Predominantly they will be coming off of other TK fleets, correct? In fact, they were required to put out the job posting but they don’t intend to hire anyone who isn’t already in the building. If you aren’t already a PI you are of no use to them.

that is not correct.

they surplused off the 756 and 777 they are offered positions in TK.

the CCS message for instructors is for any pilot at the airline.

the surplused 756/777 instructors will need a full QUAL on the new fleet plus A full IOE and full consolidation. Then they will need fleet specific IE training. Anyone from the line that is not current and qualified on the fleet they are hired too will require the same.

the surplused PIs will not be ready to teach until January at the earliest. New hire instructors will be able to instruct before them.

Interesting! I assumed that using surplussed instructors was a 'shortcut'. Good to know! I haven't done the math/analysis, but it looks like PI availability may very well be a 'guardrail' in their furlough calculations.

Thanks, good to know. I’ll qualify what I said, then....applications from anyone 10000+ will certainly go straight into the trash. It would have been more honest to announce the furloughs first and then solicit PIs after. At least that way the junior people interested would know to not waste their time.

Also, earlier in the thread you said you wouldn’t rule out them developing an “E-LDRQ” style abbreviated PI training syllabus, correct?

so I’ll give you an example. A good friend of mine was a 737 PI. He elected to take a CA bid in DEN on the 737. He went to training in FEB and got out just befor the shutdown. He is now facing 737 FO reserve in DEN. I haven’t heard from him in a while but I would not be surprised to see him come back. So he is out of TK for 6 months and been on the same plane and was an instructor on the same plane. He most likely needs a QC and he’s good to go.

However just like everything else this is unprecedented so we have to build then get approval from the FAA.

A quick job like this would ONLY work for an IE who is coming back to the same fleet AND was only gone for so long think RQ2/3.

you can’t get a new instructor or a current instructor going to a new fleet done that quick.

To add to this... Our current procedure (at least on the 737) for qualifying a new instructor who is already current on the fleet goes well above and beyond what is required by AQP. The AQP guidelines are fairly minimal for someone to get started teaching procedures and maneuvers. After teaching awhile, a new instructor get Qual’ed to do LOFTs and MVs.... So for someone returning to the building on the same fleet likely wouldn’t even need a “short course” to be developed for the initial qualification. They could just simply do the minimum required by AQP or in the case of your friend, possibly just a QC.

Semantics. How about I say it another way: they will change the current IE course to achieve the fastest possible qualification allowed by AQP.

ok....but that isn’t going to happen overnight. No matter how you look at it our training programs are accepted by the FAA. You change anything you need approval. It doesn’t matter what the company wants if the FAA says no.

E-LDRQ happened basically overnight didn’t it? Even ALPA training committee hadn’t heard of such a thing. Actually, TK has already had a relatively long time to work out some of these “impediments” to speedy training and retraining throughput.

I’ve never been an instructor at United, although in a previous life I worked for FlightSafety as a sim instructor on a Hawker. From the time I was hired until I could teach Part 91 guys was 3 months minimum. Then it took almost a year before I was allowed to do Part 91 Checkrides, another 6 months before allowed to teach Part 135 guys.....etc. You get the point. It’s not a quick process to ramp up and qualify a new instructor.