FAA lists 2 dual engine birdstrikes per year.
Oh, look! There goes CRJ.... and MD80.... and A-10... and Citation...and French Falcon.... and 717. Seems that birds indeed are not air molecules but share common trait of being sucked into engine if they found themselves in front of intake even if it is situated waay back, near the fuselage. But then in the parallel universe where old pilots very experienced in Honduran ops roll inverted their Cessnas 340 to avoid head-on traffic instead of simply turning right, it might be indeed possible to shield the engine intake by the wing or fuselage. Not in our one, I'm afraid.
In my view airlines training systems are not set up to develop large numbers of low hours pilots effectively.
Some are, some aren't. I don't have scope broad enough to judge what's the percentage of those who perform their training functions properly but i am pretty sure those who send their cadets up in Citation Jets, Learjets or long Cheyennes have the right idea.
It works ok for restricted numbers of high ability individuals though and thats why a balanced recruitment policy is still best in my view.
Problem is with ex-mil pilots supply ever shrinking and general aviation on the verge of extinction (or over it) in some countries, you just can't have balanced recruitment policy and yet you have to match seats with bodies.
Sully coped, in my view, because he was an able indidual who had a wealth of experience to fall back on.
Certainly, but I'd add one more contributing factor; capt Sullenberger runs aeronautical consultancy business on the side, so it's not just he can walk the walk.
we have a problem and have had for some time.
We do, but it will take a long time to manifest itself in increase of prematurely expired passengers and when it does, it will take ages to get us back where we were even if we promptly do what is right to mitigate it.
Problem, as I see it, are the pilots who know all the books but don't know what they mean. They pass their ATPL multiple choice exams with flying colours. They can do scripted sim sessions all right. They are great in normal ops as they know SOPs pretty well and stick to them. They might get lucky and have successful career without ever coming across the complex emergencies, not covered by ECAM or QRH.
Or not.
Still, their bacon might get saved by the competent pilot occupying the other seat. If they are particularly unlucky to represent typical pilot in their crew, well, they're doomed.
From my, admittedly limited, perspective I'd say their number is still very, very small which anyway presents increase form very,very,very small of decade ago. I mentioned the factors that are working towards their increase in F/O population. Real troubles will start when some less than scrupulous company decides to relax promotion criteria and lets them spill into left hand seat.