MPL to eliminate "bad habits" gained in GA
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MPL to eliminate "bad habits" gained in GA
From "The Australian"
Boeing arm trials faster pilot training
Geoffrey Thomas
January 26, 2007
THE airline industry faces the daunting challenge of training 340,000 new pilots by 2024 - including 73,000 in the Asia-Oceania region - to meet growth and retirements.
Alteon president Sherry Carbary said the challenge for the industry was "significant".
Ms Carbary said Alteon, a division of Boeing, was pioneering the International Civil Aviation Organisation's multi-crew pilot licence (MPL) concept, which aimed to produce first officers (co-pilots) in only 15 months by teaching them just what they needed to know.
The MPL concept is being examined by regulators around the globe, and Alteon has launched a beta training program for 16 pilots at its Brisbane facility.
MPL was established by ICAO in 2002 in an attempt to take zero-time, off-the-street potential pilots and train them up to first officers of a multi-engined transport, such as a 737NG, in half the usual time required.
The concept has caused some disquiet among traditional pilot groups. But Ms Carbary pointed out that MPL pilots would have to perform 12 actual take-offs and landings before being certified.
Alteon director of marketing Roei Ganzarski said the MPL program was in beta test only. "We are assessing its effectiveness at this stage," he said.
Alteon has selected Australia and its regulator, the Civil Aviation Safety Authority, to trial the program because Australia is a major training centre for pilots, particularly from Asian airlines.
Alteon is working with Brisbane-based Airline Academy Australia and has leased two Diamond DA 20 single-engine aircraft for initial training.
According to Mr Ganzarski, airlines are extremely interested in MPL and look favourably at the fact that they would not have to "eliminate the bad habits pilots pick up working in general aviation, which is the typical career path for pilots".
While the MPL program is based on ICAO guidelines, those guidelines are not prescriptive and the consensus is that they may change once the beta test program is concluded with CASA's input and endorsement.
Mr Ganzarski said: "A new training program, like our MPL course, necessitates instructor training."
Alteon instructors, as well as instructors at Airline Academy Australia, have received training on the MPL curriculum to effectively teach the new course.
Airline Academy Australia instructors spent time in Seattle in training and Alteon instructors also provided training in Brisbane.
"These were all qualified instructors but the crew-based training approach of the MPL course is new to the typical flight school," Mr Ganzarski said.
Boeing arm trials faster pilot training
Geoffrey Thomas
January 26, 2007
THE airline industry faces the daunting challenge of training 340,000 new pilots by 2024 - including 73,000 in the Asia-Oceania region - to meet growth and retirements.
Alteon president Sherry Carbary said the challenge for the industry was "significant".
Ms Carbary said Alteon, a division of Boeing, was pioneering the International Civil Aviation Organisation's multi-crew pilot licence (MPL) concept, which aimed to produce first officers (co-pilots) in only 15 months by teaching them just what they needed to know.
The MPL concept is being examined by regulators around the globe, and Alteon has launched a beta training program for 16 pilots at its Brisbane facility.
MPL was established by ICAO in 2002 in an attempt to take zero-time, off-the-street potential pilots and train them up to first officers of a multi-engined transport, such as a 737NG, in half the usual time required.
The concept has caused some disquiet among traditional pilot groups. But Ms Carbary pointed out that MPL pilots would have to perform 12 actual take-offs and landings before being certified.
Alteon director of marketing Roei Ganzarski said the MPL program was in beta test only. "We are assessing its effectiveness at this stage," he said.
Alteon has selected Australia and its regulator, the Civil Aviation Safety Authority, to trial the program because Australia is a major training centre for pilots, particularly from Asian airlines.
Alteon is working with Brisbane-based Airline Academy Australia and has leased two Diamond DA 20 single-engine aircraft for initial training.
According to Mr Ganzarski, airlines are extremely interested in MPL and look favourably at the fact that they would not have to "eliminate the bad habits pilots pick up working in general aviation, which is the typical career path for pilots".
While the MPL program is based on ICAO guidelines, those guidelines are not prescriptive and the consensus is that they may change once the beta test program is concluded with CASA's input and endorsement.
Mr Ganzarski said: "A new training program, like our MPL course, necessitates instructor training."
Alteon instructors, as well as instructors at Airline Academy Australia, have received training on the MPL curriculum to effectively teach the new course.
Airline Academy Australia instructors spent time in Seattle in training and Alteon instructors also provided training in Brisbane.
"These were all qualified instructors but the crew-based training approach of the MPL course is new to the typical flight school," Mr Ganzarski said.
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Perhaps only doing 70 hours flying in a Duchess plus 12 takeoffs and landings in a B737/A320 to get one's MPL means there will not be any time to pick up 'bad habits'.
There will not have been any time to pick up many 'good habits' either!
There will not have been any time to pick up many 'good habits' either!
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Bad habits like:
thinking on your feet, wx avoidance without radar, traffic avoidance OCTA, basic navigation, dealing with problems that are'nt in a textbook, making command decisions every day ( not ICUS decisions ) dealing with pax face to face, and worst of all............appreciating any jet job you can get due to the 4 years of flying
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thinking on your feet, wx avoidance without radar, traffic avoidance OCTA, basic navigation, dealing with problems that are'nt in a textbook, making command decisions every day ( not ICUS decisions ) dealing with pax face to face, and worst of all............appreciating any jet job you can get due to the 4 years of flying
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Would also like to know how well command decisions would go in the event of the left hand seater becoming incapacitated. There are many events of this nature per year.
I would think it wouldn't be too long before such an event would take place AND some sort of other emergency or something out of the ordinary would make things VERY challenging for an F/O with said qualifications.
Gaping hole in the swiss cheese I reckon...
AJM.
I would think it wouldn't be too long before such an event would take place AND some sort of other emergency or something out of the ordinary would make things VERY challenging for an F/O with said qualifications.
Gaping hole in the swiss cheese I reckon...
AJM.
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They'll be perfect when the Captain keels over then won't they?
Perhaps the big biccies will eventually be in GA? At least it would eventually force airline wages up, when people start leaving for greener pastures!
Perhaps the big biccies will eventually be in GA? At least it would eventually force airline wages up, when people start leaving for greener pastures!
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Perhaps the big biccies will eventually be in GA? At least it would eventually force airline wages up, when people start leaving for greener pastures!
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Isn’t the biggest issue airlines are facing is the shortage of experienced pilots? So how will the MPL fix this? Airlines need Captains now, not in 15 years time. What about pilots for regional airlines. Flying a jet ILS to ILS is vastly different to flying a Dash 8 or Saab in to some sh@t hole using an NDB at night. How will the MPL teach this, when all the MPL sim training is done on a jet? Experienced gained in GA (via instructing or going bush) is where 90-95% of our current regional captains have come from.
Comparing the two Paths
GA Path:
1st Year: Gain CPL, IR and ATPL subjects.
2nd to 3rd Year: GA experience (Go Bush or Instructor rating).
4th Year: First Airline job or perhaps small regional or night freight. Gain More experience. If you are lucky FO position with a major airline.
5th Year +: FO position with major airline, spend 12 months in the RH seat, gain 700 – 800 hours FO time and provided you are suitable, it’s time to move across to the LH seat.
So in less than 6 years an airline has pilot they can upgrade to command.
MPL Path:
First 2 years: Gain MPL, but no real experience.
3rd to 8- 10th year: FO position, command slot maybe in sight, and he/she still hasn’t made one command decision in their flying career.
Comparing the two Paths
GA Path:
1st Year: Gain CPL, IR and ATPL subjects.
2nd to 3rd Year: GA experience (Go Bush or Instructor rating).
4th Year: First Airline job or perhaps small regional or night freight. Gain More experience. If you are lucky FO position with a major airline.
5th Year +: FO position with major airline, spend 12 months in the RH seat, gain 700 – 800 hours FO time and provided you are suitable, it’s time to move across to the LH seat.
So in less than 6 years an airline has pilot they can upgrade to command.
MPL Path:
First 2 years: Gain MPL, but no real experience.
3rd to 8- 10th year: FO position, command slot maybe in sight, and he/she still hasn’t made one command decision in their flying career.
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The computer industry they would term this "vendor lock-in" or "proprietary format".
An MPL graduate will be beholden to their sponsor airline. This would be appear to be an attempt to limit pilot market power.
The airlines know (despite protest to the contrary) that a massive shortage is looming and want to lock in their crews, whilst denying them a portable qualification.
So yes, it is about controlling costs.
An MPL graduate will be beholden to their sponsor airline. This would be appear to be an attempt to limit pilot market power.
The airlines know (despite protest to the contrary) that a massive shortage is looming and want to lock in their crews, whilst denying them a portable qualification.
So yes, it is about controlling costs.
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The computer industry they would term this "vendor lock-in" or "proprietary format".
An MPL graduate will be beholden to their sponsor airline. This would be appear to be an attempt to limit pilot market power.
The airlines know (despite protest to the contrary) that a massive shortage is looming and want to lock in their crews, whilst denying them a portable qualification.
So yes, it is about controlling costs.
An MPL graduate will be beholden to their sponsor airline. This would be appear to be an attempt to limit pilot market power.
The airlines know (despite protest to the contrary) that a massive shortage is looming and want to lock in their crews, whilst denying them a portable qualification.
So yes, it is about controlling costs.
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Correction
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Cheaper.
Just like it's cheaper to have a baggage handler on the headset than a LAME for pushback, or cheaper for a pilot to do a walkaround.
The new-age headset people are trained to deal with all the normal scenarios, just like these MPLs would be trained for, but that's all. As a LAME, I've got plenty of experience and training, which I pursued for years to score a line job, but now I'm too expensive to do pushbacks or walkarounds. I know from reading these forums over the years, some of you can quite accept that a pilot can do his own walkaround, and I agree!!! 999,999 times out of one million it isn't a problem, just like 999,999 times out of a million it isn't a problem to have a baggie on a headset.
Likewise it isn't a problem 999,999 times out of a million having a 250 (for example) hour F/O in the right seat, if that 250 hours has been spent moulding the candidate with the requirements that the operator needs. Possibly it comes under the title of 'risk management'. Don't get me wrong, I know what goes on up there and know the value of the experience, but I'm not blessed with the ignorance of society or the arrogance of financial management.
On the other hand, we spend millions of dollars setting up a system that takes nailfiles off people and making old ladies take their shoes off and x-raying their ear trumpets, or swiping my mother's shoelaces for traces of explosive chemicals when the odds again are probably about the same that permitting any of the above persons on-board will cause some sort of incident. We seem prepared to take risks in some areas because of the costs, but absolutely none in others regardless of cost.
Society is demanding a cheaper product and seems prepared to take the gamble that they won't be in that 'one in a million' seat. What I can't understand is that society is also prepared to put money on similar odds week after week on the opportunity that they will win millions on the lotto.
Face it fellas, the cost cutting isn't going to stop on the tarmac. It isn’t an issue of whether you will accept any given situation; it is an issue of whether society is prepared to pay for what you want or risk not having it. If you aren’t prepared to change and accept it, you may well be cast aside in favour of people who will accept it. The advent of the LCC is testament to this. I don’t necessarily support it; but it is the truth I am discovering every day.
Remember, the customer is always right…
‘ave a good night.
Just like it's cheaper to have a baggage handler on the headset than a LAME for pushback, or cheaper for a pilot to do a walkaround.
The new-age headset people are trained to deal with all the normal scenarios, just like these MPLs would be trained for, but that's all. As a LAME, I've got plenty of experience and training, which I pursued for years to score a line job, but now I'm too expensive to do pushbacks or walkarounds. I know from reading these forums over the years, some of you can quite accept that a pilot can do his own walkaround, and I agree!!! 999,999 times out of one million it isn't a problem, just like 999,999 times out of a million it isn't a problem to have a baggie on a headset.
Likewise it isn't a problem 999,999 times out of a million having a 250 (for example) hour F/O in the right seat, if that 250 hours has been spent moulding the candidate with the requirements that the operator needs. Possibly it comes under the title of 'risk management'. Don't get me wrong, I know what goes on up there and know the value of the experience, but I'm not blessed with the ignorance of society or the arrogance of financial management.
On the other hand, we spend millions of dollars setting up a system that takes nailfiles off people and making old ladies take their shoes off and x-raying their ear trumpets, or swiping my mother's shoelaces for traces of explosive chemicals when the odds again are probably about the same that permitting any of the above persons on-board will cause some sort of incident. We seem prepared to take risks in some areas because of the costs, but absolutely none in others regardless of cost.
Society is demanding a cheaper product and seems prepared to take the gamble that they won't be in that 'one in a million' seat. What I can't understand is that society is also prepared to put money on similar odds week after week on the opportunity that they will win millions on the lotto.
Face it fellas, the cost cutting isn't going to stop on the tarmac. It isn’t an issue of whether you will accept any given situation; it is an issue of whether society is prepared to pay for what you want or risk not having it. If you aren’t prepared to change and accept it, you may well be cast aside in favour of people who will accept it. The advent of the LCC is testament to this. I don’t necessarily support it; but it is the truth I am discovering every day.
Remember, the customer is always right…
‘ave a good night.
Last edited by 'aveagoodknight; 29th Jan 2007 at 04:51.
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My 2c worth for today...
From the bench, my 2c worth on this one...
I'm not seeing a lot of negatives in this idea... it's closer to a win-win for everyone, you guys, the companies and I don't agree that this will be an instant cure for the looming pilot shortage nor will it cut your salaries and keep you from bargaining for higher salaries... as long as you keep logging those hours... & as long as those hours keep climbing... it'll be smiles all around in the bar at the end of each day.
Global Shortage + Market Forces = $ $$$,$$$.$$
But then... I am sitting on the bench (ducking for cover
)
- 15 months to become what you always wanted to be... instead of 4 years plus (and you guys always complain about how long you have to wait and what you have to do to get a seat flying big shiny airline jets!!).
- 15 months of intensive training focusing on the final goal... a seat in one of those big shiny jets. Training that's consistent with the sponsored airline's standard operating procedures and consistency in training is always a good thing. Ask any Air Traffic Control trainee... it's a rare commodity.
- Testing to the standard required to fly one of those big shiny jets.
- Years of supervised experience flying one of those big shiny jets.
I'm not seeing a lot of negatives in this idea... it's closer to a win-win for everyone, you guys, the companies and I don't agree that this will be an instant cure for the looming pilot shortage nor will it cut your salaries and keep you from bargaining for higher salaries... as long as you keep logging those hours... & as long as those hours keep climbing... it'll be smiles all around in the bar at the end of each day.
Global Shortage + Market Forces = $ $$$,$$$.$$
But then... I am sitting on the bench (ducking for cover
)
Grandpa Aerotart
It is an interesting scenario.
In my view the "GA developes bad habits" mentality comes from the growing % of airline management pilots who never did much or any real GA. They of course are convinced of their own infallability because as management pilots they have spent many years in a situation where no-one ever says "No, you're wrong".
What GA developes is command decision making and command judgement.
Experienced pilots can occasionally give management pilots grief because they don't accept what they are told at face value...i.e they can question the wisdom passed down to them by people who are unfamiliar with being challenged...and they REALLY don't like it...much better to have a compliant pilot body that just say "Yessir...how high?". You see it too after a cadet has a few years in command...they start questioning what they are told...and believe me it sometimes needs questioning
You sometimes get the impression that management would like to get rid of the really experienced pilots...the 'if you don't like it then leave' attitude. While part of that is about replacing expensive pilots with cheaper ones you occassionally get just a hint that less than spectacularly gifted management pilots don't want their authority challenged. Beancounters certainly place little if any value in experience...many years ago a major charter company in the UK operating 757s and 767s offered huge payouts to their most experienced pilots...something like 100k...to just leave They of course took them and took their experience somewhere else and not only netted a huge windfall but often a payrise as well...this actually happened and was cost effective as far as the beancounters were concerned...their junior replacements were probably earning 75% of what they had been earning and didn't have the huge super payouts looming via defined benefit super schemes.
99.99% of airline flying is NOT about utilising superior skill to rescue a broken aeroplane full of passengers...the once in a blue moon scenario like Souix City will only effect 1 pilot in many thousands and only once in a career for that 1 in many thousands. Even a mundane engine failure is VERY rare indeed statistically and most pilots will never experience one...or even a precautionary shutdown.
What GA experience should and usually does equip a pilot with is an ability to circumvent the daily things that effect airline operations and can either cost the company large amounts of money or not...depending on the decision the captain makes..life is rarely at risk, just capital. This, of course, is not anything that ever shows up on a spread sheet so it is not obvious to the beancounters who run airlines.
In the final analysis I don't think there is a need yet within the Australian context for an MPL system. Maybe one day but that day is a long way out in the future. Airline management in Australia have not got their heads around the possibility of hiring off the street and training pilots from scratch and paying for their training and paying them while training the way ALL Asian airlines do right now.
They do this in Asia because there simply isn't a GA system in place and most young people don't grow up dreaming about flying...most young people in asia don't even think about flying as a career until they suddenly stumble over an ad in a news paper looking for cadets in SQ, Japan or somewhere in mainland China. The parents of most young people in Asia have VERY strict views about what is a 'suitable' career path for their children and they all revolve around Medicine, law, Science or accountancy...the children are steered VERY firmly in those directions from a very young age. I wouldn't mind betting a significant % of asian cadets are in fact young people who have tried and failed in those areas first and then come to an airline cadetship as a poor second choice, certainly in the view of their family...I have seen this first hand a bunch of times..."What got you into flying?" "Oh I was at Uni studying Medicine/Law/Accountancy and I hated it/was not doing well and then I saw an advert for airline cadets and I thought I'd give it a go".
Given the eternal beancounter mantra of cutting costs the difference between the current cadet system and the MPL is not significant in terms of the product that graduates...only the costs for the company. I would think they would be looking for a system that,in their minds at least, allows them to turf the fleets of Lear 45s that they currently run for starters.
Current cadets at the asian airline I work for go through to the LHS in about 10 years...and they do pretty well too...10 years and 6000 odd hrs is enough time to teach anybody anything. They do not suffer a huge lack of mechanical skills that impact significantly on their ability to fly..although a dark, raining night with a stiff crosswind has most of em autolanding...which is exactly what they are taught to do...they do suffer a lack of self confidence and a discomfort with making a decision. That becomes less an issue as time spent in the LHS increases as, you would expect.
There is the difference I suppose...we learn command decision making and judgement in C210, Barons amd Metros they learn them in a Boeing...and they tend to make the same mistakes we made at an early age in C210s and Barons but they cost more money in a Boeing..but rarely is life threatened either way...mind you there is a fair bit of luck in that.
Professional pilots cannot stand relying on luck...beancounters live that way...but call it cost/benefit analysis.
In my view the "GA developes bad habits" mentality comes from the growing % of airline management pilots who never did much or any real GA. They of course are convinced of their own infallability because as management pilots they have spent many years in a situation where no-one ever says "No, you're wrong".
What GA developes is command decision making and command judgement.
Experienced pilots can occasionally give management pilots grief because they don't accept what they are told at face value...i.e they can question the wisdom passed down to them by people who are unfamiliar with being challenged...and they REALLY don't like it...much better to have a compliant pilot body that just say "Yessir...how high?". You see it too after a cadet has a few years in command...they start questioning what they are told...and believe me it sometimes needs questioning
You sometimes get the impression that management would like to get rid of the really experienced pilots...the 'if you don't like it then leave' attitude. While part of that is about replacing expensive pilots with cheaper ones you occassionally get just a hint that less than spectacularly gifted management pilots don't want their authority challenged. Beancounters certainly place little if any value in experience...many years ago a major charter company in the UK operating 757s and 767s offered huge payouts to their most experienced pilots...something like 100k...to just leave
They of course took them and took their experience somewhere else and not only netted a huge windfall but often a payrise as well...this actually happened and was cost effective as far as the beancounters were concerned...their junior replacements were probably earning 75% of what they had been earning and didn't have the huge super payouts looming via defined benefit super schemes. 99.99% of airline flying is NOT about utilising superior skill to rescue a broken aeroplane full of passengers...the once in a blue moon scenario like Souix City will only effect 1 pilot in many thousands and only once in a career for that 1 in many thousands. Even a mundane engine failure is VERY rare indeed statistically and most pilots will never experience one...or even a precautionary shutdown.
What GA experience should and usually does equip a pilot with is an ability to circumvent the daily things that effect airline operations and can either cost the company large amounts of money or not...depending on the decision the captain makes..life is rarely at risk, just capital. This, of course, is not anything that ever shows up on a spread sheet so it is not obvious to the beancounters who run airlines.
In the final analysis I don't think there is a need yet within the Australian context for an MPL system. Maybe one day but that day is a long way out in the future. Airline management in Australia have not got their heads around the possibility of hiring off the street and training pilots from scratch and paying for their training and paying them while training the way ALL Asian airlines do right now.
They do this in Asia because there simply isn't a GA system in place and most young people don't grow up dreaming about flying...most young people in asia don't even think about flying as a career until they suddenly stumble over an ad in a news paper looking for cadets in SQ, Japan or somewhere in mainland China. The parents of most young people in Asia have VERY strict views about what is a 'suitable' career path for their children and they all revolve around Medicine, law, Science or accountancy...the children are steered VERY firmly in those directions from a very young age. I wouldn't mind betting a significant % of asian cadets are in fact young people who have tried and failed in those areas first and then come to an airline cadetship as a poor second choice, certainly in the view of their family...I have seen this first hand a bunch of times..."What got you into flying?" "Oh I was at Uni studying Medicine/Law/Accountancy and I hated it/was not doing well and then I saw an advert for airline cadets and I thought I'd give it a go".
Given the eternal beancounter mantra of cutting costs the difference between the current cadet system and the MPL is not significant in terms of the product that graduates...only the costs for the company. I would think they would be looking for a system that,in their minds at least, allows them to turf the fleets of Lear 45s that they currently run for starters.
Current cadets at the asian airline I work for go through to the LHS in about 10 years...and they do pretty well too...10 years and 6000 odd hrs is enough time to teach anybody anything. They do not suffer a huge lack of mechanical skills that impact significantly on their ability to fly..although a dark, raining night with a stiff crosswind has most of em autolanding...which is exactly what they are taught to do...they do suffer a lack of self confidence and a discomfort with making a decision. That becomes less an issue as time spent in the LHS increases as, you would expect.
There is the difference I suppose...we learn command decision making and judgement in C210, Barons amd Metros they learn them in a Boeing...and they tend to make the same mistakes we made at an early age in C210s and Barons but they cost more money in a Boeing..but rarely is life threatened either way...mind you there is a fair bit of luck in that.
Professional pilots cannot stand relying on luck...beancounters live that way...but call it cost/benefit analysis.
Last edited by Chimbu chuckles; 29th Jan 2007 at 06:22.
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Experience -who needs it??
It makes a farce out of working hard to gain a foundation in your skill base.
I don't think that it will improve positions for experienced guys looking for RHS in an airliner, either.
The training organisations behind this concept could be honest about it too, rather than spruiking things like the 'added safety benefits' as these MPL trainees will be 'trained to operate in a team environment like that of an airliner from day one' rather than 'gain bad habits in GA'.
"There is a mass market for minimally trained occupiers of the RHS in airliners, and we are going to make a KILLING out of it '.
For the airlines, it's a good way of getting cheap, indentured labour for many years:"We can get an MPL monkey as indentured labour for 1/2 the money you want, the equipment is so good these days, the chances of a wreck are minimal, so fly for food, or fcuk off' .
And then, so for 5-10 years, whilst the equipment is effectively new, all is going swimmingly, not too many abnormals, the authorities will amend the minimum PIC hrs required for ATPL, and these guys will go to command.
After that, when the equipment starts to age, and things start to fail more and more often, is when the wheels will fall off this thing - big time.
You can say what you want about GA, but the majority of people in it are aspiring to get employment in an airline the honest way: By working hard, being a pro, building on their skillset and making a solid foundation for when the time comes to fly in a jet airliner.
I don't think that it will improve positions for experienced guys looking for RHS in an airliner, either.
The training organisations behind this concept could be honest about it too, rather than spruiking things like the 'added safety benefits' as these MPL trainees will be 'trained to operate in a team environment like that of an airliner from day one' rather than 'gain bad habits in GA'.
"There is a mass market for minimally trained occupiers of the RHS in airliners, and we are going to make a KILLING out of it '.
For the airlines, it's a good way of getting cheap, indentured labour for many years:"We can get an MPL monkey as indentured labour for 1/2 the money you want, the equipment is so good these days, the chances of a wreck are minimal, so fly for food, or fcuk off' .
And then, so for 5-10 years, whilst the equipment is effectively new, all is going swimmingly, not too many abnormals, the authorities will amend the minimum PIC hrs required for ATPL, and these guys will go to command.
After that, when the equipment starts to age, and things start to fail more and more often, is when the wheels will fall off this thing - big time.
You can say what you want about GA, but the majority of people in it are aspiring to get employment in an airline the honest way: By working hard, being a pro, building on their skillset and making a solid foundation for when the time comes to fly in a jet airliner.