how long are new hires sitting in PHL on reserve?

 

Why do you insist that your instructors are top notch when they are clearly not? Is it because you are one of them and want to call yourself top notch?

This isn't my first 121 so I know what to expect going in. My partner wasn't. He was a baby needed spoonfeeding. So tell me how would a pair like this work? The instructor we had weren't even proficient at running the sim which is their job! they wasted our sim time trying to figure out how to program a malfunction in when they should already know how....instead of watching what we were doing, they were in the back doing paperwork or checking team scores...I can go on and on...

They pack so many things into 8 sims that if one thing goes wrong, it would lead to extra sim and I have seen furloughed World pilots failing checkride. Tell me how could that be?

 

They said at my interview at the other day, all new hires are typically on reserve 3-6 month's, but it is very rare to get to 6 months. They also said upgrade time is 3.5-4 years and dropping.

 

Been here for 4 years...still another six or more months I'd say. Upgrade time closer to 4.5-5 still.

 

What base you at? Suggest? How would the commute be from say ORD?

 

I'm not an instructor. It's too bad that you had a distracted instructor. It's too bad your partner wasn't at your experience level.

I am just confused as to why you're so upset about your training. You won't have to do that again until you upgrade. Cooperate and graduate, then fly the line.
I have yet to fly with a new F/O who has complained about their ground school/sim experience.

 

Check passrider.com with ORD to DCA/LGA/PHL/ORF and see which one has more flights.

 

I never had any issues with our instructors. My initial training and last PC were pretty standard and uneventful.

 

As a former instructor who has been able to move on, perhaps I can address a few of your concerns.

1) Previous 121 experience can be extremely valuable from the aspect that you should know what to expect, understand checklist usage, and CRM, etc. It can also be hurtful for those that can't break old habits, have bad attitudes about having to fly a CRJ instead of some other transport category aircraft, or even someone got through another carrier's training program by slipping through the cracks, and are now seeing their lack of skill or ability come to light through different eyes (note I didn't say standards). I've seen both sides of this. Some breeze through, others struggle b/c they can't adapt. The CRJ is tricky and has quirks that other aircraft don't deal with, but it certainly isn't impossible as has been proven with the thousands of pilots that have made it through the training before.

2) Instructor not being proficient with the use of the simulator. Although that certainly sounds like an issue, let me be the first to tell you that not all the simulators work the same way. We used to only use 1 Sim in CLT built by CAE. Most of us could operate that thing in our sleep. Then suddenly we got busy and had to use CAE up in Toronto. 2 different sims up there, and they each did different things, had different quirks to them. The training we got on operating them was, well, very little. A lot of delays in the people's training b/c we weren't given the tools, or were using old sims that CAE didn't do the best job of maintaining. This problem got INFINITELY worse when we started using Flight Safety in STL. Then even WORSE in MEM. Then being scheduled to give Type Rides in 4 different places and not being able to keep up with each devices characteristics, while giving full on ATP type rides with 2 students in just 4 hours is what led to the Type Ride day being scheduled at 5, which was STILL a struggle to get done. All that being said, there is no excuse for your instructor not being attentive during your session. Paperwork is paperwork, no way around it. I took extensive notes during every session. I wanted to do a thorough debrief. I can't begin to tell you how many hours in the hotel room I spent filling out electronic paperwork to get caught up, so you might consider easing up. As far as checking scores for games, that's without a doubt unprofessional and inexcusable.

3) 8/9 sims to get everything in the syllabus done is indeed a challenge. It was difficult to do with sharp outstanding students, and almost impossible if someone was struggling with the training. The program was designed when it was just a right seat PC and not a full ATP Type ride. Standards were the same, but you could repeat things/retrain, and didn't have to do as many approaches. Throw in CAT II and forget it. We were BEGGING to make it a 3 week program, but the bean counters figured, if some get through in 9 sessions and we only need to use extra on the others, then we save money by not having EVERYONE go 3 weeks of training, especially when they don't need it. And trust me, I saw students that had never flown a jet before get through in 8/9 sessions with NO problems. They studied, were sharp as tacks, had no bad habits to break, GREAT attitudes, worked well together, and took criticism to heart. It can be done, but seemed to be the exception rather than the rule before I left in August. Bottom line is, you knew what you were signing up for, 9 SIMS and a type ride, don't act surprised that it has worked for countless others before you.

4) There has been some turn-over in the training department. Several of us that were there a long time have moved on. The amount of instructors has almost tripled from just 1 year ago. As much as I know Paul P wants to hire the best and brightest, there are people who look good on paper but don't cut it as teachers. It takes time to let them learn, improve, take feedback, and better themselves, or for Paul to say "Thanks, but its not working out". Add the faster attrition that is probably going to happen and its only exacerbated.

5) These issues are NOT unique to AWAC. ALL the regionals are experiencing attrition from their training departments and the quality will take time to stabilize itself. Most major carriers have well established training departments that don't experience that kind of attrition and need to train the trainers.

6) The biggest reason I wrote this novel of a response is b/c I took offense that you would paint the AWAC training department so negatively with one brush stroke. I don't doubt your claim that you experienced less that what you expected. But I doubt you experienced everyone in the department. I learned a lot from the people I worked with and always tried to hold myself to their standards. These people made me a better pilot, a better teacher, a better evaluator. I've seen great students, I've seen average, and I've seen people that I wouldn't want to be in the back of their airplanes. I always felt that AWAC was fair. If you deserved more time and were close, you got it. If not, then see ya. I never once felt pressured to push someone through that shouldn't be there.

Just my 2 cents, and then some.

Brian R.

 

You did my initial training and taught me most of everything i know and I thank you for that. And that is why you were the best instructor I have ever had!!!!
Wish you were still here B.R but I'm happy for you that you moved onto bigger and better things at the majors.