Good question. Fortunately, we have a relatively low bust rate on type rating and PC checks, and our oral failure rate is even lower still. Rather than look at what was done wrong, let's look at the most challenging aspects of the program.

First...who is being challenged? We get a wide range of experience in the folks we work with...some come from previous airline jobs, and some do not. Some have left seat time, some do not. Some have jet time, others do not. A few have FMS , FBW, and 'glass' experience, but most do not.

The first hurdle to cross is our program standardization. We are very standardized, and out client companies insist we be since that is their way of doing things 'on the line'. Not everyone comes from a background of standardization...for some, this is a bitter pill to swallow. Let's just say that we have zero patience for anyone not willing to toe the line on this issue.

Next...previous airline experience. This shows up in a number of ways...experience in a two-man cockpit (some have no previous time in such an environment), an understanding of CRM and how it is employed on a typical 'flight', experience in typical airline operations...scheduled operations, time constraints, flight plan documentation, radio calls and terminology, etc.

Left seat time. Some folks come with previous Captain time, others are training for their first left seat rating (they may or may not have an ATP). Some think that the issue is one of learning how to fly with one's left hand...nothing could be further from the truth. We do train Captains...I'm doing upgrade training next week...it will be a challenge. Too often the folks being trained think all they have to do is fly an ILS from the left side of the cockpit. They don't have the time or experience to appreciate the 'command' aspects of being in that seat...not everyone should be a Captain or can be. We have had folks fail this aspect of the program.

Jet time...particularly swept wing jet time. The 170/190 flys like the 'big iron'...our stick and rudder techniques are identical to those used in any of the larger aircraft. Some folks come to us with minimal experience...meaning single engine prop time. They find the Embraer to be a whole new ball game. To date, we have had three people fail to reach the checkride simply because they could not fly the plane. Probably the area that presents the most problems is engine out flight.

FMS, FBW, autoflight, and 'glass'. This has been probably the major hurdle. Learning the jet in the limited number of training periods (8) is a challenge all by itself. Throw in FMS, FBW, autoflight, and 'glass' and sometimes the problem becomes too much to deal with in the time allotted. FMS is a tough nut to crack for some, and that system is absolutely integral in today's new jets.

That's the 'bad' news! The 'good' news is that most are trainable. We do allot extra training time when needed. Our checking program is very operational...we are well noted for a complete absence of BS in our program. Our job is to get you to IOE, not bust you. If you do your part, we'll do ours and there will likely be a happy ending.

Attitude is everything. Come prepared out of ground academics and come with a willingness to listen and learn and chances are real good for success.