May I suggest a book to read.....

It may have changed but in 20 years of professional flying, Air Whisky was the best training I’ve ever had and that includes my current airline that begins with U and ends in ‘ed.

Pretty much every former AWAC’er that I still bump into says the same.

They’ve never been a company to spoon feed you but if you have the right attitude, they used to give you all the time and tools you needed.

To the OP, until you can provide us with specifics, which I don’t believe you can, your posts will continue to wreak of “blame it on someone else.” Until you can take ownership of your failures, every time you interview it will be a negative. Fix your attitude, take a little bit of ownership for your shortcomings, and pull your big boy (or girl) pants up and keep working. Plenty of us passed ZW training in the footprint. Trust me, you’re not special enough for anyone to go out of their way to sabotage. In fact, we need people, so they are giving plenty of folks who should be sent packing second chances. What does that tell you?

So, two other regionals told you no. ZW took a chance on you anyway, and then you failed a checkride, and now you're throwing ZW under the bus?

I seriously hope that others in your class failed a ride. Otherwise, it'll be pretty easy to tell who's throwing the company under the bus, and you're still on probation if you're still there.

I don’t study very well. This I know.
Prior to the class date of my current employer I found aircraft systems groundschool on YouTube.
53 videos for 25 hrs, watched it front to back and back to front 3 times on standby days prior to quitting time.
In 10 days prior to start date at home I finished 85 hrs of online CBT’s.
I had a mock up with cockpit posters in my hotel room and I practiced flows every day for two hrs with my study buddy.
Neither one of us had to redo a fixed base or a sim.
Passed my oral, passed my type ride.
I think it’s called being a professional.

OP I'm sorry about your experience and I hope things work out for you in the future but our training is not hard if you come in prepared and apply yourself.

To anyone thinking about coming to ZW, please dont let this thread scare you.

Envoy used to do 5 sims (CRJ and 145), 145 later got bumped to 6 sims, preceded by a sim observation (supposedly as the failure rate went too high - and I've no idea what high is here), which was later replaced by a jumpseat observation prior to the sims, to sort of show the trainees what they are trying to achieve. CRJ, I believe, stayed at 5 and I am not aware of anyone washing out in the last couple of years on the FO side. There was one direct entry CA from TSA, and I heard of one more that didn't make it.
Some do get the additional sims, even now, when the scheduled sims got bumped up to 8 with the inclusion of the extended envelope and such. Everyone can have a bad day, but that still comes with special tracking.
New hire IOE is typically scheduled for 26-28 hrs. Go over 30 and a note is made, or so I've heard a couple of years back (when it supposedly started). I don't believe I've seen anyone with over 50, and I did hear of someone being asked to resign after reaching that mark.

Extra sims and such can be required for a variety of reasons, from a poorly set up training program, to lazy or inadequate trainees and everything in between.
But trends should still be monitored and addressed.
Figured I'd chime in since you mentioned other regionals

It's not the hours at Envoy.
New hire IOE is scheduled at 2 trips. How many hours that is depends on what trips you get and what's available on check airmen schedules. Anywhere from 25 to 45 hours (25 and 45 are super rare, because it means you either got a lousy 4-day and a lousy 3-day, or 2 mega-productive 4-days). Your line check is the last flight of the second trip. No marks if you go over 30, but they will look at the notes if you need more than 2 trips. The guys (there are only a handful) who were released didn't show any improvement after 3 trips. And there are a bunch who got their line check at around 40 hours because they just got scheduled that way.

When I did mine they were scheduling you for two trips to total 26-28 hrs (if the second trip was a 4day, they'd displace the FO out of 3 of those etc) with two different LCA.
Unfamiliar with the current initial practices, but the CRJ transplants were scheduled for 17-18 hrs for FOs (so like a meh 4 day) just to get over 15 required. And yeah, same - last leg a line check. CA got 23-25 hr actual.

PS the longer IOE might have came about in the no-off-the-street-RTP-and-cadets-only streak of Mar-Oct 2018 before you. My class was about 20% straight prop guys (cadets/other cfis) and maybe another 15-20% rtp guys, rest had prior jet experience from other airlines, corporate, mil, heavy cargo.

I'm not usually one to kiss and tell about a previous employer.

One of the main problems that I have with Air Wisconsin is that their offer letter is not a true offer letter. An offer letter from Air Wisconsin means that you made it to phase 2 of the interview.

The problem with a small regional airline that burns through so many people in its training is that they are federally required to fire/fail a certain percentage of all those pilots that they hire per year. Not everyone can just resign and walk away somewhat clean.

So, every pilot should know that when they sign Air Wisconsin's offer letter that they are taking a big risk in making it to a major.

If you have an upcoming class date for Air Wisconsin you should know that it is not too late to still drop out without them firing you or failing a checkride. I recommend immediately applying to 4-5 additional regional airlines. What is the harm in at least delaying your class date for 1-2 months and seeing if you can get another Part 121 opportunity? Accept an offer letter that means something.

Again, if you enjoy training events and are a good test taker than disregard.