Air Japan (AJX) B767
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feedback screening july 2012
Hello! I thought I could share a bit of info from my screening last week since I have been following this thread for a while. I hope it helps.
WRITTEN EXAM
All questions are taken from the 2012 FAA ATP written exam. These are the exact questions with their corresponding reference number (in parenthesis) in case anyone has the FAA ATP exam book with them at home. I have written the correct answers below the question:
1. (8234). When carrying passenger aboard an all-cargo aircraft, which of the following applies?
The pilot in command may authorize the passenger to be admitted to the crew compartment.
2. (8184). A flight crew member must be able to don and use a quick-donning oxygen mask within
5 seconds.
3. (8164). Which emergency equipment is required for a flag carrier between JFK and London? (Note: not exactly the same question but the answers provided were same as in question 8164 in ATP exam)
An appropriately equipped survival kit attached to each required liferaft.
4. (9172). If the ambient temperature is warmer than standard at FL350, what is the density altitude compared to pressure altitude?
Higher than pressure altitude.
5. (9412). When may a pilot descend below 100 feet above the touchdown zone elevation during a category II ILS instrument approach when only the approach lights are visible?
When the red terminal bar of the approach light systems are in sight.
6. (8907). Identify the runway distance remaining markers.
Signs with increments of 1000 feet distance remaining.
7. (8348). What affects indicated stall speed?
Weight, load factor and power.
8. (8333). For which purpose may flight spoilers be used?
Reduce the wing's lift upon landing.
9. (8933). A definition of the term "viscous hydroplaning" is where
A film of moisture covers the painted or rubber-coated portion of the runway.
10. (8247). When the forecast weather conditions for a destination and alternate airport are considered marginal for a domestic air carrier's operation, what specific action should the dispatcher or pilot in commas take?
List at least one additional alternate airport.
11. (9383). What action should be taken when a pilot is "cleared for approach" while being radar vectored on an unpublished route?
Remain at last assigned altitude until established on a published route segment.
12. (9091-1). If visual reference is lost while circling to land from an instrument approach, what action(s) should the pilot take?
Make a climbing turn toward the landing runway until established on the missed approach course.
13. (9010). Under what conditions should a pilot on IFR advise ATC of minimum fuel status?
If the remaining fuel precludes any undue delay.
14. (9119). Which flight conditions of a large jet airplane create the most severe flight hazard by generating wingtip vortices of the greatest strength?
Heavy, slow, gear and flaps up.
15. (9212). When flying over the top of a severe thunderstorm, the cloud should be overflown by at least
1000 feet for each 10 knots windspeed.
INTERVIEW GENERAL QUESTIONS.
This is pretty much what you have told me already in previous briefings:
1. Why do you wanna work for AJX?
2. How would you deal with the commuting contract?
3. What does your family think about this?
4. Your strengths and weaknesses
5. Please give a presentation of yourself 6. How did you prepare for this screening process?
7. Some questions regarding your application form they might think interesting.
8. Qualities of an airline pilot.
9. Have you had any bad experiences during flight? any incidents?
10. Have you applied to other airlines?
11. How did you get here? How was your flight?
INTERVIEW TECHNICAL QUESTIONS.
1. Define V1 speed.
2. What is CRM? Your CRM training at your present company.
3. Threat management. What are threats? Give examples of threats.
4. What airport equipment is required for a CAT II/III ILS approach?
5. Runway center lights: colours last 3000 feet.
6. Equipment required for RVSM operations.
7. What is your aircraft crosswind limitation?
8. RVSM equipment failure procedures. What is your responsibility? In my case, the question wasn't focused towards an equipment failure plus a 2 way comm failure. I understood I had ATC comms all the time when I answered it.
9. What is a balanced V1?
SIMULATOR
Exactly as described in profile given except that you don't have to worry about programming the FMS. All takeoffs, including the V1 cut, are up to flaps 1 only. No flaps up. The profile doesnt mention this for the VOR and ILS approaches but raise flaps only up to flaps 1, then when altitude captured call for the cklist. I am used to call for the after takeoff cklist with flaps up but I had the impression that you call for this cklist when at your cleared altitude. During the practice visual approach before the test I did this and they said "not now" so I called again for the cklist once altitude was captured and I guess this was ok but its probably better to ask them during your orientation just to make sure. Keep your takeoff briefings "very short". Follow the exact same sequence before every takeoff as described in profiles (check wx, get clearance, briefing, before takeoff cklist, takeoff clearance). Confirm all clearances the way explained in profile, this is important.
I hope this helps!
WRITTEN EXAM
All questions are taken from the 2012 FAA ATP written exam. These are the exact questions with their corresponding reference number (in parenthesis) in case anyone has the FAA ATP exam book with them at home. I have written the correct answers below the question:
1. (8234). When carrying passenger aboard an all-cargo aircraft, which of the following applies?
The pilot in command may authorize the passenger to be admitted to the crew compartment.
2. (8184). A flight crew member must be able to don and use a quick-donning oxygen mask within
5 seconds.
3. (8164). Which emergency equipment is required for a flag carrier between JFK and London? (Note: not exactly the same question but the answers provided were same as in question 8164 in ATP exam)
An appropriately equipped survival kit attached to each required liferaft.
4. (9172). If the ambient temperature is warmer than standard at FL350, what is the density altitude compared to pressure altitude?
Higher than pressure altitude.
5. (9412). When may a pilot descend below 100 feet above the touchdown zone elevation during a category II ILS instrument approach when only the approach lights are visible?
When the red terminal bar of the approach light systems are in sight.
6. (8907). Identify the runway distance remaining markers.
Signs with increments of 1000 feet distance remaining.
7. (8348). What affects indicated stall speed?
Weight, load factor and power.
8. (8333). For which purpose may flight spoilers be used?
Reduce the wing's lift upon landing.
9. (8933). A definition of the term "viscous hydroplaning" is where
A film of moisture covers the painted or rubber-coated portion of the runway.
10. (8247). When the forecast weather conditions for a destination and alternate airport are considered marginal for a domestic air carrier's operation, what specific action should the dispatcher or pilot in commas take?
List at least one additional alternate airport.
11. (9383). What action should be taken when a pilot is "cleared for approach" while being radar vectored on an unpublished route?
Remain at last assigned altitude until established on a published route segment.
12. (9091-1). If visual reference is lost while circling to land from an instrument approach, what action(s) should the pilot take?
Make a climbing turn toward the landing runway until established on the missed approach course.
13. (9010). Under what conditions should a pilot on IFR advise ATC of minimum fuel status?
If the remaining fuel precludes any undue delay.
14. (9119). Which flight conditions of a large jet airplane create the most severe flight hazard by generating wingtip vortices of the greatest strength?
Heavy, slow, gear and flaps up.
15. (9212). When flying over the top of a severe thunderstorm, the cloud should be overflown by at least
1000 feet for each 10 knots windspeed.
INTERVIEW GENERAL QUESTIONS.
This is pretty much what you have told me already in previous briefings:
1. Why do you wanna work for AJX?
2. How would you deal with the commuting contract?
3. What does your family think about this?
4. Your strengths and weaknesses
5. Please give a presentation of yourself 6. How did you prepare for this screening process?
7. Some questions regarding your application form they might think interesting.
8. Qualities of an airline pilot.
9. Have you had any bad experiences during flight? any incidents?
10. Have you applied to other airlines?
11. How did you get here? How was your flight?
INTERVIEW TECHNICAL QUESTIONS.
1. Define V1 speed.
2. What is CRM? Your CRM training at your present company.
3. Threat management. What are threats? Give examples of threats.
4. What airport equipment is required for a CAT II/III ILS approach?
5. Runway center lights: colours last 3000 feet.
6. Equipment required for RVSM operations.
7. What is your aircraft crosswind limitation?
8. RVSM equipment failure procedures. What is your responsibility? In my case, the question wasn't focused towards an equipment failure plus a 2 way comm failure. I understood I had ATC comms all the time when I answered it.
9. What is a balanced V1?
SIMULATOR
Exactly as described in profile given except that you don't have to worry about programming the FMS. All takeoffs, including the V1 cut, are up to flaps 1 only. No flaps up. The profile doesnt mention this for the VOR and ILS approaches but raise flaps only up to flaps 1, then when altitude captured call for the cklist. I am used to call for the after takeoff cklist with flaps up but I had the impression that you call for this cklist when at your cleared altitude. During the practice visual approach before the test I did this and they said "not now" so I called again for the cklist once altitude was captured and I guess this was ok but its probably better to ask them during your orientation just to make sure. Keep your takeoff briefings "very short". Follow the exact same sequence before every takeoff as described in profiles (check wx, get clearance, briefing, before takeoff cklist, takeoff clearance). Confirm all clearances the way explained in profile, this is important.
I hope this helps!
Join Date: Oct 2006
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During the practice visual approach before the test I did this and they said "not now" so I called again for the cklist once altitude was captured and I guess this was ok but its probably better to ask them during your orientation just to make sure
PS:morenof, me imagino que las cosas deben estar muy difíciles en España con la situación económica y la falta de trabajo, te deseo suerte y si hay algo en que podamos ayudarte, por favor déjanos saber.
Join Date: Dec 2003
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I think I did ok in my sim evaluation. I had prepared a takeoff briefing that I thought it was short already. After I gave my first t.o. briefing, they said "keep it short, short" I was a bit puzzled because it was short enough already in my opinion. The next three t.o. briefings I said "RH seat departure, rwy17, wx is good, 80 kts airspeed check, any malfunctions below V1 we abort, after V1 we proceed with std company call outs and procedures. any questions? Before t.o. checklist" No more questions asked. There also was one moment of panic when I asked to engage autopilot, the PM pushed the C a/p button but it did not engage, I then transferred my attention towards preparing the approach, etc and I lost about 300-400 ft of altitude until I realized the a/p wasn't on. I regained control and climbed back up to my altitude and engaged a/p again. I thought that was it. Anyway, they liked a lot the fact that I practiced the profiles in advanced and asked me a few questions during my interview about this. I had booked 4 hrs of sim time in AMS with an instructor in a B767 the week before my screening and basically went over the profiles over and over again trying to get the call outs and procedures correct. I enjoyed my week in Tokyo and the whole screening process was a great experience, people so polite and respectful, I didn't get lost in the tokyo subway system which is an awesome achievement. I liked what I saw. I am now waiting on my medical exam results. Fingers crossed!
PS: dominican, me gustaría hablar contigo en privado si es posible y preguntarte mas cosas. Llevo leyendo este thread desde hace tiempo y en abril me decidí a echar ya los papeles. Es correcto en espana esta todo jodido. En mi caso tengo trabajo y estoy volando y lo que busco es otro tipo de oportunidades que en mi compania nunca voy a tener.
PS: dominican, me gustaría hablar contigo en privado si es posible y preguntarte mas cosas. Llevo leyendo este thread desde hace tiempo y en abril me decidí a echar ya los papeles. Es correcto en espana esta todo jodido. En mi caso tengo trabajo y estoy volando y lo que busco es otro tipo de oportunidades que en mi compania nunca voy a tener.
Join Date: Jul 2012
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Applying to a Asian carrier vs past eye surgery -
Is there someone out there who has actually interviewed/worked for any >Japanese< carrier that can assist me with a (vision improvement type) laser eye surgery question? [As this thread seems to have the most activity regarding pilots thinking about or already in Japan, I believe this may be the best place to post my Application question.]
Know I have already read all that I can locate on this website. I have read a few posts that leaned towards saying that this procedure is not permitted in Japan. I then took the extra step of writing two of the broker agencies that have been around for a long time. An established person at Wasinc said this procedure is prohibited by the Japanese Gov’t.
But to confuse the issue further a senior Asia person at Rishworth wrote me that an applicant can succeed when applying to a Japanese carrier but reminded me of the necessary steps, ie that one must disclose this on the front end, bring one’s existing home country aviation Medical Certificate and bring the before and after eye measurements from the Dr who performed the surgery. So, from the employment offices that should know, I have received two answers that contradict one another.
In a nutshell,
1 can a pilot successfully obtain a Japanese Gov’t airline pilot’s Level medical if they are healthy in all areas but have previously had successful laser eye surgery (to improve their vision)? I know radial keratonamy won’t pass but if they do permit it, does the Japanese Gov’t distinguish with a thumbs up/down between PRK and Lasik?
2 If the Japanese Gov’t permits it, does it end up being a de facto item of not getting hired cause no actual Airline in Japan will offer employment to a pilot who has had this?
3 And while we are on this topic, might you happen to know if laser eye surgery for vision improvement is permitted in
Korea
Singapore
Malaysia
China
I appreciate whatever info you can passed along. I don’t mind filling out all the various applications but I would like to avoid spending the time barking up the wrong tree if this is a No Go item in certain countries. I imagine your answer will help out a good number of pilots out on this website.
Know I have already read all that I can locate on this website. I have read a few posts that leaned towards saying that this procedure is not permitted in Japan. I then took the extra step of writing two of the broker agencies that have been around for a long time. An established person at Wasinc said this procedure is prohibited by the Japanese Gov’t.
But to confuse the issue further a senior Asia person at Rishworth wrote me that an applicant can succeed when applying to a Japanese carrier but reminded me of the necessary steps, ie that one must disclose this on the front end, bring one’s existing home country aviation Medical Certificate and bring the before and after eye measurements from the Dr who performed the surgery. So, from the employment offices that should know, I have received two answers that contradict one another.
In a nutshell,
1 can a pilot successfully obtain a Japanese Gov’t airline pilot’s Level medical if they are healthy in all areas but have previously had successful laser eye surgery (to improve their vision)? I know radial keratonamy won’t pass but if they do permit it, does the Japanese Gov’t distinguish with a thumbs up/down between PRK and Lasik?
2 If the Japanese Gov’t permits it, does it end up being a de facto item of not getting hired cause no actual Airline in Japan will offer employment to a pilot who has had this?
3 And while we are on this topic, might you happen to know if laser eye surgery for vision improvement is permitted in
Korea
Singapore
Malaysia
China
I appreciate whatever info you can passed along. I don’t mind filling out all the various applications but I would like to avoid spending the time barking up the wrong tree if this is a No Go item in certain countries. I imagine your answer will help out a good number of pilots out on this website.
Join Date: Jul 2012
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Quick question.
I realize this is a contract job but...
Will Air Japan provide the pilot and his wife a Japanese visa so they can live there if they choose to instead of commuting?
Thanks in advance for your answer.
I realize this is a contract job but...
Will Air Japan provide the pilot and his wife a Japanese visa so they can live there if they choose to instead of commuting?
Thanks in advance for your answer.
Join Date: Mar 2004
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Nope. It is a commuting contract only. Not to say you and the family cannot live here, you just have to get creative and find a way to do it on your own.
Last edited by crj705; 23rd Aug 2012 at 14:57.
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Some do, but they had to get creative. Some have put their kids in school and got a visa for them that way and supposedly one guy hired his wife to take care of their kids and was able to get her a work visa that way. I believe that an attorney's assistance was required in both cases. It's not impossible, but you will be own your own trying to find a way to do it.
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Lasik in Asia
@tcw3.
I just spent one year flying in China, and yes the CAAC accepts Lasik, as long as you provide them with all relevant documentation regarding your procedure. I know this for a hard fact as a former colleague of mine was hired at the same time as me and we went through the whole medical assessment together.
He had Lasik done about 8 years ago and only needed to provide the relevant documents requested by the CAAC docs. We even did our renewal earlier 2012 and went through again without any problems. Before applying to a Chinese Airline he had heard and been told by many, including some quite well known and respected recruitment agencies, that China would be a no go with Lasik, so this just proves that the agencies don't know everything and may easily mislead you and even prevent you from getting that thought after position.
Now regarding the JCAB I will quote the words of a fellow pilot, who is a Japanese skipper and has worked with pilot recruitment in the past. Read his reply below:
"Firstly, according to the current Medical standard in Japan issued in 2007, In general, the previous history of LASIK or other surgery is not acceptable for the 1st class medical. But it also says the applicant may apply for the special approval to the minister of Land and Transportation."
"The process to apply for this "Minister's Approval" is complicated and the case will be studied and handled one by one. Most of cases, the applicants will be requested to submit several documents to proof the condition and takes several weeks to get the approval. For your medical in Japan, the company will handle those cases thus it will be their decision to accept or not."
So for me it seems quite clear that there is a way around this in Japan as well, just as in China. I think these recruiters should be made aware of such possibilities, as this would include quite many suitable and competent candidates for the screenings. Or maybe they already know this, but won't bother going through the process, so it is easier just to say "no way Jose" to anyone with a history of Lasik.
Would anyone else care to add personal experiences with this matter?
Fly safe!
Upspeed.
I just spent one year flying in China, and yes the CAAC accepts Lasik, as long as you provide them with all relevant documentation regarding your procedure. I know this for a hard fact as a former colleague of mine was hired at the same time as me and we went through the whole medical assessment together.
He had Lasik done about 8 years ago and only needed to provide the relevant documents requested by the CAAC docs. We even did our renewal earlier 2012 and went through again without any problems. Before applying to a Chinese Airline he had heard and been told by many, including some quite well known and respected recruitment agencies, that China would be a no go with Lasik, so this just proves that the agencies don't know everything and may easily mislead you and even prevent you from getting that thought after position.
Now regarding the JCAB I will quote the words of a fellow pilot, who is a Japanese skipper and has worked with pilot recruitment in the past. Read his reply below:
"Firstly, according to the current Medical standard in Japan issued in 2007, In general, the previous history of LASIK or other surgery is not acceptable for the 1st class medical. But it also says the applicant may apply for the special approval to the minister of Land and Transportation."
"The process to apply for this "Minister's Approval" is complicated and the case will be studied and handled one by one. Most of cases, the applicants will be requested to submit several documents to proof the condition and takes several weeks to get the approval. For your medical in Japan, the company will handle those cases thus it will be their decision to accept or not."
So for me it seems quite clear that there is a way around this in Japan as well, just as in China. I think these recruiters should be made aware of such possibilities, as this would include quite many suitable and competent candidates for the screenings. Or maybe they already know this, but won't bother going through the process, so it is easier just to say "no way Jose" to anyone with a history of Lasik.
Would anyone else care to add personal experiences with this matter?
Fly safe!
Upspeed.
Last edited by upspeed; 24th Aug 2012 at 05:24.
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upspeed,
Pardon, I have been away from this thread for a little while. Thanks a lot for your response. That is the most concrete answer I have yet received about China.
I agree with you about that the knowledge level of the pilot agencies needs to improve. One would figure if you work at a company that deals with ex pats, this would be an area you would/should know about in order to answer potential questions. Now of course I realize that it isn't a very large portion of the pilot ranks that have had this surgery....but it has been approved for over 10 yrs in the US and this portion of our community will only grow.
Appreciate your post, tcw3
Pardon, I have been away from this thread for a little while. Thanks a lot for your response. That is the most concrete answer I have yet received about China.
I agree with you about that the knowledge level of the pilot agencies needs to improve. One would figure if you work at a company that deals with ex pats, this would be an area you would/should know about in order to answer potential questions. Now of course I realize that it isn't a very large portion of the pilot ranks that have had this surgery....but it has been approved for over 10 yrs in the US and this portion of our community will only grow.
Appreciate your post, tcw3
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So for me it seems quite clear that there is a way around this in Japan as well, just as in China. I think these recruiters should be made aware of such possibilities, as this would include quite many suitable and competent candidates for the screenings. Or maybe they already know this, but won't bother going through the process, so it is easier just to say "no way Jose" to anyone with a history of Lasik.
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That was the day I submitted my app to the contract agency. I believe it gets sent to ANA right away. The contract agency only submits app to ANA once its fully xchecked by them and filled the way ANA wants it filled out, specially when it comes to hrs and the way they should be de-constructed.
Once you app is submitted to ANA, you will still get more questions about it. Lots of emails back and forth asking questions about your app, your hrs, your experience, why you did this or that, etc. At least that was my case. Its like an email interview process. Final acceptance means ANA is over with the questioning and happy with your hrs and has accepted you to travel to tokyo for the assessment.
Once you app is submitted to ANA, you will still get more questions about it. Lots of emails back and forth asking questions about your app, your hrs, your experience, why you did this or that, etc. At least that was my case. Its like an email interview process. Final acceptance means ANA is over with the questioning and happy with your hrs and has accepted you to travel to tokyo for the assessment.
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Talked to a guy at CReW who said there are ongoing assessments and that there were probably some happening in the US in November. Has anyone been invited to any of those?
I've only just submitted my application a week or so ago, and received the automated email saying "thank you for applying." How long have applicants been waiting to initially hear from CReW regarding their application?
I have 6700 hours, 3500 PIC time in the E170/190. Does that sound competitive for an FO position?
I've only just submitted my application a week or so ago, and received the automated email saying "thank you for applying." How long have applicants been waiting to initially hear from CReW regarding their application?
I have 6700 hours, 3500 PIC time in the E170/190. Does that sound competitive for an FO position?
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I have 6700 hours, 3500 PIC time in the E170/190. Does that sound competitive for an FO position?
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@goldthop
Just wanted to remind you to fill out the BIO section of the application, some people leave that blank and it is a good opportunity for self promotion, good luck
Just wanted to remind you to fill out the BIO section of the application, some people leave that blank and it is a good opportunity for self promotion, good luck