IOE training issues?
 

I talked with an associate, who just resigned from GoJet. Not sure if the real issue was him or if what he said is the truth:

From his class of 15, which finished up in the last 4 months, less than half a dozen are still flying for GoJet. A few were let go, although he didn't know why, and several have resigned.

IOE Training: He was still in training and was frustrated that he couldn't finish it up, (in IOE at least a month, but may have been two months since I'm not sure when he finished training in St Louis). He said that everyone is getting jrmanned and flying lots of hours but the Captains responsible for signing off for the new hires on their IOE training aren't willing to take the chance with signing off on someone, just in case that person messes up and it reflects on the captain.

Anyone willing to shed some light on what is really happening?

LCAs won’t sign-off on someone who is not ready. I assure you the company is trying to pressure said LCA to sign people off as soon as humanly possible and get them on the line. The standards are the standards. It’s worth considering that G7 struggles with recruitment. There is allot of candidates at the company that were unsuccessful elsewhere either from training failures, interviewing, lack of experience or otherwise. When a company struggles with recruitment, they tend to lower the hiring standards and not everyone is ready to fly jets when they pass their checkride. It’s the tradeoff for taking applicants that just meet the legal minimums.

IOE Timeframe
 

I'm new to this site, so forgive me. I just started with Air Wisconsin and I'm 6 days into IOE and with my 2nd Captain. He seems frustrated with me. The 1st one I had said our sim training didn't prepare us enough for the real thing. I can't quite get the flares for my landings right. Any suggestions?

Usually I wouldn’t bother replying to a post like this, but once upon a time I flew the 200, you seem humble, and it does have an odd landing technique.

When are you pulling the power? It should be pulled to idle around 50ft. You mentioned “flare”, the 200 doesn’t require a flare, you essentially drive it onto the ground. By driving it, I don’t mean pound it down at 500ft a minute, I mean “roundout” the a/c. Your LCA’s are probably frustrated because you’re floating it, which leads to a potential stick shaker activation and increased landing distance.

talk to people who fly a 200 instead of a 700, as they flare completely differently…

I can’t offer specific 200 advice however you remind me of myself when I when from Cessnas to the CRJ 700. Your attitude alone will get you far with this learn as much as you can. I am sorry you have a frustrated check airman regionals are notorious for having check airman who only want to check off a box on their resume and don’t care about the quality of instruction they give. Once I moved in to the majors it was day and night in regards to why one becomes a check airman. Don’t give up sounds like you may have a bad Apple who forgot that we all start somewhere. The lifer check airman at times tend to be the most bitter at the regional level.

Echo the sentiments above. If you're on speed pulling power around 50' is great. If you're carrying a little bit extra between 100' - 50'. Keep the 2.5 degree nose down until 10-20ish feet. Then just a smooth transition to level pitch attitude and that's really it.

Krill-the Thrill will fill the bill til they finally put the 200 where it belongs, in a landfill on a hill in Brazil. Just bring the nose up a little at about 30 feet and let it gently touch down. Safe and dependable. You can add a little more finesse to it after you get a few more landings under your belt.

Krill the thrill will die on the Skybest hill where legacy pilots without any thrills spend their time until they take their final pill. A Skywest shill until the day it's killed, Krill will troll the remaining regional forums still. A man who's sad knows no bad, Krill the Thrill, lonely and shrill, will lecture regional pilots about the mainline skill.