Don't believe the first one has been through training yet

 

It is different though. Being capable is one thing, but only if they’re taught correctly. ULCC will not teach you how to read a release, but that’s part of the course work at regionals. Small differences like that make a huge difference in whether they’ll pass training or not.

 

Aren’t there 250 hour ab initio pilots on the Airbus all over Europe? I think the training programs will adjust, given the need.

If the new hires are 1,000 hour R-ATP University grads, one thing that demographic excels at is ingesting and regurgitating information.

The probably is that sometimes that process is distinctly different from digesting and applying, but that’s a whole other conversation.


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Not sure where that's coming from. An indoc course at any airline will walk you through the FOM, which will cover that carrier's release format.

 

[QUOTE=SoFloFlyer;3392627 ULCC will not teach you how to read a release,t.[/QUOTE]

wuht………….?!?

 

I should clarify, regionals spend significantly more time on the basics of 121 operations (the flight release was just an example). Not to say that other carriers don’t go over flight releases at all. That was poorly worded and I apologize.

Having a 250 hour ab initio students and whether they’re successful in a A320 isn’t the argument by any means. Europeans definitely proved that it can be done. What I’m trying to say is that those specific airlines do not have a training program outline that would be conducive for a cessna driver.

UA had CFIs going to the right seat of a A320/B737 with little success pre-covid. I don’t know the specifics, but I heard the failure rate was high and the program was short lived.

To bring this back around, ULCCs usually don’t have the training program to allow someone that is new to the 121 world to be as success as the others with 121 experience. That’s expected, that’s all.

 

Yes, historically ULCC's have taken the cheap, minimalist approach to new-hire training by virtue of hiring largely current 121 pilots from regionals. That's who those programs have been designed for in the past. Mil/135/91 are going to have to paddle pretty hard to keep up, and a CFI's hair would be on fire.

They can of course adjust their programs as necessary if their new-hire demographic changes (likely).

 

I personally know 3 CFI's who were hired at F9 and are currently flying the line. I think it will be a year since they started this summer.

Seems to be going just fine. Also, Frontier just added CAE Cadets to their CFI route per AirlineApps (Riddle, ATP, Purdue & CAE).

 

I agree. You’ve got to learn the skill set somewhere. Just because most people fly their first jet at a regional because of the business structure doesn’t mean a CRJ is much easier than a 737. People forget that a good number of people don’t make it through regional training now. It isn’t easy just because the pay is subpar.

 

At face value a 73 isn't really harder to learn than a CRJ. An airbus on the other hand IS harder to learn than a CRJ (easier to fly, but harder to learn).

Also typical narrowbody ops include CAT-III, RNP, and in many cases ETOPS... just that much more to try and digest within the available bandwidth.