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Air Japan (AJX) B767

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Old 15th Sep 2009, 19:12
  #881 (permalink)  
 
Join Date: Oct 2006
Location: Over the Pacific mostly
Posts: 949
1. How do you know you are 2nm abeam the runway for the visual cct?

On the CDU there is a key called PROG (progress key) select this function and go to the next page to have PROG2 in view, there you will see your offset position related to your track. The technique is to have your PNF select the ILS to the RWY you are taking off, lets say you will be doing the visual to RWY 35 so you will call for the ILS 35 and then you will have your PNF select the RWY35 (last position on the ILS before the miss approach segment) followed by the inbound course (349 I believe) and execute it. This will be part of your preparation and brief for the visual approach and then you will select PROG page2 so you can see your offset value from the runway indicated in NM's.

2. Do you ever get to 250 knots in the profile? It doesn't say it anywhere in the profile but has a power setting for it in the power chart.

You could if you want too, but why would you? you are not doing yourself any favors by going fast, the best thing is to stay around 200KTS on flaps one as a minimum retraction flap position throughout the entire evaluation so that things go slow and you have more time to do corrections and it is also a little easier to control the SIM at a slower speed. Remember to brief your PNF that you will remain at Flaps 1 before you call for the after take off check list so that the evaluators behind you know that this is your intention and not that you forgot the flaps at 1, very important because after all the show is for them

3. Do they enter the runway centerline for the visual cct so you can use the noodle in map mode to help (sorry I'm on the airbus and we have no noodles there)?

Yes, use the same technique as above

4. The flaps calls in the C/L says to say "no light" after the flap number. What light do they mean? I asked a mate on the 767 and he wasn't sure either.

All EICAS equipped A/C's must have a secondary means of indication for all warning and caution associated with system conditions, there are two lights above the flap position indicator that work in conjunction with the EICAS warning/caution system, one for the leading edge slats and another for the trailing edge flaps. The call Flaps XX No Lights is to acknowledge that the flaps have reached their commanded position and that the system has detected no asymmetry problems

5. Is the 767 flown to Cat D speeds and requirements?

Yes

6. The engine failure C/L says to disconnect the auto-throttle. Can someone confirm that you then fly the sequence with manual thrust with auto-pilot on until base when it all come off?

Yes

7. It says to fly level at the MDA on teh VOR app. Is this how they normally do things on the line?

We do very little VOR approaches on the line but this used to be their procedure, recently they changed it to follow a constant descend profile to the MDA. Both techniques would be acceptable as long as you don't venture bellow the MDA

Good luck Poita, post your experience for others please
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Old 15th Sep 2009, 22:36
  #882 (permalink)  
 
Join Date: Sep 2009
Location: US
Posts: 20
I'm brand new to PPRuNe so I've posted this on another thread not displayed yet..

What are the hiring demands right now... Are they running classes every month etc..

My app. is being reviewed (had a problem getting my flight times straight)...Does their website keep pretty good updates as far as status of your apps? How long is it taking from application, to acceptance, to interview? (I know it's a crap shoot, but any idea would help my soon to be furloughed butt).

My times are 6100TT, 5000jet, 425 JetPIC, mostly regional time now at a large US fractional..I'm applying for FO pax side

Thanks

PS... I just read on another forum about having a lengthy/detailed autobiography...When I did mine I wasn't thinking along those lines.. Instead I wrote a brief history of my flying and what I do in my spare time.. Will this seriously hurt my chances?
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Old 16th Sep 2009, 01:18
  #883 (permalink)  
 
Join Date: Oct 2006
Location: Over the Pacific mostly
Posts: 949
PS... I just read on another forum about having a lengthy/detailed autobiography...When I did mine I wasn't thinking along those lines.. Instead I wrote a brief history of my flying and what I do in my spare time.. Will this seriously hurt my chances?
You can go back and resubmit a more detailed Bio! the general consensus is that they pay quite a bit of attention to this

Good luck
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Old 16th Sep 2009, 03:57
  #884 (permalink)  
 
Join Date: Sep 2009
Location: Colorado
Posts: 3
I thought the board was meeting at the end of September to determine the November class. How did you find out the information on the November class?
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Old 16th Sep 2009, 21:28
  #885 (permalink)  
 
Join Date: Sep 2009
Location: USA
Posts: 3
Usually you are notified about 7 to 8 weeks prior to the start of the class. Gives you time to get the Trainee Visa and the contract agency does your background check. Also allows you to have some time to review the contract and do other other paperwork. I know somebody in November class and sorry, it is full.

Gomets, usually hiring is 4 AJV & 4 AJX every other month. That is 8 total, AJX is FO's only and AJV is FO's and Captains(any combination, not 2+2). So there are very few slots, even if you passed the medical and the interview you might get a call later that you are not going to be selected. Seems to me that they purge lowest scores from the hiring pool quarterly. (happened to my friend, 4 months after interview). Be prepared that it can take easily 6 to 8 months from a date your application is in to your class date.
Make sure your logbook is up to date to the minute, it will be checked very carefully multiple times.
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Old 17th Sep 2009, 03:26
  #886 (permalink)  
 
Join Date: Sep 2009
Location: US
Posts: 20
thanks for the heads up...I know the chances are slim to none, but might as well be prepared...

Can you apply to both the cargo and pax side at the same time? I'm assuming you can..can I use the same resume, cover letter etc..?

Are they like the US majors with 10,000 resumes on file?
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Old 18th Sep 2009, 01:58
  #887 (permalink)  
 
Join Date: Nov 2008
Location: 日本
Posts: 430
Can you apply to both the cargo and pax side at the same time? I'm assuming you can..can I use the same resume, cover letter etc..?
No. On the application form you are asked if you're applying for AJX OR AJV.

Are they like the US majors with 10,000 resumes on file?
Nobody will know the whole answer to this question as applications go through agencies, not direct to the Company. With Parc, CReW and IAC all involved, who knows how many people are applying. More to the point, though, why does it matter? If you are qualified and want the job, then apply. As I've said before, the worst thing they can say is 'no' and you have no influence whatsoever on who else is applying, so don't waste brain cells worrying about it.
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Old 18th Sep 2009, 04:13
  #888 (permalink)  
 
Join Date: Mar 2008
Location: Redneck County
Posts: 69
AJV/AJX recruiters told us that they had 6,000 + applications and they only hired 12 last Jan.
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Old 18th Sep 2009, 05:53
  #889 (permalink)  
 
Join Date: Mar 2004
Location: mmmmmmmmmmm
Posts: 61
Can anyone shed some light on this:
If offered a screening and you pull out, will they "look" at you again later in life?
Is it a one chance application process?
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Old 18th Sep 2009, 08:57
  #890 (permalink)  
 
Join Date: Sep 2003
Location: South Central
Posts: 41
Hey guys. I've been going through the sim profile a few times on my 767 at home. It doesnt seem as bad as I first thought. I noticed a lot of people recommending to learn the power and attitudes. From what I can tell there are only a couple that are really crutial as autothrust is on most of the time except for the vis cct, established inbound on the VOR and for the SE OPS. But then you have the FD's up even more giving you pitch commands. I certainly agree that its good to know power and attitude but I dont see the point in wasting my precious brain space on the ones in the table that I will not need. Can anyone confirm or deny this?
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Old 18th Sep 2009, 10:06
  #891 (permalink)  
 
Join Date: Mar 2004
Location: Japan / Thailand
Posts: 195
I would say that you are probably correct in that you don't need to memorize the whole table. But there are some that are absolutely essential. Your weight will always be around 260,000lbs so those numbers are a good place to start. Also, pay close attention to the VFR pattern and single engine ILS numbers. Especially on the VFR pattern as things happen very fast.
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Old 18th Sep 2009, 10:17
  #892 (permalink)  
 
Join Date: Nov 2008
Location: 日本
Posts: 430
Here's the numbers I use for the 260 000lbs, at which you'll be flying:

2 Eng:

Gear up, flap5, level flight: 60%
Gear down, flap 20, level flight: 65%
Gear down, flap 30 on the ILS/Vis final: 60%
Gear down, flap 30: 72% (75% if turning)

Since you won't be circling i.e. flying level with flap 30, you need to remember 60% & 65%.


1 Eng:

Gear up, flap 5, level flight: 80% (actually it's about 78% but set 80% and adjust)

Suggested technique for single eng ILS: On LOC, gear up, flap 5, 80%. Glideslope alive: gear down, flap 20 (watch the balloon when the flaps come down), set 70% and bug +5. The speed will drift slowly back and will pretty well coincide with G/S capture and bug+5. Slowly back to 65%, very little trim change due to lack of thrust lever movement and Robert will be your uncle. DON'T get slow. Err, if anything, very slightly fast (only talking 1 or 2 knots) as there is a lot of power required if you do get slow and that will destabilise your approach.

So, as you so correctly state, there are not really too many numbers you need. 2 eng: 60 & 65%. 1 eng: 80, 75 & 65%.
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Old 18th Sep 2009, 14:50
  #893 (permalink)  
 
Join Date: Oct 2006
Location: Over the Pacific mostly
Posts: 949
Can anyone shed some light on this:
If offered a screening and you pull out, will they "look" at you again later in life?
Is it a one chance application process?
We don't really know the answer to your question swamp monkey since they don't share their hiring decision making process with anyone and this includes the contract companies but I suspect that this is not viewed favorably since they want individuals that are committed to honor their contracts and indecision is not a good indicator.

And this kinds of numbers are not really helping
AJV/AJX recruiters told us that they had 6,000 + applications and they only hired 12 last Jan
But I'm one that believes that there is always a chance, as small as it might be so if this is your case most certainly apply and see what happens

Can you apply to both the cargo and pax side at the same time? I'm assuming you can..can I use the same resume, cover letter etc..?
To expand on what Frate said, you must apply to only one company at a time but during the interview you can express your interest on serving in any of the two and this is viewed favorably since you are showing flexibility. My original application was for AJV and the offer came for AJX

Good luck
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Old 19th Sep 2009, 01:17
  #894 (permalink)  
 
Join Date: Aug 2009
Location: USA
Posts: 19
Pool

Any idea how many folks are in the pool and how long most of them have been there? Just curious. Do most folks wait in a pool before being hired at ANA? Thanks and good luck everyone.
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Old 19th Sep 2009, 05:34
  #895 (permalink)  
 
Join Date: Jun 2007
Location: Around
Posts: 11
JAL's troubles

G'day gents,

Have you guys heard about Jal's latest financial situation? In order to stay in play they will have to cut 6,800 jobs or 14% of their workforce and reduce international prencese. I believe the planned cut will put for first time J pilots on the street. We, expat pilots, are definitively a better option for airlines not only cause we get paid less but because they don't have to deal with a union, only with a leasing company. However if Jal get rid of some pilots or if eventualy goes out of business, I don' t think we will see too many round eyes flying in Japan. What do you think?
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Old 19th Sep 2009, 05:50
  #896 (permalink)  
 
Join Date: Aug 2009
Location: USA
Posts: 19
Any idea on if how many people are in the pool and what the average stay in the pool is? Thanks in advance.
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Old 19th Sep 2009, 06:28
  #897 (permalink)  
 
Join Date: Mar 2004
Location: Japan / Thailand
Posts: 195
I could be mistaken, but the only pilot reductions that I have herd mentioned at JAL was putting an end to the over 60 guys continuing to fly. I have not herd of any of their regular pilot ranks being reduced. Please correct me if I am wrong. Most of the other non pilot reductions will come from retirements that will not be replaced with new workers. Again, from what I have read.

JAL will not go out of business. Who is there to pick up the slack? ANA is probably about 1/2 to 1/3 of the size of JAL and could never come close to picking up the slack. Whether it is the government or a foreign investor, someone will dump their money into JAL to save them.

Regarding the pool. I don't think anyone knows the numbers. Entry into the "pool" is not a guarantee of a job offer in the future. From time to time, the "pool" is drained of the lower scoring individuals.
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Old 22nd Sep 2009, 20:23
  #898 (permalink)  
 
Join Date: May 2003
Location: KGRB, but on the road about 1/2 the time.
Age: 56
Posts: 591
Hi!

I thought that JAL now had 0 western pilots. They let go the 747-200? guys that were western.

As far as I understand, JAL has NOTHING to do with the Japan contract jobs.

cliff
NBO
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Old 22nd Sep 2009, 20:36
  #899 (permalink)  
 
Join Date: Sep 2009
Location: USA
Posts: 3
Off the topic, but I think that J-air (fully owned by JAL????) is still hiring expats to fly the E-170.
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Old 23rd Sep 2009, 03:33
  #900 (permalink)  
 
Join Date: Sep 2009
Location: Colorado
Posts: 3
Hey if anyone is in training or recently completed training for AJV/AJX could you please pm me. I have a few questions about what to bring to training for the Nov 09 class. For instance dress code, cell phones, things to bring w/to make my stay more comfortable, etc..... Thanks!
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