Any news from within?
It all sounded very attractive and matching my taste up to the last few posts.
I have actually applied with one of the agencies and was seriously thinking of giving it a try, would of course like to hear from you guys already there and maybe from those who went through the screening lately.
Thanks.

S.B.

Press release
 

Here's a link to the official press release concerning the AJX/AJV merger:

ANA | Press Releases

????? very quiet:ugh:

ANA Cargo Naha Base
 

Hi folks, I would be grateful if you can tell me about the roster on the cargo ops, especially your stay in Naha. Like, how many hours do you rest there? Where do you fly to/from Naha. My wife and I are wondering if we can work for ANA Cargo and live in Okinawa in future. Thanks in advance. Safe flight.

AR

Your a bit late. ANA Cargo (AJV) ceases to exist on the 1st July. It's merging back into Air Japan (AJX):hmm:
Even though the OKA hub will still exist I doubt they will ever base crew there.

This may be a stupid question...

The job summary talks about mixed passenger and freighter ops, and then asks if you prefer AJX or AJV... I was thinking it was all under the Air Japan umbrella would there be a difference if you went either way?
Thanks.

So it looks like the new package is 500$/month less and -1 day off if compared to the old AJV deal.
Any rumors about the latest developments and plans as far as scheduling/routes for the "new" company?

Anybody been through screening lately?Didn't they give out any info on what it is gonna be like after July 1st?Class dates?

Guys listen, neither of us nor our management knows what the lines will look like post merger. Why? simply because the pace of the economical recovery is unknown to ANA and 2010 will be a very " fluid " year for us because there will be a LOT of adjusting and a LOT of changes to our rosters and trips during 2010 so anything that we tell you now is merely speculative at this point because not even ANA knows what our market share will be for the next couple of years:confused:

question...

i'm looking into this gig probably with Parc. Just curious to know how the 76's are outfitted... steam gauges or upgraded to glass? (haven't flown steam gauges in some time)

k

:confused:

Just in case this question is legit:bored:

Each instrument panel has an EADI and an EHSI but the rest of the instruments are steam and they are arranged in the old "T" format. All instrument indications and systems information is displayed in two EICAS screens in the center of the panel and all are CRT's

ha thanks. just curious, i've been flying with pure glass the past 5 years and am looking into this gig.

Had a ups jumpseater a couple of months ago who said when he was hired he had the option of any aircraft - he chose the DC8 because he was technologically challenged (old military dude). I guess the learning curve goes both ways...

K

As my compadre Absolutely pointed out, after July 1st AJV ceases its operations and all personnel will transfer to AJX (some kicking and screaming):E so no, it doesn't make any difference. The job sites haven't been updated yet. the class that started in March is already a group for the combined company since by the time they finish training we will be fully integrated, now what does fully integrated will look like is what all of us are very curious about:ugh:

sim question:
on the engine failure after V1 profile at 1000' you are to select V/S 300ft/min and retract flaps on sched but what happens to the commanded F/D speed at that point?
On other Boeing types a V/S selection would open the speed window at your present speed and you would have to select a higher speed in order to have the aircraft accelerate.
Anyone willing to clarify on this one?

Anyone been through screening in March?Any interview/sim gauge?

Thanks.

S.B.

The flight director will command exactly what you tell it to, so when you select V/S +300 the pitch bar will command a climb at 300fpm. With takeoff thrust on one engine climbing at 300fpm you will accelerate away from the commanded "speed window" speed and therefore you can commence flap retraction. After flap retraction you select FLCH and this resets the MCP speed to whatever the current speed is (just be careful that it is the speed you want, it may be a few knots slow or fast depending on when you pressed the button).

Hope this helps.

Thanks Northeast Canuck,

OK so as I understand it the F/D will command a 300ft/min climb and the speed the aircraft had at the time the V/S button was pressed (so in the range of V2/V2+15).
If the auto throttle was on at that time wouldn't it try to maintain the MCP speed then?So in fact around V2 to V2+15?If this was the case isn't there a chance for the auto throttle to even command a thrust reduction?
Or maybe the A/T disengages during an engine failure?
Or is there something I am not seeing?
I thought that selecting V/S 300ft/min and 190kts would take care of the speed too but apparently the speed is only dealt with after FLCH selection.

a confused non 767 rated guy.....

No, the flight director pitch bar will command a 300fpm climb ONLY. There is no speed protection in V/S mode on the 757/767 unlike some other Boeing models. The autothrottle goes into "THR HLD" on takeoff (and then ARM if memory serves) which means that it is declutched and therefore you have full control over it. When you reach your altitude with "ALT CAP" the autothrottle will come back to life in SPD mode but by then you should have disarmed the autothrottle as per the engine failure checklist so it shouldn't be an issue. But, having said that, don't forget to reduce thrust manually when you level off or you will accelerate!:ok:

After takeoff with an engine failure the FD pitch bar will command a speed between V2 and V2+15 depending on what speed you were actually flying on liftoff, but when you press V/S this goes out the window. Later, when you select FLCH, pitch controls speed again.

I know, it can be confusing...

canuck,

thanks for that, much clearer now!

Since we're at it, does V/S on the 767 work like that all the time or just during an engine failure?
What if you are descending in FLCH and then select V/S with a shallow rate of descent, would the A/T remain at idle having you loose your airspeed unless you level off or intervene manually on the thrust levers?

But I guess we're drifting off topic.....

Skybullit,

I've just been through my old 767 manual to make sure I'm giving you the correct information! It's been 6 years since I flew one...

OK Here's the deal. When you push the V/S switch, the pitch mode will command the vertical speed you select. Normally, the autothrottle will command the selected MCP speed - BUT there are some provisos:

1. If you select V/S from VNAV or FLCH, then the A/T will automatically engage in SPD mode if armed. In the case of the V1 cut, you are in THR HOLD or ARM mode, so SPD mode will not engage in this case (thrust levers are still yours).

2. V/S has speed control (in the case above), but NO SPEED PROTECTION. This means if you command 6000 fpm UP, it will do everything it can to achieve that and eventually stall. If you command 6000 fpm DOWN you will overspeed, there is no reversion to protection modes. Not an issue for the ANA sim so don't worry about it.

Check your PM's.

Rgds

When you select V/S, your autothrottle returns to N1 mode and remains there until you select FLCH which will change your autothrottle mode to FLCH and open the speed window.

Thanks for that, that's the missing piece. So in N1 mode you get the thrust required for the climb. It's been a while!