Before they even start flying, all will have an extensive English language course, some for over a year. Lot's of training done in house before being sent away to flying schools, currently Oxford in UK followed by the US for flying, then back to Oxford for final exams and twin IR rating. Back to Dubai for more intensive fixed base sim, classroom and full motion sim before starting line training. This is a minimum of 120 sectors, sometimes up to 150 if needed.

Experience they may be short of, but for training and knowledge to fly a commercial airliner, they are not. It's a 3 year course, minimum. It's not a guaranteed pass. Those that fail to reach the standard are removed, some even as late as line training.

Harry

And some are sent to flight training europe at Jerez de la frantera spain (ex BAE Systems)

CAR‐OPS 1.1125 Absolute Limits on Flying Time and Duty Period

a. No person shall act as an operating crew member of the flight crew of an aircraft if at the beginning of the flight the aggregate of all his previous flight times;

(1) during the period of 28 (twenty eight) consecutive days expiring at the end of the day on which the flight begins exceeds 100 (one hundred) block hours: or

(2) during the period of 12 (twelve months) expiring at the end of the previous month exceeds 900 (nine hundred) block hours:

so are they following this rule?
Guess not!

they are following THEIR rules as approved by THEIR regulator.

whats your point?

funnily Their rules and Their regulator are the same person
so does it ring a bell for you or are you too fatique to use your brain properly?

Line training in any airline is there to equip one with the basics so that they can operate safely but finesse and overall polish is not what line training is designed to create. These qualities mature with time and mainly due to two reasons. Firstly improvement though greater experience thanks to self learning and learning from mistakes and secondly and most importantly, by observing colleagues and seeing how they operate.

Whilst we are bound by a myriad of company procedures and rules, we all add our own personal touch to the operation. These personal touches often enable us to go above and beyond what is expected to make us compliant with the various policies and rules. It's this that creates the finesse and attention to detail and this evolves over time and not overnight.

Once equipped with the basics and released to the line from training, then any new F/O in any company will then spend nearly all their time flying with line captains. So guess what the main source of knowledge and guidance will be to allow your new F/O to improve?

I would hazard a guess that the new turboprop pilots coming here to EK are aware that it's a big step and are hungry for advice and knowledge, since they are grateful for the chance of going straight onto a widebody jet, despite all the ills that the company faces. That is for a separate thread! The experience spectrum of pilots joining from turboprops is varied with some holding TRE positions previously and have amassed more than a few hours over the years. Dismissing them as 'boy wonders' is unfair to your new colleagues. If you see something that could be done better on a flight, buy them a beer downroute and share your knowledge and chat about it. They could very well repay you with more than a few beers if you ever fly together again.

That's very well said Emma Royds

I've said this before , I would take an experienced TP Capt/TRI/TRE over most of the 2500 HR320/737 wonder pilots.