And it is the “ex” bit that is the difficulty. They may be the best and most experienced instructor in the world, but operating procedures change, checklists change, usually as a result of current and recent experience. It is a dynamic operational environment. Aircraft types are modified and upgraded and have a direct effect on the operation, and this happens regularly and often with little notice. It is far more preferable to have a current operational instructor in this sense as he brings to the table the most up to date information and procedures. In addition the company can clearly and specifically identify trends within the company pilot group that need specific focus for training and implement this with relative ease into scenario based training and briefing during OPC’s. This can and has meant that every pilot in the company will be briefed on specific subjects of relevance and importance and have the opportunity to fly key areas of training importance in the sim during OPC training that is not mandated by the authoruty. This can and has included appropriate use of couple and coupler philosophy, winter operating procedures, night procedures offshore, CRM, highlighting of areas of JAROPS/EUops, relevant technical breifing and training following major upgrades or passage of info following recent safety issues/incidents/accidents.
Using in-house instructors acts as an extremely effective communication tool throughout the company as they are the few people in the company who will have access to the entire pilot group regularly. With the effective use of instructor group meetings it is also a very effective way of enabling standardization and quality control across the company with a good closed loop feedback system. They can act as a good barometer to the overall standard and trends in the pilot group. With further evidence based systems such as FDR monitoring, a very good picture can be built up of what is happening on the line as well. Provided the same person or very small group of people are all talking regularly and closely we have a better system of control. This is far more possible if the company maintains control of all its flying and training assets. One chief pilot has all the feeds and a very good “big picture”.