Air Japan (AJX) B767
Join Date: Oct 2006
Location: Over the Pacific mostly
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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
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?
Yes6. 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
Join Date: Sep 2009
Location: US
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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?
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?
Join Date: Oct 2006
Location: Over the Pacific mostly
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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?
Good luck
Join Date: Sep 2009
Location: USA
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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.
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.
Join Date: Sep 2009
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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?
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?
Join Date: Nov 2008
Location: 日本
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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?
Join Date: Sep 2003
Location: South Central
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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?
Join Date: Mar 2004
Location: Japan / Thailand
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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.
Join Date: Nov 2008
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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%.
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%.
Join Date: Oct 2006
Location: Over the Pacific mostly
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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?
If offered a screening and you pull out, will they "look" at you again later in life?
Is it a one chance application process?
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
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..?
Good luck
Join Date: Jul 2009
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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.
Join Date: Jun 2007
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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?
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?
Join Date: Mar 2004
Location: Japan / Thailand
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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.
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.
Join Date: May 2003
Location: KGRB, but on the road about 1/2 the time.
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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
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
Join Date: Sep 2009
Location: Colorado
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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!