Air Japan (AJX) B767
Join Date: May 2006
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Dear friends,
I have been looking into this contract for a while and I will apply for a F/O position anytime soon, have to sort some issues with flight hours (PIC, cross country, etc) and some other small details first. I am currently on a 767 freight operator, under an ICAO license, and a bit shy of 2000 hrs, total.
For the time being I am reading the thread from start (page 10 already, wish me luck) but would like to clarify two doubts:
Upgrade to command: can F/Os expect to be upgraded to commander when the time/slot/experience/etc is there? Or is this a F/O forever contract, with no chance for upgrading?
Command rating: The ads I saw for this contract mention a valid jet aircraft command rating, what they mean with that? I was never rated as PIC on a jet aircraft, only first officer. Is this a problem?
Anyway, they ask 3000 hours minimum, again as per the ads, and looks I will have to get them first, meaning this is a mid-term project, perhaps not for 2014 but from mid-2015 ahead.
Arigatou gozaimasu
Cheers!
I have been looking into this contract for a while and I will apply for a F/O position anytime soon, have to sort some issues with flight hours (PIC, cross country, etc) and some other small details first. I am currently on a 767 freight operator, under an ICAO license, and a bit shy of 2000 hrs, total.
For the time being I am reading the thread from start (page 10 already, wish me luck) but would like to clarify two doubts:
Upgrade to command: can F/Os expect to be upgraded to commander when the time/slot/experience/etc is there? Or is this a F/O forever contract, with no chance for upgrading?
Command rating: The ads I saw for this contract mention a valid jet aircraft command rating, what they mean with that? I was never rated as PIC on a jet aircraft, only first officer. Is this a problem?
Anyway, they ask 3000 hours minimum, again as per the ads, and looks I will have to get them first, meaning this is a mid-term project, perhaps not for 2014 but from mid-2015 ahead.
Arigatou gozaimasu
Cheers!
Join Date: Jan 2006
Location: USA
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F/O's can expect to upgrade to Captain. The time frame has been sliding back though. It used to be around the 3 year mark. I am now approaching 4 years and it looks like I will upgrade right at the end of the 5 year contract.
If you have an ATP with a valid jet type rating then that will work.
The 3000 hours is a hard number, not for the company but for the JCAB.
Good luck.
If you have an ATP with a valid jet type rating then that will work.
The 3000 hours is a hard number, not for the company but for the JCAB.
Good luck.
Join Date: Aug 2004
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That's correct Gearup. They actually build the teardrop for you in the FMC. So, it creates a waypoint at the end of the outbound leg at approximately 9nm. Because you are flying outbound in LNAV, the waypoint is pretty much your reminder to select HDG and turn on to 120 exactly as you said.
Actually, one trap I found was that the 767 HDG button is actually a HDG hold as opposed to the 737 where it is a HDG select. To use heading select you actually have to push the HDG rotator switch.
Hope this helps.
RS
Actually, one trap I found was that the 767 HDG button is actually a HDG hold as opposed to the 737 where it is a HDG select. To use heading select you actually have to push the HDG rotator switch.
Hope this helps.
RS
Join Date: Aug 2006
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Any update on DEC hiring? Last I heard they were requiring a 767 type rating and a JCAB license, any changes? I ask as I have heard they have had quite a bit of turnover lately and some shortages starting in the left seat.
Join Date: Sep 2005
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Thanks RS!
I am 'playing' the good old FSX with an add-on called FlightOne LevelD and I must say it does give you a good idea of where to find stuff, and how they operate, incl. cdu.
I am 'playing' the good old FSX with an add-on called FlightOne LevelD and I must say it does give you a good idea of where to find stuff, and how they operate, incl. cdu.
Join Date: Jan 2014
Location: Japan
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If you don't have JCAB ATPL you have about 1% odds of being hired as a DEC. Normal turnover is about 10% a year, I think last 18 months it has been slightly less than that.
We have plenty of Captains, still a lot Captain-Captain flying. Need more FO's.
If you want the job, get hired as an FO and upgrade near the end of the first contract.
We have plenty of Captains, still a lot Captain-Captain flying. Need more FO's.
If you want the job, get hired as an FO and upgrade near the end of the first contract.
Join Date: Oct 2006
Location: Over the Pacific mostly
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Photos: Boeing 767-266/ER Aircraft Pictures | Airliners.net
They are the switches on the back side of the thrust lever handle (at each side) the ones with grooves on them for grip....! The black switch on each side of the TL's (where the GA switch is on many airplanes) is actually the A/T disconnect switch
They are the switches on the back side of the thrust lever handle (at each side) the ones with grooves on them for grip....! The black switch on each side of the TL's (where the GA switch is on many airplanes) is actually the A/T disconnect switch
Join Date: Oct 2006
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@Hanyou
The reject portion of the T/O briefing goes something like this.....!
This is a flaps 5 DR2 from rwy XX
I will reject for any malfunction bellow 80Kts (don't worry for the criteria to determine what is a worthy malfunction right now)
Between 80Kts and V1, I will have Go-mind ness and I will reject for any power loss on one of the engines, any fire or smoke indication, any malfunction that greatly affects the safety of flight (again, don't worry about the criteria of what determines the malfunction worthy of a reject over 80Kts.)
Monitor speed brakes and auto brakes and advice me of their operation, also advice ATC of the reject.
We will stop on the rwy and check status of the A/C and proceed with recall items and checklist as appropriate, we will advice the cabin and ATC.....! (For now just leave it like that)
After V1 we will continue with the T/O and get stabilized on the SID, cilmb between MSA and any altitude constraints in coordination with ATC (make sure that you mention what is that MSA and what is the altitude constraint from your SID chart) and perform recall items and checklist as appropriate, make a point to confirm that you are bellow your max landing weight (during the sim eval you will be, the weight of the evaluation is 300,000) and we will return to rwy XX, no notams that are affecting our taxi out to the rwy or our return (there will be none during the evaluation)
State the question, Any questions or comments?
At that point you will already have your W&B, so the cockpit preparation continues as per the paperwork they will send.....!
The reject portion of the T/O briefing goes something like this.....!
This is a flaps 5 DR2 from rwy XX
I will reject for any malfunction bellow 80Kts (don't worry for the criteria to determine what is a worthy malfunction right now)
Between 80Kts and V1, I will have Go-mind ness and I will reject for any power loss on one of the engines, any fire or smoke indication, any malfunction that greatly affects the safety of flight (again, don't worry about the criteria of what determines the malfunction worthy of a reject over 80Kts.)
Monitor speed brakes and auto brakes and advice me of their operation, also advice ATC of the reject.
We will stop on the rwy and check status of the A/C and proceed with recall items and checklist as appropriate, we will advice the cabin and ATC.....! (For now just leave it like that)
After V1 we will continue with the T/O and get stabilized on the SID, cilmb between MSA and any altitude constraints in coordination with ATC (make sure that you mention what is that MSA and what is the altitude constraint from your SID chart) and perform recall items and checklist as appropriate, make a point to confirm that you are bellow your max landing weight (during the sim eval you will be, the weight of the evaluation is 300,000) and we will return to rwy XX, no notams that are affecting our taxi out to the rwy or our return (there will be none during the evaluation)
State the question, Any questions or comments?
At that point you will already have your W&B, so the cockpit preparation continues as per the paperwork they will send.....!
Join Date: Nov 2008
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Are the V-speeds preloaded somewhere in the CDU (under INIT REF?) for both takeoff & landing?
No, we don't (yet) pre-load the speeds into the CDU. Most of the aircraft still don't have speed tapes and we continue to use the 'old' system of moving little white 'bugs' around the ASI for our reference speeds. The takeoff speeds are in a little book that lives in front of the thrust levers. You select the appropriate weight and the relevant speeds are there for you to bug up on the ASI. There are two sets of speeds depending on temperature/assumed temp (flex) but that won't apply to you, so you'll just be using the 'low' speeds. It's much more obvious when you see it versus my description.
The landing Vref is available when you hit the INIT REF button. It takes your present weight and displays the Vref for flap 20, 25 & 30.
During the V1 Cut, does the auto-throttle automatically disconnect? If so, at what point? My notes indicate that when leveling off with max con set, the PF should reset the thrust to 80%N1; so, I'm curious about what the auto-throttle is doing at this point...
No the A/T does not automatically disconnect. You'll leave the power where it is, rotate slowly to about 10-11 degrees and control the yaw as you've always done. Once the gear is up and above 400ft you determine the failure and call for the appropriate checklist or memory item drill. The first actions following an engine failure, fire etc are to turn off the A/T arm switch (on the MCP) and close the appropriate thrust lever. From then on it's manual thrust and the A/T will be doing nothing, since it is turned off and will not re-engage
Also, how is single-engine VREF determined? My notes have it listed as 144-kts at 280,000 lbs. Should the speed command bug be set to 149-kts in this case (5 kts additive), then?
Single-engine landings are carried out with Flap 20, the speed of which is available on the INIT REF page. SO, on the ASI you will 'double bug' the Flap 20 Vref. Your approach speed will be Vref20 + 5kts and this is what you set the Command Bug to (149kts in the case above). The other bugs are your minimum manoeuvring speeds and are always related to the Vref for Flap 30. Therefore, you'll have a bug set at Vref30+40 and Vref30+80. There is a 'spare' bug which you can do what you like with; some people move it to the top of the ASI, some put it at Vref30+20, some put it at their approach speed i.e. VrefXX+5, it's up to you
No, we don't (yet) pre-load the speeds into the CDU. Most of the aircraft still don't have speed tapes and we continue to use the 'old' system of moving little white 'bugs' around the ASI for our reference speeds. The takeoff speeds are in a little book that lives in front of the thrust levers. You select the appropriate weight and the relevant speeds are there for you to bug up on the ASI. There are two sets of speeds depending on temperature/assumed temp (flex) but that won't apply to you, so you'll just be using the 'low' speeds. It's much more obvious when you see it versus my description.
The landing Vref is available when you hit the INIT REF button. It takes your present weight and displays the Vref for flap 20, 25 & 30.
During the V1 Cut, does the auto-throttle automatically disconnect? If so, at what point? My notes indicate that when leveling off with max con set, the PF should reset the thrust to 80%N1; so, I'm curious about what the auto-throttle is doing at this point...
No the A/T does not automatically disconnect. You'll leave the power where it is, rotate slowly to about 10-11 degrees and control the yaw as you've always done. Once the gear is up and above 400ft you determine the failure and call for the appropriate checklist or memory item drill. The first actions following an engine failure, fire etc are to turn off the A/T arm switch (on the MCP) and close the appropriate thrust lever. From then on it's manual thrust and the A/T will be doing nothing, since it is turned off and will not re-engage
Also, how is single-engine VREF determined? My notes have it listed as 144-kts at 280,000 lbs. Should the speed command bug be set to 149-kts in this case (5 kts additive), then?
Single-engine landings are carried out with Flap 20, the speed of which is available on the INIT REF page. SO, on the ASI you will 'double bug' the Flap 20 Vref. Your approach speed will be Vref20 + 5kts and this is what you set the Command Bug to (149kts in the case above). The other bugs are your minimum manoeuvring speeds and are always related to the Vref for Flap 30. Therefore, you'll have a bug set at Vref30+40 and Vref30+80. There is a 'spare' bug which you can do what you like with; some people move it to the top of the ASI, some put it at Vref30+20, some put it at their approach speed i.e. VrefXX+5, it's up to you
Last edited by Fratemate; 24th Jan 2014 at 02:27. Reason: To describe a V1 cut and NOT an RTO
Join Date: Nov 2008
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I've heard the maximum BMI is 28 for the pre-employment medical but have never seen it written anywhere. The pre-employment medical is very similar but possibly very slightly more rigid than the annual JCAB medical. After the pre-employment medical you'll have your first JCAB medical prior to having the JCAB ATPL issued. This first medical is basically the same as the pre-employment medical with EEGs etc and the same sort of limits for BMI (again, nothing written that we can decipher). After that first JCAB medical things calm down a bit and they're not quite so exacting but, according to the rumour mill, they have a BMI limit of 30 before they'll report you to the JCAB and, allegedly, you'll find yourself on the treadmill for a 'stress' ECG test.
We're all overweight according to them but, to answer your question, 28 seems to be the absolute pre-employment limit, while 30 appears to be the 'employed' limit. Anything above 25 and you'll see red writing on the medical report.
We're all overweight according to them but, to answer your question, 28 seems to be the absolute pre-employment limit, while 30 appears to be the 'employed' limit. Anything above 25 and you'll see red writing on the medical report.
Join Date: Mar 2005
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Best Agent
Apart from salary (where Parc appears to offer the better one) ,i would appreciate your opinion on the following Q.Among Parc , Paramount and Rishworth. Who is the best Agent in terms of contract and support in case you ll get the job with Air Japan
Join Date: Nov 2008
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Never heard of Paramount, so no comment. Rishworth sound like a mob to be avoided at all costs. Of your three choices, Parc would be my choice (especially as I've never heard of Paramount. HOWEVER, Parc have really become a very lacklustre company to deal with. They are absolutely spot on with pay etc but there's no support from them and the idiot who deals with insurance is always trying to save money and reduce the cover. There may be a fight this year if he tries to do what he threatened last year. In my mind you'd be better off going to Crew. They've now got a loss of licence scheme, which they never had before. It is true that you have to pay for it but it is a very good deal compared to what's on the open market but Crew's medical insurance is vastly superior to Parc's. The money you save with Crew's family coverage would more than make up for the LOL cover that you pay for and it doesn't have an 'excess' like Parc's. They all get paid the same, it's just semantics how the money appears on your wage slip but if I were joining again I'd have Crew first, then Parc and forget the rest.
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BMI
I thought that the BMI was to be 30 and under to qualify, I guess its otherwise. For pilots to have BMI of 28 in the US and western countries, they have to be quite fit and in shape.
BMI if flawed as it simply computes height and weight ratio. A more accurate index would be body fat ratio. People with muscles weigh more that people with fat. I guess Japanese do not know that muscle weighs more than fat. This is their game and they make the rules. Imagine US companies telling pilots to be under 28 BMI!
Staying under 28 BMI would require one to be on sushi and Japanese diet!
On a side note, how are KAL people with the BMI number?
BMI if flawed as it simply computes height and weight ratio. A more accurate index would be body fat ratio. People with muscles weigh more that people with fat. I guess Japanese do not know that muscle weighs more than fat. This is their game and they make the rules. Imagine US companies telling pilots to be under 28 BMI!
Staying under 28 BMI would require one to be on sushi and Japanese diet!
On a side note, how are KAL people with the BMI number?
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BMI if flawed as it simply computes height and weight ratio.