Given that a large number of posters here are from outside Ryanair and seek to criticise a system of which the majority seem to know less than nothing, perhaps we could restrict posts to those which actually address the original question? There is a multitude of other threads where you can all display your staggering ignorance...
I think you hit the nail squarely on the head there sir. The employment of SFIs from the FO position (or the senior FO position as it was formally recognised as back then) dates back to the age of the 737-200. It has worked well for Ryanair; in the same fashion as it works well for other airlines; whether that be Aer Lingus or British Airways. Both these airlines employ their FOs as SFIs. Sure you can argue with great conviction that in each case the Ryanair SFI is likely to have less 'hours of experience' on type than their EI or BA counterpart; however this is largely because the CU training process at FR starts at 2900hrs; based on the suitability and eligibility of the candidate. Within the likes of the,
for they can do no wrong carriers, such as BA and EI; CU usually occurs between 8 to 15 years after joining, depending on seniority and aircraft fleet. Then eligibility and suitability is considered. If either airline had experienced a similar rate of growth as Ryanair then their respective systems would be much different. It isn't a case of comparing apples for apples.
Also just for a little bit of perspective, the minimum licensing requirements for a potential applicant to be considered as an SFI in EU land is 1500hrs JAR 25 time. They don't even need to be current on the type in question, they don't have to be current line pilots and there is no requirement to have flown in an operational capacity for the airline that they are conducting training for. So where does this leave the
'who is more experienced/qualified to train argument?' And by the way this is happening at a variety of FTOs across Europe.
jayc, to be honest, If you want me to believe than an FO is more qualified than a CAPTAIN to train other pilots just because he pushes bottoms on the box you wont succeed. If you tell me than the FO at ryan are former jet or turboprop captains first I can agree with you. Off course than a Captain is more qualified to teach than an FO. A 3000 P1 Capt pushing bottoms is more qualified than a 3000 hs P2. The captain has a lot more experience than the FO. On an upgrade a more qualified guy (CPT) should train a less qualified guy (FO or Prospective captain). He has more to offer to the trainee than an FO.
Try to put things in perspective here. For one, is your statement even correct? Does someone with 3000hrs P1 have an ability to train? If you have two candidates, one with 3000hrs P1 and the other with 3000hrs P1(US); however the second candidate shows a great level of adaptability, aptitude and interpersonal skills - then who gets the job? The training equasion IS NOT hours of experience = ability to be a trainer.
Additionally, former TP and jet operators with oodles of experience have failed 737 TR courses. Also 'highly experienced' 737 operators have failed OCCs; quite spectacularly. What have they got to add? With an SFI you have a strong training record in relation to OPCs,LPCs and line checks along with several pre-assessments of character, competence and ability by existing LTCs and TREs who have flown with them on numerous occasions. The vast majority of SFIs are also at or approaching the CU stage themselves. Several have previous instructional experience.
Lastly, the consideration lies on what your objective actually is? Within the Ryanair perspective of CUs, the decision making process, as a commander, is not trained or taught by SFIs. As already said on a number of occasions, SFIs within FR train Day one of CU Sim. This is a non assessed day, giving the CU candidate handling experience from the LHS of the aeroplane. It is there to refresh their procedural knowledge in a Normal and non normal context. Their use of the QRH and their application of SOPs, supplementary procedures, part A knowledge is assisted. This is what SFIs are expected to do in their day to day roles as trainers. Day one is a confidence builder as is used to assist the candidate with their training. The rest of the LOFT type exercises are conducted by TRE's. Command decision making is really trained/assessed on the Line as part of line training by LTCs. However the candidate may not make it to this stage should they be deemed ineligible in the sim. At NO STAGE does an SFI make the decision on eligibility. How could they?
No one has to 'agree' with FRs system. However having a bit of an understanding of the system often helps.