Air Japan (AJX) B767
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Merry Christmas to everyone. I have a couple of questions which I can see have been asked a few times already in this thread, but not really answered since the very beginning.
Many things seems to not have changed much since 10 years ago, apart from experience level of new hires. 10 years ago it seemed to be about 2x the minimum requirements, but maybe somebody could chip in how low hours guys are standing a chance with?
I'm just on the edge of having the minimums, with 2 months to go until I have the hours to apply. Anybody been lucky enough to get an interview with a similar profile to me; 3000h TT and 2600h on 737NG?
The problem I'm having is that my company doesn't let me do the ATPL on my annual LST until I'm doing the command upgrade, and with the current delay with the MAXes that seems to be a minimum of 12 months from now. Of course I could do the LST on my own, but seems like quite a gamble to pay around 2000€ just to have a lucky shot at getting just the interview. Obviously an ATPL would be needed after a successful assessment, which I would then have no problem paying for myself. Anybody in the same boat as me, or knows something about it? Asked both of the contracting agencies already, but it didn't make me any wiser. I also don't want to apply if my frozen ATPL is no good, and then would not be able to apply afterwards again due to the rejection.
Many things seems to not have changed much since 10 years ago, apart from experience level of new hires. 10 years ago it seemed to be about 2x the minimum requirements, but maybe somebody could chip in how low hours guys are standing a chance with?
I'm just on the edge of having the minimums, with 2 months to go until I have the hours to apply. Anybody been lucky enough to get an interview with a similar profile to me; 3000h TT and 2600h on 737NG?
The problem I'm having is that my company doesn't let me do the ATPL on my annual LST until I'm doing the command upgrade, and with the current delay with the MAXes that seems to be a minimum of 12 months from now. Of course I could do the LST on my own, but seems like quite a gamble to pay around 2000€ just to have a lucky shot at getting just the interview. Obviously an ATPL would be needed after a successful assessment, which I would then have no problem paying for myself. Anybody in the same boat as me, or knows something about it? Asked both of the contracting agencies already, but it didn't make me any wiser. I also don't want to apply if my frozen ATPL is no good, and then would not be able to apply afterwards again due to the rejection.
Join Date: May 2006
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Pirrex, in a short answer, I would say that holding a frozen ATPL is not enough in order to apply. They are very specific in having the ATPL and also with the hours breakdown as informed by the agencies. From what I understand, even if you have a full ATPL - obtained on an airline, when upgrading - but has not the required hours (cross-country, PIC, night, etc) it will not be accepted.
What many people do is get the hours and check the ATPL via private flying, ie. renting a Cessna during the weekends and logging the hours.
I am sure others will complement my answer
Merry Christmas and good luck!
BF
What many people do is get the hours and check the ATPL via private flying, ie. renting a Cessna during the weekends and logging the hours.
I am sure others will complement my answer
Merry Christmas and good luck!
BF
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Pirrex,
Second Bromstick.
What have been answered time and time again is that everything is black and white in Japan. (unless it benefits the company, then grey do appear!)
As for flight time, I flew with an FO a few weeks ago that interviewed with the bare minimums, so yes it is possible.
As for the ATPL, may I suggest that You stop being like most every other pilot and stop trying to find an angle, just get the frekking ATPL and get Your papers in, its a good gig
Regards
HD
Second Bromstick.
What have been answered time and time again is that everything is black and white in Japan. (unless it benefits the company, then grey do appear!)
As for flight time, I flew with an FO a few weeks ago that interviewed with the bare minimums, so yes it is possible.
As for the ATPL, may I suggest that You stop being like most every other pilot and stop trying to find an angle, just get the frekking ATPL and get Your papers in, its a good gig
Regards
HD
Join Date: Dec 2018
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Flaps during a turn
Hello everyone. I’m reading the Sim profile and have a puzzle area which kindly ask for your help.
I do read somewhere ( sorry got lost, too many information on hand) that do not turn until flaps are in position, or hold the flaps until wings level. I get the idea but it seems a little conflict to the profile.
Like the one in visual approach, we should put flaps 30 and turn base when times up, but in actual, should we put flaps 30 and wait for them in position then begin the base turn, or delay the flaps until I’m level on the base (which only few seconds before my final turn).
Personally I prefer the former to buy me more room, just don’t know which one should be the one I perform in the Sim.
Also, “Arm Spd Bke” is part of PM’s procedural action during lowering the gear, or it’s a call out from PF?
And how do I know if it’s been properly armed, by looking at the lever position or there’s a message on the display?
And one last, during the descent toward MDA for VOR 17, do they expect you initiating the descent by the definition of “established“, or you have to wait until centered CDI? It sounds picky but in the profile, the timings are separate to “PM calls one dot before” and “established, descend with VS mode”. Which I’m curios that one dot should be 5° and also means established, but the profile looks like they want you descend after CDI centered.
Happy new year to all.
RL
I do read somewhere ( sorry got lost, too many information on hand) that do not turn until flaps are in position, or hold the flaps until wings level. I get the idea but it seems a little conflict to the profile.
Like the one in visual approach, we should put flaps 30 and turn base when times up, but in actual, should we put flaps 30 and wait for them in position then begin the base turn, or delay the flaps until I’m level on the base (which only few seconds before my final turn).
Personally I prefer the former to buy me more room, just don’t know which one should be the one I perform in the Sim.
Also, “Arm Spd Bke” is part of PM’s procedural action during lowering the gear, or it’s a call out from PF?
And how do I know if it’s been properly armed, by looking at the lever position or there’s a message on the display?
And one last, during the descent toward MDA for VOR 17, do they expect you initiating the descent by the definition of “established“, or you have to wait until centered CDI? It sounds picky but in the profile, the timings are separate to “PM calls one dot before” and “established, descend with VS mode”. Which I’m curios that one dot should be 5° and also means established, but the profile looks like they want you descend after CDI centered.
Happy new year to all.
RL
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Like the one in visual approach, we should put flaps 30 and turn base when times up, but in actual, should we put flaps 30 and wait for them in position then begin the base turn, or delay the flaps until I’m level on the base (which only few seconds before my final turn). When you're abeam the threshold it's 'gear down, flap 20 (dial back the speed)'. You arm the speedbrake. PM says 'gear down, flap 20' and you call for the landing checklist. By now you'll be approaching the turn point so ask for flap 30, dial in the final speed and start the turn. It takes a couple fo seconds for the flap to go from 20 to 30 and by the time the speed has been dialled back it's time to turn. Don't worry about making sure they're at 30 before you turn, don't wait until you're on base and definitely do not extend downwind to do so. The cadence works:
PF: Abeam 'start time'. 'Gear down, Flap 20, Speed Vref+20'. Arm speedbrake
PM: 'Gear down, Flap 20'
PF: 'Landing checklist'
PF/PM: Carry out landing checklist, hold at Flaps
PF: 'Flap 30, Speed Vref+5'
PM: 'Flap 30'
At this point you start the turn and can then ask the PM to 'continue landing checklist' (which is just 'Flaps')
Set an initial RoD of about 600 FPM and watch the 'noodle' to vary your bank angle
Also, “Arm Spd Bke” is part of PM’s procedural action during lowering the gear, or it’s a call out from PF?
And how do I know if it’s been properly armed, by looking at the lever position or there’s a message on the display? PF arms the speed brake. You just need to lift it slightly and move it back a few cms. You'll feel it click into place. There's no message, so you'll have to look down to check it when challenged on the Landing Checklist
And one last, during the descent toward MDA for VOR 17, do they expect you initiating the descent by the definition of “established“, or you have to wait until centered CDI? It sounds picky but in the profile, the timings are separate to “PM calls one dot before” and “established, descend with VS mode”. Which I’m curios that one dot should be 5° and also means established, but the profile looks like they want you descend after CDI centered. You can descend any time you are within 5 degrees. Hopefully you'll be nicely lined up before then, with the CDI centred, but DO NOT descend outside 5 degrees. That is the only rule and you will fail if you do so. Less than 1 dot and you can make your way down.
PF: Abeam 'start time'. 'Gear down, Flap 20, Speed Vref+20'. Arm speedbrake
PM: 'Gear down, Flap 20'
PF: 'Landing checklist'
PF/PM: Carry out landing checklist, hold at Flaps
PF: 'Flap 30, Speed Vref+5'
PM: 'Flap 30'
At this point you start the turn and can then ask the PM to 'continue landing checklist' (which is just 'Flaps')
Set an initial RoD of about 600 FPM and watch the 'noodle' to vary your bank angle
Also, “Arm Spd Bke” is part of PM’s procedural action during lowering the gear, or it’s a call out from PF?
And how do I know if it’s been properly armed, by looking at the lever position or there’s a message on the display? PF arms the speed brake. You just need to lift it slightly and move it back a few cms. You'll feel it click into place. There's no message, so you'll have to look down to check it when challenged on the Landing Checklist
And one last, during the descent toward MDA for VOR 17, do they expect you initiating the descent by the definition of “established“, or you have to wait until centered CDI? It sounds picky but in the profile, the timings are separate to “PM calls one dot before” and “established, descend with VS mode”. Which I’m curios that one dot should be 5° and also means established, but the profile looks like they want you descend after CDI centered. You can descend any time you are within 5 degrees. Hopefully you'll be nicely lined up before then, with the CDI centred, but DO NOT descend outside 5 degrees. That is the only rule and you will fail if you do so. Less than 1 dot and you can make your way down.
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Thank you Fratemate, this helps a lot.
As a bus driver, it really takes some effort to make this bird fly smoothly.
Planning to be there by Feb, I owe every helper here a pint..... or pints if you like
As a bus driver, it really takes some effort to make this bird fly smoothly.
Planning to be there by Feb, I owe every helper here a pint..... or pints if you like
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I am just curious why do you carry out a landing checklist before extending flaps 30? Are there some differences between B767 FCTM and AJX SOP?
Yes, despite the FCTM, the Japanese have decided you can do it either way. So, you can get to Flap 20 and then call for the Landing Checklist. The PM will suspend the checklist with words similar to "standing by one item or standing by flaps". Once the final flaps are set (25 or 30) the PF will ask for the checklist to be continued and the PM reads "Flaps", with PF responding "25/30".
Or
You can do the whole lot and then ask for the Landing Checklist once final flaps are set.
The trouble with this second option is you don't want to be doing the checklist while you're concentrating on your turn to final, so it is much better to get the bulk of it done once the flaps are at 20 and then you've just got the one item to do before you start the turn. If you get the cadence correct then it works out just as they want a visual pattern to be flown. When you're trudging down an ILS you can use either method and it doesn't matter but, for the visual circuit, I would recommend NOT waiting until final flaps are set before ordering the checklist. You CAN but they won't like it
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Thanks for your answer. The world of "my procedures" is the usual policy of the most companies, including one, which I've been flying for. A company's SOP is the best guidance of that.
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You're not under the impression that the SOP's here are designed for efficiency and safety?
Last edited by The Dominican; 4th Jan 2020 at 14:13.
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With that attitude you would do well here. Mold yourself to their way and no other way. The people who keep talking about how it was done at such and such place are the ones who find themselves in trouble.
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Hi all,
Just sharing my interview experience.
Whatever written from the beginning of this post till the latest, it was extremely helpful for my preparation fo rthe interview process.
So, please read it from first page till the very last.
Dominican, Fratemate and a few more noble chaps here had been providing great information for us all.
Really appreciate it alot.
Right, as for my interview, return air ticket to Tokyo was paid by the agent (Crew in my case) but hotel accomodation was self-paid.
You will go through a paper test consist of 20 questions mainly on ATPL subjects.
You will then proceed for the interview.
The whole interview process was pleasant, 3 Japanese senior Captains plus anohter Japanese lady from HR.
Standard interview questions with some techinical questions from each of the senior Captains.
As for those technical questions posed to me, I did managed to answer most of it but not all.
Those that I was not sure, I will just be frank to them and say "not sure" or " I don't know the answer" instead of bs my way through.
Right after the interview, and before the sim check, you will be given a "briefing" by one of the senior captain.
Basically he is just confirming that the sim profile that you have been given by the agent is up to date.
He will go through the entire profile with you.
During this stage, I was asked if I would prefer to have the "Speedtape" version of PFD or the older version of it, which I call it the "F/S tape" (as in fast/slow).
I did not know until this point that I have the luxury to choose my version of speedtape.
I chose the newer digital speedtape for my PFD (regretted it somehow, as I've been bunk flying using the F/S tape all these while)
Sim profile was exactly as per the package given by the agent.
Most difficult for me was the visual approach, followed by the S/E profile and easiest was the VOR profile.
Well, that is only for my case.
For the sim check, 1 captain will be sitting on the other seat to assist, another running the sim and the third one will watch you like a hawk from the middle.
They will watch and take notes on every little thing you do/missed.
They even noticed that I was not looking at my speedtape just prior to rotation.
Some tips general tips for the sim check:
You're suppose to glance the speedtape when the PM says "V-R" before you actually move the control column.
Your thumb should be away from the trim switch if you're not trimming.
You can fly with both hands as long as the A/T is ON and working. That's told to me by one of the checker when I was placing one of my hand on the thrust lever "guarding it". Not required according to him.
Say "Left/Right clear" as applicable, everytime before initiating a turn.
Now, as for the Visual profile, yes, cadence mentioned by Fratemate works very well and gives you plenty of time to adjust your profile during base turn.
One thing i learnt during my visual approach. My speed was spot on when you look at the speedtape on PFD. However, my thrust correction to achive the speed was varying by +/- 5% or so (the thrust lever is a little sensitive as well for a first timer on a 767 sim).
According to the checker, I must stay within +/-2% only, so my 5% was way too much for them.
I had a positive landing, not hard at all but definitely not a greaser for sure. And the checker behind was saying "VIP onboard!"
Not sure if they're just trying ease the tense in the sim or they really don't like my landing.
I had my interview and sim check during the day and the result came in the same evening.
Unfortunately I did not make it. No reasons given. Strongly believe I flunked the sim session.
According to my agent, the only thing that counts is the sim check, the interview/paper exam was irrelevant.
Not sure to what extend though as even the agent does not know the reason for my failure.
By the way, all these happened more than a year ago but I guess nothing much has changed.
I had recently resubmit my application again to my agent.
Shocking to know AJX does not accept second try for DEC applicants (this was not told to me last year by my agent).
This has been confirmed by my agent as they made a call to AJX (well that's what they told me).
That is their current "policy" now it seems. Not sure why.
Rather disappointed to know this actually.
I'm having high hope still. Will try again next year. Hopefully they will review their "policy".
To those who are applying, especially DEC, best of luck, and give it your best shot.
Gambatte Kudasai!
Fifi
Just sharing my interview experience.
Whatever written from the beginning of this post till the latest, it was extremely helpful for my preparation fo rthe interview process.
So, please read it from first page till the very last.
Dominican, Fratemate and a few more noble chaps here had been providing great information for us all.
Really appreciate it alot.
Right, as for my interview, return air ticket to Tokyo was paid by the agent (Crew in my case) but hotel accomodation was self-paid.
You will go through a paper test consist of 20 questions mainly on ATPL subjects.
You will then proceed for the interview.
The whole interview process was pleasant, 3 Japanese senior Captains plus anohter Japanese lady from HR.
Standard interview questions with some techinical questions from each of the senior Captains.
As for those technical questions posed to me, I did managed to answer most of it but not all.
Those that I was not sure, I will just be frank to them and say "not sure" or " I don't know the answer" instead of bs my way through.
Right after the interview, and before the sim check, you will be given a "briefing" by one of the senior captain.
Basically he is just confirming that the sim profile that you have been given by the agent is up to date.
He will go through the entire profile with you.
During this stage, I was asked if I would prefer to have the "Speedtape" version of PFD or the older version of it, which I call it the "F/S tape" (as in fast/slow).
I did not know until this point that I have the luxury to choose my version of speedtape.
I chose the newer digital speedtape for my PFD (regretted it somehow, as I've been bunk flying using the F/S tape all these while)
Sim profile was exactly as per the package given by the agent.
Most difficult for me was the visual approach, followed by the S/E profile and easiest was the VOR profile.
Well, that is only for my case.
For the sim check, 1 captain will be sitting on the other seat to assist, another running the sim and the third one will watch you like a hawk from the middle.
They will watch and take notes on every little thing you do/missed.
They even noticed that I was not looking at my speedtape just prior to rotation.
Some tips general tips for the sim check:
You're suppose to glance the speedtape when the PM says "V-R" before you actually move the control column.
Your thumb should be away from the trim switch if you're not trimming.
You can fly with both hands as long as the A/T is ON and working. That's told to me by one of the checker when I was placing one of my hand on the thrust lever "guarding it". Not required according to him.
Say "Left/Right clear" as applicable, everytime before initiating a turn.
Now, as for the Visual profile, yes, cadence mentioned by Fratemate works very well and gives you plenty of time to adjust your profile during base turn.
One thing i learnt during my visual approach. My speed was spot on when you look at the speedtape on PFD. However, my thrust correction to achive the speed was varying by +/- 5% or so (the thrust lever is a little sensitive as well for a first timer on a 767 sim).
According to the checker, I must stay within +/-2% only, so my 5% was way too much for them.
I had a positive landing, not hard at all but definitely not a greaser for sure. And the checker behind was saying "VIP onboard!"
Not sure if they're just trying ease the tense in the sim or they really don't like my landing.
I had my interview and sim check during the day and the result came in the same evening.
Unfortunately I did not make it. No reasons given. Strongly believe I flunked the sim session.
According to my agent, the only thing that counts is the sim check, the interview/paper exam was irrelevant.
Not sure to what extend though as even the agent does not know the reason for my failure.
By the way, all these happened more than a year ago but I guess nothing much has changed.
I had recently resubmit my application again to my agent.
Shocking to know AJX does not accept second try for DEC applicants (this was not told to me last year by my agent).
This has been confirmed by my agent as they made a call to AJX (well that's what they told me).
That is their current "policy" now it seems. Not sure why.
Rather disappointed to know this actually.
I'm having high hope still. Will try again next year. Hopefully they will review their "policy".
To those who are applying, especially DEC, best of luck, and give it your best shot.
Gambatte Kudasai!
Fifi
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Hi fifi,
There are people here will appreciated very much of your feedback, I am sure one of them.
Have you tried CAE? They called me few days ago asking if I’m interesting in AJX. No harm with an ask.
RL
There are people here will appreciated very much of your feedback, I am sure one of them.
Have you tried CAE? They called me few days ago asking if I’m interesting in AJX. No harm with an ask.
RL
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Great suggestion indeed.
Yes I was thinking about changing agency and see how it goes.
However if what my current agent is telling me is true, meaning the buck stops at AJX, then I will presume the end result will be the same.
Nevertheless, will definitely give it a go as suggested.
Fifi
