Air Japan (AJX) B767
Hello Pinhead
Having a 767/757 COMMAND type rating is useful. It means you will not have to do the typem rating sim check.
Depending on whether your sim partner is typed or not, it may well reduce the time you will be spending enjoying ANA's hospitality at the training centre.
It may mean about a month or so less at the training centre. The prpeparation for air law, radio licence and ATPL check ride will still require about 4 months or so.
The line training will not be affected, as an F/O about 2 months, including ground schools, Capt about 3 months.
You can expect 21 days off between the sim and the line training
These times will vary from course to course depending on availability of JCAB checkers, the composition of the course, holidays and just about anything else you can think of.
By the way, some of the recent new hires were under the impression the Licence endorsement required sitting all the ATPL subjects, as in the UK system. This is not the case. Only exams required are Air Law, Radio licence and the type rating stuff.
Good luck
Having a 767/757 COMMAND type rating is useful. It means you will not have to do the typem rating sim check.
Depending on whether your sim partner is typed or not, it may well reduce the time you will be spending enjoying ANA's hospitality at the training centre.
It may mean about a month or so less at the training centre. The prpeparation for air law, radio licence and ATPL check ride will still require about 4 months or so.
The line training will not be affected, as an F/O about 2 months, including ground schools, Capt about 3 months.
You can expect 21 days off between the sim and the line training
These times will vary from course to course depending on availability of JCAB checkers, the composition of the course, holidays and just about anything else you can think of.
By the way, some of the recent new hires were under the impression the Licence endorsement required sitting all the ATPL subjects, as in the UK system. This is not the case. Only exams required are Air Law, Radio licence and the type rating stuff.
Good luck
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Greetings All in these difficult times.
I was wandering if there are any Canadians flying for AJX/AJV or other Japanese 767 contracts.
Three questions please folks ;
1) How's the commute to YVR/YYZ ( I see Air Canada fly direct to YVR).
Is the roster published in time to allow you to buy a confirmed conomy
seat in time ? ( i.e how long before the next month roster does the
roster come out ?)
How is the commute really and how much time do you really spend at
home each month ?
2) Is there a tax treaty between Canada/Japan ? i.e. Can the tax be
avoided / juggled ?
3) Are there still more 767,s coming ?
Thanks all.
I was wandering if there are any Canadians flying for AJX/AJV or other Japanese 767 contracts.
Three questions please folks ;
1) How's the commute to YVR/YYZ ( I see Air Canada fly direct to YVR).
Is the roster published in time to allow you to buy a confirmed conomy
seat in time ? ( i.e how long before the next month roster does the
roster come out ?)
How is the commute really and how much time do you really spend at
home each month ?
2) Is there a tax treaty between Canada/Japan ? i.e. Can the tax be
avoided / juggled ?
3) Are there still more 767,s coming ?
Thanks all.
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even more questions....
Hi,
I've just started looking into these two operations myself, and hope some of you there currently might be able and kind enough to answer a few questions.
Does either AJV/AJX seem to give a higher chance at an interview sooner than the other?
Fratemate, if you're back on here, you replied that 'this is all changing' in reference to the AJV USA flights, are USA flights no more? (Wikipedia seems to imply this).
Also, from your (very useful) reply I take it that some of the guys rent and others stay in hotels. Is it generally commuting guys in hotels and those residing in Japan renting? Do any of the 'commuters' rent a pad?
Does either fleet appear to offer a quicker chance at upgrade than the other?
Do all agencies require the detail to the decimal point that PARC requires? Is it truly necessary to add up every x/country (non-instructing) flight? Is there an easier way eg only include all 'airline' x/country time?
One small concern is that they are constantly recruiting, but in all there are only 5(?) a/c between the two fleets. Is there a high attrition rate on line, is there a big drop-out rate in the school, or is the decimal point precision on the application just too much for most people to bother with?
The application now asks if you will commute, then, if you are commuting from outside of Asia/Pac region, are you willing to relocate, and where to? Is this a loaded question... is there a preference (or unspoken 'requirement') for commuting from within the Asia/Pac region?
All replies are really appreciated.
HandOverDick
(PS. it's nice to see a thread which is about the subject and not a forum for airing personal issues...is that an indication that it's mostly a happy home?)
I've just started looking into these two operations myself, and hope some of you there currently might be able and kind enough to answer a few questions.
Does either AJV/AJX seem to give a higher chance at an interview sooner than the other?
Fratemate, if you're back on here, you replied that 'this is all changing' in reference to the AJV USA flights, are USA flights no more? (Wikipedia seems to imply this).
Also, from your (very useful) reply I take it that some of the guys rent and others stay in hotels. Is it generally commuting guys in hotels and those residing in Japan renting? Do any of the 'commuters' rent a pad?
Does either fleet appear to offer a quicker chance at upgrade than the other?
Do all agencies require the detail to the decimal point that PARC requires? Is it truly necessary to add up every x/country (non-instructing) flight? Is there an easier way eg only include all 'airline' x/country time?
One small concern is that they are constantly recruiting, but in all there are only 5(?) a/c between the two fleets. Is there a high attrition rate on line, is there a big drop-out rate in the school, or is the decimal point precision on the application just too much for most people to bother with?
The application now asks if you will commute, then, if you are commuting from outside of Asia/Pac region, are you willing to relocate, and where to? Is this a loaded question... is there a preference (or unspoken 'requirement') for commuting from within the Asia/Pac region?
All replies are really appreciated.
HandOverDick
(PS. it's nice to see a thread which is about the subject and not a forum for airing personal issues...is that an indication that it's mostly a happy home?)
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Taxes vs Japan
These contracts are commuting contracts by design and living in Japan really isn't an option. It is theoretically possible but there would be a tremendous amount of hoops to jump through. This info comes directly from a representative during the interview process. As such, taxes in your home country will be your responsibility. If you are a U. S. citizen and are hired through CReW your taxes are taken out of your paycheck just like any other employer since CReW is a U. S. company. If you are a U. S. citizen and are hired through PARC the quarterly tax payments are your responsibility. I'm pretty certain that will also be the case with either company should you be a citizen of Canada.
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Handoverdick ( not sure if that's where you come from or a dubious hobbie , but anyway) , the boys ( and now one girl) choose the apartment or hotel option depending on their own circumstance. Doesn't matter, we are all commuters and some like to spend some more time than others in hotel rooms. AJV , at the moment don't spend as much time in NRT as AJX and so more seem to like the hotel than the monthly expense of an apartment.
5 a/c would have more to do with AOC,s than reality. AJX uses about 5 or 6 of 18 ANA's 767's to do there flying on any given day and AJV about the same ( give or take).
Commuting from ASia/Pac is just easier. Same or close to same time zones although don't know why the hell it should matter to anyone else.
Hope this helps.
5 a/c would have more to do with AOC,s than reality. AJX uses about 5 or 6 of 18 ANA's 767's to do there flying on any given day and AJV about the same ( give or take).
Commuting from ASia/Pac is just easier. Same or close to same time zones although don't know why the hell it should matter to anyone else.
Hope this helps.
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Cease your wandering, 4 Golds and wonder some instead 
AJV has 2 Canucks working for them. I know one of them does not commute to Canada but I can't say about the other as I have no idea. Yeah, not useful but it does answer the question about having Canadians working for the Company.
Your roster is built around your days off, so you can 99.9% guarantee you'll get the days off you ask for. In AJX you get 10 days off and in AJV you get 11. You also get 2 vacation days/month which you can add to that or save for later use, as you wish. The Company will apply for your tickets on your behalf (ZED, economy or business) and you get them in plenty of time to travel. Most of the time the Company will try to get you back to NRT early on your last day of work, so it is possible to catch your flight home that day. I have no idea on Canadian timings, so it's best just to look at the appropriate timetables. Needless to say, there are plenty of Americans who do this job and they seem to be as happy as anyone can be with their lot (short of winning the lottery and not having to go to work). I know it's not Canada but for me, commuting to Oz, of the 11 days off I actually will spend 10 days and 11 hours actually in my house.
Don't know anything about Canadian tax but, yes, we do have more 767s coming into AJV. We've just got our latest BCF, so that brings us up to 4 767Fs and 3 767BCFs and we have another 4 BCFs coming eventually to give us 11 in total.
AJV has 2 Canucks working for them. I know one of them does not commute to Canada but I can't say about the other as I have no idea. Yeah, not useful but it does answer the question about having Canadians working for the Company.
Your roster is built around your days off, so you can 99.9% guarantee you'll get the days off you ask for. In AJX you get 10 days off and in AJV you get 11. You also get 2 vacation days/month which you can add to that or save for later use, as you wish. The Company will apply for your tickets on your behalf (ZED, economy or business) and you get them in plenty of time to travel. Most of the time the Company will try to get you back to NRT early on your last day of work, so it is possible to catch your flight home that day. I have no idea on Canadian timings, so it's best just to look at the appropriate timetables. Needless to say, there are plenty of Americans who do this job and they seem to be as happy as anyone can be with their lot (short of winning the lottery and not having to go to work). I know it's not Canada but for me, commuting to Oz, of the 11 days off I actually will spend 10 days and 11 hours actually in my house.
Don't know anything about Canadian tax but, yes, we do have more 767s coming into AJV. We've just got our latest BCF, so that brings us up to 4 767Fs and 3 767BCFs and we have another 4 BCFs coming eventually to give us 11 in total.
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Hi Pinhead,
gtseraf has answered your question regarding the small reduction in time of the course if you're paired up with another rated guy but I would just point out one thing in case some people get their hopes up a bit too high. I would suggest 21 days off between sim and route training is not the norm. Good on anyone who, by virtue of JCAB timings, instructor availability, whatever, gets to go home for a decent spell, like 21 days but, more normally, you can expect to get 10 days off between sims and route training. They plan on 10 and tell you this on your indoctrination day. Of course, Xmas, New Year etc can all change things, so it's not absolutely set in stone but we certainly got 10 and I believe most guys do. Well done to gtseraf if he managed more whilst we soldiered on working
Handover,
I would think AJV would provide a better chance of being offered the interview. I say this because AJV are still recruiting direct entry captains, whereas AJX are not. Surely this must mean more people being interviewed but each course has 4 from AJV and 4 from AJX, so not sure my maths work out for actually getting the job.
Regarding the States trips; we used to do 5-6 per week to ANC and onwards to ORD. Because the USA is now poor and doesn't send boxes to Japan any more (I think I exaggerate a little) we have had this cut to one per week. Latest rumour control has it that this will go completely pretty soon. Even more scurilous rumour has it that we may, perhaps, possibly be going to HNL instead but I wouldn't go buying garish shirts too soon based on such mutterings
The current thinking from both AJV and AJX is that you'll get the opportunity to upgrade after about 3.5 years. I really cannot say if this policy will continue as the Company changes shape but long may it.
I believe all agencies require accurate logbook figures because JCAB will require the same when you go to take your tests. Your Japanese logbooks are kept to the minute, so that gives you a little idea of their attitude. I know a good deal of logbooks do not have a cross country column (Japanese ones do, of course), so it's not possible to be absolutely precise. However, all your airline flying will be cross country (unless you know of an airline that flies around circuits), so really you just have to deduct the time that was spent in those formative years bashing the circuit in a Cessna. For me, if any flight went AAA-AAA then I didn't count it as cross country, all other flights were and everybody seemed quite happy with my logbook. At the end of the day, it's just more numbers to keep JCAB happy and reassured that you have the 100 P1(?) required to hold a Japanese ATPL.
See above for aircraft numbers. Yes, we do wonder (or wander for some) why they keep recruiting captains into AJV. I know freight has that lower-order tag attached to it and in good times it might be necessary to offer DECs just to get people through the door. However, I believe we do have quite enough captains to run the show and there is no shortage of pilots looking for jobs at the moment. Clearly many are put off by the l....o...n....g training course and a lot want to stay in their home country, rather than go to Japan to go to work. But, answering your question; no, the failure rate is not high at all. If the Co likes you and you've tried hard during your training and have the right attitude (probably most important of all) then even if you do screw the pooch on a sim check or whatever, then they'll give you another crack at it. I'm actually hard-pressed to think of anyone who has failed anything recently.
As far as relocating, I don't think it's a loaded question. Some people take the opportunity to do something different and move, for instance, to Thailand and experience something they wouldn't have been able to do otherwise. Others clearly are not able to do this with kids in school, wives that want to stay put etc etc. The Company will obviously save a bit of money if it can buy tickets to closer destinations but I don't really think that is much of a factor with intra-airline rates. At the end of the day, if you want to stay in the UK, for instance, and accept the reduction in time off that comes as a result of an extended commute, then the Co will honour their commitment. I do not know of anybody that has been required to move and we have people who live as far west as the UK, as far east as East Coast USA and even some strange folk who inhabit a sheep infested island tha's a long way south from Japan. Up to you whether you tick the box of course but just ensure you're really willing if they did ask you to move. If you're not, just don't tick it and be ready to expalin why if asked......not that I can imagine the Japanese being so rude as to ask you that.
gtseraf has answered your question regarding the small reduction in time of the course if you're paired up with another rated guy but I would just point out one thing in case some people get their hopes up a bit too high. I would suggest 21 days off between sim and route training is not the norm. Good on anyone who, by virtue of JCAB timings, instructor availability, whatever, gets to go home for a decent spell, like 21 days but, more normally, you can expect to get 10 days off between sims and route training. They plan on 10 and tell you this on your indoctrination day. Of course, Xmas, New Year etc can all change things, so it's not absolutely set in stone but we certainly got 10 and I believe most guys do. Well done to gtseraf if he managed more whilst we soldiered on working
Handover,
I would think AJV would provide a better chance of being offered the interview. I say this because AJV are still recruiting direct entry captains, whereas AJX are not. Surely this must mean more people being interviewed but each course has 4 from AJV and 4 from AJX, so not sure my maths work out for actually getting the job.
Regarding the States trips; we used to do 5-6 per week to ANC and onwards to ORD. Because the USA is now poor and doesn't send boxes to Japan any more (I think I exaggerate a little) we have had this cut to one per week. Latest rumour control has it that this will go completely pretty soon. Even more scurilous rumour has it that we may, perhaps, possibly be going to HNL instead but I wouldn't go buying garish shirts too soon based on such mutterings
The current thinking from both AJV and AJX is that you'll get the opportunity to upgrade after about 3.5 years. I really cannot say if this policy will continue as the Company changes shape but long may it.
I believe all agencies require accurate logbook figures because JCAB will require the same when you go to take your tests. Your Japanese logbooks are kept to the minute, so that gives you a little idea of their attitude. I know a good deal of logbooks do not have a cross country column (Japanese ones do, of course), so it's not possible to be absolutely precise. However, all your airline flying will be cross country (unless you know of an airline that flies around circuits), so really you just have to deduct the time that was spent in those formative years bashing the circuit in a Cessna. For me, if any flight went AAA-AAA then I didn't count it as cross country, all other flights were and everybody seemed quite happy with my logbook. At the end of the day, it's just more numbers to keep JCAB happy and reassured that you have the 100 P1(?) required to hold a Japanese ATPL.
See above for aircraft numbers. Yes, we do wonder (or wander for some
) why they keep recruiting captains into AJV. I know freight has that lower-order tag attached to it and in good times it might be necessary to offer DECs just to get people through the door. However, I believe we do have quite enough captains to run the show and there is no shortage of pilots looking for jobs at the moment. Clearly many are put off by the l....o...n....g training course and a lot want to stay in their home country, rather than go to Japan to go to work. But, answering your question; no, the failure rate is not high at all. If the Co likes you and you've tried hard during your training and have the right attitude (probably most important of all) then even if you do screw the pooch on a sim check or whatever, then they'll give you another crack at it. I'm actually hard-pressed to think of anyone who has failed anything recently.As far as relocating, I don't think it's a loaded question. Some people take the opportunity to do something different and move, for instance, to Thailand and experience something they wouldn't have been able to do otherwise. Others clearly are not able to do this with kids in school, wives that want to stay put etc etc. The Company will obviously save a bit of money if it can buy tickets to closer destinations but I don't really think that is much of a factor with intra-airline rates. At the end of the day, if you want to stay in the UK, for instance, and accept the reduction in time off that comes as a result of an extended commute, then the Co will honour their commitment. I do not know of anybody that has been required to move and we have people who live as far west as the UK, as far east as East Coast USA and even some strange folk who inhabit a sheep infested island tha's a long way south from Japan. Up to you whether you tick the box of course but just ensure you're really willing if they did ask you to move. If you're not, just don't tick it and be ready to expalin why if asked......not that I can imagine the Japanese being so rude as to ask you that.
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how do most of you commute? do you let the company buy your tickets or take the money and get your own. Are ZED fares a good way to go and can you ever get confirmed or upgradeable to buisness or first class? I was aske din my interview if i planned on living in japan or commuteing and where from. they didn't seem to care what the answer is more so that i have thought about it. they are really looking tosee if you are excited about going to work there and how your wife will handle it.
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Hello Pin Head
We technically don't have any airplanes at AJX, we just get assigned one from the ANA's fleet and at the time we are serving six destination with a couple of additional seasonal charters in the mix and Fratemate already stated that AJV has currently 7 on line. Both companies are receiving new 76's
Hello Hoover
The vast majority of us are commuters and we use both the option of business class and Zed tickets, it all depends from where you commute and the frequency of flights. In my particular case there is only one flight a day so I commute on business class, a few of the guys live in the Asia/ Pacific region so they have many flights a day to NRT so there is no problem commuting on a Zed ticket
Hello Fratemate
Is this new? My indoctrination papers say that you will take your annual leave after the sim rides and not your monthly days off, we all took three weeks in between sim and line training and so did the class before us and the class after, so I'm wondering if this is a new thing 
We technically don't have any airplanes at AJX, we just get assigned one from the ANA's fleet and at the time we are serving six destination with a couple of additional seasonal charters in the mix and Fratemate already stated that AJV has currently 7 on line. Both companies are receiving new 76's
Hello Hoover
The vast majority of us are commuters and we use both the option of business class and Zed tickets, it all depends from where you commute and the frequency of flights. In my particular case there is only one flight a day so I commute on business class, a few of the guys live in the Asia/ Pacific region so they have many flights a day to NRT so there is no problem commuting on a Zed ticket
Hello Fratemate
gtseraf has answered your question regarding the small reduction in time of the course if you're paired up with another rated guy but I would just point out one thing in case some people get their hopes up a bit too high. I would suggest 21 days off between sim and route training is not the norm. Good on anyone who, by virtue of JCAB timings, instructor availability, whatever, gets to go home for a decent spell, like 21 days but, more normally, you can expect to get 10 days off between sims and route training.
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Is this new? My indoctrination papers say that you will take your annual leave after the sim rides and not your monthly days off, we all took three weeks in between sim and line training and so did the class before us and the class after, so I'm wondering if this is a new thing
I don't know how new this is and whether it applies to AJX & AJV or just us. In the indoc timeline we got, it shows 10 days off between sims and route training. This consisted of the 'required' days off per month, as opposed to the 10/11 days off you get once you've finished training + some leave days to make it up to 10.
I know things vary from course to course and the lucky ones get to have more than 10 off. I was trying to point that some may not get any more than 10 off, as was our case, so didn't want people getting their hopes raised and then dashed once they'd joined.
Unfortunately, none of the guys who joined AJX at the same time as we joined AJV were type rated, so I can't say for sure whether it made a difference being in the different companies as we kind of went our separate ways and obvioulsy ended up on different timelines.
See you around the bazaars
Hi Pinhead,
Just to expand a little:
767F = 767 freighter. Purpose built for the job and new airframes. Gucci LCD MCP etc
767BCF = 767 Boeing Converted Freighter. Converted from the oldest of ANA's pax 767s, so not new and has the older MCP 'bouncy' numbers.
Having said all that, the Japanese aircraft are immaculate and even the BCFs are in far, far better condition than any other company's pax fleet aircraft that I've experienced. I had my first MEL about 3 weeks ago but I don't really think a position light filament is too taxing and, naturally, it was fixed after our flight
. We only moan about the BCFs because we've been spoiled by the 767Fs and we like the newer toys in them.
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G'day everyone,
Very interesting and a lot of useful informations reading through the entire thread. I have apply about 10 days ago through IAC Global in Australia. Has anyone had any dealings with this recruiter? Would appreciate any Aussie to reply regarding commute, taxation issues and any other relevant info.
I hold a bare B763ER CMD rating on my CASA ATPL but that was back in 2004. For the sack of agrument if I am successful will AJV/AJX put me through a short course or a full course?
Thanks all in advance for your reply.
Cheers...!!
Very interesting and a lot of useful informations reading through the entire thread. I have apply about 10 days ago through IAC Global in Australia. Has anyone had any dealings with this recruiter? Would appreciate any Aussie to reply regarding commute, taxation issues and any other relevant info.
I hold a bare B763ER CMD rating on my CASA ATPL but that was back in 2004. For the sack of agrument if I am successful will AJV/AJX put me through a short course or a full course?
Thanks all in advance for your reply.
Cheers...!!
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Can anyone shed some light on:
How many nights per tour ( per 20/21 days) do you spend in japan itself?
When in japan are you required to provide your own accomodation, and if so does the company have any agreement with a particular hotel for some kind of staff rate?
Thanks
How many nights per tour ( per 20/21 days) do you spend in japan itself?
When in japan are you required to provide your own accomodation, and if so does the company have any agreement with a particular hotel for some kind of staff rate?
Thanks
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Hello Swamp Monkey
The information you seek has been repeatedly discussed within this thread, just start going backwards and you will find plenty of information on life style here in Japan.
The information you seek has been repeatedly discussed within this thread, just start going backwards and you will find plenty of information on life style here in Japan.
