry I can't be more helpful but they never had the tech questions when I interviewed so I can't add anything more to what's already been said.
6. If there was one piece of information you wish you had before going into the interview, what would it have been Nothing really. The info sent by the agencies will cover all you need for the screening process and the Japanese briefings will ensure you know what is required of you in the sims. That, plus all the questions and answers in this thread should stand you in good stead.
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Fourgolds,
No, they have not ordered 777s. It's still a great rumour that one day we'll get them, but it's only that.
I suspect we will not see any progress down this road until (a) Boeing finally gets its act together and delivers ANA's 787s and (b) we see the state on the industry when we all finally dig our way out of the world recession.
No, they have not ordered 777s. It's still a great rumour that one day we'll get them, but it's only that.
I suspect we will not see any progress down this road until (a) Boeing finally gets its act together and delivers ANA's 787s and (b) we see the state on the industry when we all finally dig our way out of the world recession.
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I believe AJX do not have a requirement for so many pilots
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In the info from Parc they talk about commutable roster with 10 days of, how commutable is the roster in real life for someone who lives in Europe?
I guess this question has been covered before but this thread is a whopping 31 pages so I hope you forgive me for not reading all of it
I guess this question has been covered before but this thread is a whopping 31 pages so I hope you forgive me for not reading all of it