Originally Posted by
NightIP
It's not all about passing training. Stick and rudder, flying ILSs, V1 cuts, etc. checks the box for about 10% of what we do here.
What Atlas really has trouble with is throwing people into international/oceanic world with very little training, expecting line captains to provide OJT. If you're paired up with new-hires fresh off OE, good luck feeling comfortable taking a break on a crossing.
It's not the new-hire's fault, mind you; it's the Atlas training program that skims over so much of the meat and potatoes of what we do here, hoping they'll pick it up once on line. Very unfair for everyone involved, trust me.
100% correct !!
Many major airlines have multiple day courses on oceanic flying and/or tailor their training and line bidding for flying in one specific oceanic area. Atlas can sign a pilot off for line flying after only one or two crossings of
any ocean which would "qualify" them to cross
all oceans.
This process has allegedly led to a Pacific trained crew to cross the Atlantic with no oceanic clearance. This is but one example of the hazards that the shortcuts in the Atlas training regimen bring to both new hires and captains here.
It is NOT a contractual problem.
It is not the unions place or responsibility to create the training syllabus, nor is it the unions responsibility to prevent company regulation violations. If Atlas produces pilots who violate regulations due to training deficiencies, that is a company problem, not a union problem. Typically, if the investigation of an incident finds that the pilot was properly trained, the pilot is held responsible and the union will defend him. But if the training is found to be lacking, the pilot (who may be retrained) would not be held responsible and the company would have to answer for the violation.