And what's wrong with a month of IOE or 50-80 hours of IOE? Would you rather have someone qualified by the time they reach the line or have been pencil-whipped through? This ain' the military. Yes there is a washout process and some do get washed out on their first or second attempt. It happens.

So some places are getting the bottom of the barrel along with some very highly experienced but unlikely candidates. Look at the wages paid and the minimum hours, same with ATC. Neither is the career destination they used to be before 9/11, and even before that. Nor can one start off in cargo or 135 like they used to as the insurance company minimums are sky high.

Even then, with the ASAP and FOQA programs, look over your company's performance. There are very few almost perfect pilots in the bunch. FO's making mistakes while the CA's either don't correct or egg 'em on. CA's making mistakes that FO's can't get corrected. Crews making mistakes and hopefully everyone learning from them.

So look at your company's goal. Why was the person hired? Was the company looking for a seat filler? Were they looking for a future captain? Were they looking for someone that wasn't part of the 20% that fill the Chief Pilot's time and able to allow them some extra training time to keep 'em? Do they think the person might contribute something to the company other than just being a seat filler? Are they trying to fill a quota, and maybe not the one you are thinking of? Does someone above your pay grade have a bet they don't want to lose?

Someone not getting it the first time doesn't equal them needing to turn in their wings forever. An ATR doesn't mean the person is an automatic idiot and incapable of learning. It's the same thing for going beyond the minimum IOE time. Sometimes even highly experienced pilots have difficulties making it through the airline training process in minimum hours. Sometimes a freaking hurricane moves through the area which challenges even the check airmen! It happens for various reasons. Ya gotta start somewhere.

A captain is an instructor. Could you coach the FO at all? Or were you a flaming jerk in the left seat that would cause even Chuck Yeager to doubt himself? Do you take the steps your company provides to file FO effectiveness reports for both good trips and bad, i.e. give 'em a break, but not a big one? Is it time to become a check airman and thus get the override for dealing with FNGs? Or is it vacation time to stem off the burnout?

I personally think it sucks to be the FNG. However, the learning experience has more than made up for it.

Fly SAFE!