Air Japan (AJX) B767
Join Date: Nov 2008
Location: 日本
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Vpilot53, there are too many variables to give you an individual answer. Your pay, from whichever contract agency, is gross and it is entirely up to you to sort out your tax in your tax jurisdiction. Since you have paid no tax in Japan then no dual taxation applies and, so, your gross pay will be subject to tax......if you meet the resident criteria. The first thing to do is visit the ATO website and see if you do fall under the rules that govern residency. The second thing to do is call or write to a bunch of overseas tax specialists and see what is the best deal that can be provided. Some seem more liberal and 'educated' than others in which rules can and cannot be applied.
You won't get a clear-cut answer because we are all individuals but I think most have ensured they take full advantage of any ATO overseas allowances.
You won't get a clear-cut answer because we are all individuals but I think most have ensured they take full advantage of any ATO overseas allowances.
Join Date: Dec 2013
Location: J-land
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I am not at Air Japan so I can not speak to their requirements, however we have hired a number of people with the restriction and it was no issue with the JCAB... When you do your JCAB ATR course you will be trained on the low circle and will be checked during your JCAB Check... Should be a easy answer from any of the Crew Leasing Companies, just shoot a email to one of the recruiters...
Kampai, Jpn Crj Driver
Join Date: Aug 2018
Location: Maldives
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MM2H
Hi all and thanks for your inputs throughout the years, is there anyone else out there that chose a country in SE Asia to live in and relocate his family to while working with Air Japan? Cheers
Last edited by PiffTheMagicDragon; 30th Aug 2018 at 15:33.
I’m curious to understand the reasons why they’d struggle to recruit, yes the money isn’t on par with China, but from the outside the job seems to be much more appealing, and the commuting deal is far superior. I think there’ll be plenty of applicants, wether they survive screening is another story.
Join Date: May 2007
Location: Cotham
Age: 28
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Good day.
I just wanted to find out if there is anyone who has attended the assessment recently. Any recent tips you can offer??. What are the reasons many people are unsuccessful.
I have gone through the entire thread, I am just inquiring about the latest info.
Thanks
I just wanted to find out if there is anyone who has attended the assessment recently. Any recent tips you can offer??. What are the reasons many people are unsuccessful.
I have gone through the entire thread, I am just inquiring about the latest info.
Thanks
Join Date: Mar 2013
Location: BR
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Good day.
I just wanted to find out if there is anyone who has attended the assessment recently. Any recent tips you can offer??. What are the reasons many people are unsuccessful.
I have gone through the entire thread, I am just inquiring about the latest info.
Thanks
I just wanted to find out if there is anyone who has attended the assessment recently. Any recent tips you can offer??. What are the reasons many people are unsuccessful.
I have gone through the entire thread, I am just inquiring about the latest info.
Thanks
Nothing has changed since then so you can use that post as a reference.
Join Date: Sep 2014
Location: Great Southern Land
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FYI!
This contract only looks good on paper, but once you are here you realize it’s not.
There is a very good reason they now accept Non-JCAB captains.
Your chance of passing as a DEC is approximately 50% as they fail you for no valid reason.
We have had several high calibre Captains with JCAB licenses and years of experience in Japan, yet they fail them for no valid reason, as they are good and professional mates.
Its just the rotten company atmosphere and the Japanese Kabuki (Please understand)
They always lock on to one or two people during training and give them a very difficult time x 7 months.
Also for the first month you have Darth Vader monitoring you in ground school class to cross examine your attitude.
This place is in a downward spiral, and have been for some time.
Flying mostly cargo flights now, and the few good destinations we have including HNL will go to the Japanese as the A380 will arrive. Expats returning to their respective home countries to work for less, but obtain a better quality of life.
i have worked here a while now, solely because age wise it doesn’t pay off to go elsewhere.
I do not recommend coming here unless you are desperate.
Japan is no longer what it used to be, and is no longer competitive.
cheers
This contract only looks good on paper, but once you are here you realize it’s not.
There is a very good reason they now accept Non-JCAB captains.
Your chance of passing as a DEC is approximately 50% as they fail you for no valid reason.
We have had several high calibre Captains with JCAB licenses and years of experience in Japan, yet they fail them for no valid reason, as they are good and professional mates.
Its just the rotten company atmosphere and the Japanese Kabuki (Please understand)
They always lock on to one or two people during training and give them a very difficult time x 7 months.
Also for the first month you have Darth Vader monitoring you in ground school class to cross examine your attitude.
This place is in a downward spiral, and have been for some time.
Flying mostly cargo flights now, and the few good destinations we have including HNL will go to the Japanese as the A380 will arrive. Expats returning to their respective home countries to work for less, but obtain a better quality of life.
i have worked here a while now, solely because age wise it doesn’t pay off to go elsewhere.
I do not recommend coming here unless you are desperate.
Japan is no longer what it used to be, and is no longer competitive.
cheers
Last edited by Armani; 31st Aug 2018 at 10:00.
Join Date: Nov 2008
Location: 日本
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67% command upgrade failure rate! That’s ridiculous.
Over the last 5 or 6 years we have had many FOs join, NOT ALL, that had a fraction of the experience that was seen historically and I think this is starting to show. AJX stick to their side of the bargain and begin assessment at around 3.5 years but some of these guys are just not ready. I can't think of any other large airline that would assess someone for the command of a 767-sized aircraft after such a relatively short time and certainly not with the experience some of them have. I haven't looked at the list of those who didn't make it through the latest assessment but a quick squint at who I think would be in the frame would certainly make me think twice about 2 or 3 of them and it's not even my place to do so.
There will be others who don't get upgraded because of previous indiscretions. You may well say that's unfair but you only have to read this thread and realise that the Japanese are not good at confrontation but they don't forget, either. I'm not talking about genuine mistakes but deliberate actions which may have embarrassed AJX. I am quite sure they put a big X on that first assessment but you'd never get to actually know the reason because......see point about confrontation.
I feel sorry for those who don't get through the assessment but also feel AJX are setting unrealistic expectations. They won't change the 3.5 years because that is what they've done from the first FO to upgrade and at least we should give them credit for abiding by this. Many pilots will see this opportunity to upgrade very early and it has been a major selling point for encouraging people to join but it is a sad fact of life that some are simply not ready when it comes to upgrade time and just don't have the experience to fall back on when it's going for a can of worms and they need to be in charge. There would be huge dissent if they changed the system to assess at more realistic times e.g. base it on experience, with 3.5 years as the minimum, but if they continue to do what they do then we will continue to see some guys assessed as 'not suitable yet'.
Do not think, for one minute, that I am forgiving of certain of the Japanese assessors. One is a malicious XXXXX and shouldn't be allowed anywhere near an aircraft, let alone a management position where he has such a say in the future of the FOs. The trouble is, we always seem to have one and as soon as he goes we get another.....usually just the one. I can't argue sensibly for any FO that is assessed badly by someone who just really doesn't like anything in life, especially Gaijin FOs. Luckily they are very few and far between and, usually, saner minds prevail.
Join Date: Jan 2006
Location: USA
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Join Date: Jan 2006
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I think it's because one persons schedule is nothing like another persons schedule. Plus they are never the same from month to month. The only thing that ever changes at this place is the schedules. NOTHING else ever changes, or ever will.
Join Date: Nov 2008
Location: 日本
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1. Overworked? I would say no, compared to other airlines. My medical normally sees me writing between 450-500 hours for the year on the form. They will try and ensure they write the schedules such that we will have one day off in seven but that roster will most likely have standby days where you're not called and occasionally groundschool, emergency training, sims etc. With normal days off, commuting days and vacation days they only have you for 197 days per year.
2. Tiredness is certainly sometimes a factor but show me a 24 hour airline where it's not. It's not nice flying from RGN to NRT through the night but you're never going to see daytime only flying in an organisation such at AJX, so you have to suck it up or go and get an office job somewhere. I don't think fatigue is an issue at the moment. It has been in the past and at one stage the scheduling was really going downhill as far as fatigue mitigation was concerned. However, for the most part, I believe they've listened to what has been said and now try to schedule more sensibly. In my opinion fatigue is brought about by cumulative knackering trips, not an individual trip interspersed with others. Maybe I've been lucky but I really don't see others doing multiple knackering trips in a row and being genuinely fatigued. Tired, sometimes, yes but (at the moment) I don't see fatigue as a major factor.
3. Probably half the roster is night flying. There are some passenger day trips and maybe one or two cargo day trips but most of the flying will be either day into night, vice versa or a day flight to somewhere (e.g. RGN) and a night flight back. If you're scared of the dark then don't apply.......to almost any airline.
4. Again, I believe they have listened to what they've been told about the day/night switching and tried to reduce it. I don't mean during a trip (as I've mentioned above) but if a trip is, for instance, a night cargo flight and your next trip is a day passenger return flight then they'll generally split it with a standby duty or a day off (blank day) if you're close to requiring one. Going from day to night is not normally the problem as you have the time before the night flight to try and rest but the other way round reduces the options and that's why they'll try to stick something in between.
2. Tiredness is certainly sometimes a factor but show me a 24 hour airline where it's not. It's not nice flying from RGN to NRT through the night but you're never going to see daytime only flying in an organisation such at AJX, so you have to suck it up or go and get an office job somewhere. I don't think fatigue is an issue at the moment. It has been in the past and at one stage the scheduling was really going downhill as far as fatigue mitigation was concerned. However, for the most part, I believe they've listened to what has been said and now try to schedule more sensibly. In my opinion fatigue is brought about by cumulative knackering trips, not an individual trip interspersed with others. Maybe I've been lucky but I really don't see others doing multiple knackering trips in a row and being genuinely fatigued. Tired, sometimes, yes but (at the moment) I don't see fatigue as a major factor.
3. Probably half the roster is night flying. There are some passenger day trips and maybe one or two cargo day trips but most of the flying will be either day into night, vice versa or a day flight to somewhere (e.g. RGN) and a night flight back. If you're scared of the dark then don't apply.......to almost any airline.
4. Again, I believe they have listened to what they've been told about the day/night switching and tried to reduce it. I don't mean during a trip (as I've mentioned above) but if a trip is, for instance, a night cargo flight and your next trip is a day passenger return flight then they'll generally split it with a standby duty or a day off (blank day) if you're close to requiring one. Going from day to night is not normally the problem as you have the time before the night flight to try and rest but the other way round reduces the options and that's why they'll try to stick something in between.
