but the quoted statement is part of the problem.
I realize that after I re-read it. I wasn't clear on my meaning but I touch on the matter in my response.
Clearly we don't run the show at an airline and are at the beck-and-call of our airline's training program, scripting and the regulator's requirements. If those requirements or training regimes don't cover sufficient territory to ensure the kinds of skills that were missing in this accident then the training program, the airline and the regulator need to be examined as to why. My point was, a loss of airspeed information should not have "outgrown a pilot's capability" - it's not unknown territory. Now we both know that training regimes and sim time are jammed to the hilt already, so covering everything is not possible. I don't have the answer to that.
I suspect you are either a senior Check Pilot or other instructor for a legacy carrier. Come down a bit lower in the ranks and you might see what I see - new hire pilots that go straight from the right seat of a B1900 to the right seat of a CRJ to the right seat of an A321
As my public profile says, I'm now retired, so yes, I am "senior"
. I instructed in line indoctrination, (A320) but I was
never management and never a check pilot. I worked in our pilots' union for a number of years. I was down in the ranks as an ordinary line pilot from Day One in 1973 to the last in 2007. I am not an engineer nor do I have such a background but I like to learn as much as I can from those who are and who do that wonderful work. I am a flight data analysis specialist so I see many of the things under discussion.
I find this profession and industry deeply fascinating and love discussing it, especially human factors and flight safety work. In terms of A vs B or whatever, I have no favourite types but pushed, it would be the L1011-500.
That's the only "place" all this comes from and here on PPRuNe is about the only online site where a good dialogue can get going and be sustained with those from whom one can really learn stuff.
I don't mean to appear to be in a level which I should "come down from" to see the ranks - that's where I was for 35 years. But I have seen a lot of sides of this business and while I don't mean to push it, I think as broad a view of what we do/did for a living is important and valuable and I sincerely believe that such an attitude is good for those getting into this industry, and so is constant reading and learning. That's what defines a professional, I think.
I know of exactly that background pilot today flying left seat of international ops A320's. They've never had an hour of instruction in high altitude, high speed ops. They have somewhere around 100 hours flying pitch and power with no Flight Director. I can go on, but I'll sum it up with this. As previously posted, sometimes you don't know what you don't know. I believe a significant portion of the younger generation is in exactly that state. They don't know what they don't know, and very few airlines are willing to spend the money to inform them.
I watched how priorities, knowledge and skills changed over the years too. We're on precisely the same page.