Originally Posted by
DC8DRIVER
To build on what the others have just said, the training program is still so short that you have to teach yourself most everything from systems to procedures and international ops. All they do in the training center is provide the computers for the CBT programs and the "books" (via iPad downloads) for the rest. There is very little of what you would consider actual classroom teaching. For instance, international and overwater ops is a one day affair.
The old "learning by drinking from the fire hose" method simply doesn't apply here. It's more like Atlas gives you the fire truck tanker and says: "Drink up!"
The result of this is problems like one that is rumored to have happened to one of our crews recently. During OE training, a new hire is required to make only ONE oceanic crossing to be signed off for line ops. Unfortunately, one on deck crew of two new FO's applied Pacific crossing procedures (which they had had during their OE training) to an Atlantic crossing (which they had never done). The problem is that those are two VERY different procedures. The captain was in the bunk on his rest period and had never interviewed them regarding their OE training experience - after all, they had been signed off for line ops and our line captains are not company flight instructors.
Obviously, all of our captains do inquire about new a crew member's experience and current route knowledge, are all happy to provide answers to new hire questions, and will provide guidance when appropriate. The problem is that the Miami training center relies on the OE trainers to complete the teaching job and the OE trainers rely on the line pilots to complete the job and there is never communication between the last two steps in this chain of errors because that would be an admission that there is an inadequacy in the system.
One day it could create a disastrous incident for some poor Atlas crew.
Training as of late has been completely transformed by S.A. Classroom instruction has replaced the "teach yourself most everything" that 8 describes. It is true that during the classroom segments the "LQT" (line qualification training which covers class II and ETOPS) is only a TWO day affair but it is not difficult to plot or to check accuracy on the OFP or other equipment related elements, you just have to remember to do it.
Despite that during OE a new hire may only be required to make as many oceanic crossings as the check airman sees fit, it is NOT rocket science. What makes it difficult is when SHI* goes wrong!!! The LOFT training will truly demonstrate how behind you really may be if non-normal ops presents itself. The RJ drivers are the ones that have done really well both in training and during OE.
It is contradictory to say that the CA in the aforementioned example ".....had never interviewed them...." and then say "....all of our captains do inquire....".
Rumors are cannon fodder and should be treated as such. Saying "one day it COULD create a disastrous incident", is just adding fuel to the union fire. It is just the same as the company saying that "leaving on time is tantamount to leaving late". NEITHER help and BOTH dilute their respective position.
IF you want to come to Atlas and if you are hired.....STUDY. If you make it to OE, STUDY. Pay attention to procedures and don't take for granted that anybody on your crew has more experience than you.