As with everything else, it seems, it takes an accident. Let`s just hope that doesn`t happen .

Here`s to cutting costs at any cost

TRI eller training Capt. vet jeg ikke noe om, men du får ditt ATPL når du oppfyller timekravet som alle andre.

Første TR er tilpasset MPL, da den er en del av utdannelsen. Senere er det ingen forskjell ved bytte av TR.

Vi får nå vente og se...
Det finnes, etter hva jeg har erfart og hørt andre fortelle de siste årene, uforholdsmessig mange der ute med "erfaring", som aldri skulle ha fått lov til å sitte i hverken høyre- eller venstresetet. For hva er det man mener med erfaring?

1000 timer C-152 eller B777: er det bra erfaring? Er det likestilt med 1000 timer F/A-18 eller King Air? Hvis 1000 timer er bra; hva med 900? Eller 820? Hvem bestemmer hvor denne usynlige, magiske grensen går? Hva slags type operasjon snakker vi om? Hva med seleksjon? En gubbe uten simultankapasitet, men med 1100 timer vs. en jagerflyger med 500 timer? Timetallet vinner?

Selskapene vil også slippe å hente inn folk med tillærte uvaner/holdninger, og heller forme de unge håpefulle i eget company-bilde. Et godt treningsopplegg tar vare på dette, og du har ingen negativ erfaringsoverføring fra tidligere flytyper. En veldig stor del av erfaringen er lokalkunnskap (Nord-Norge /Svalbard /Salzburg), som man ikke nødvendigvis besitter fordi man har tusen timer i boka.
Etter hva jeg hører ute på line, om hvordan man sleit og strevde "før i tida", høres det mest ut som misunnelse. Selv jobbet jeg i 4 år som instruktør, men unner selvfølgelig alle andre å slippe det styret...

Sterlings operasjon er ikke akkurat noe combat mission in ´Nam heller da. ENGM-LPFR stiller ikke de helt store kravene til en stakkars MPL-er

Don´n knock it until you try it.

In this context experience means that you have what it takes of knowledge and skills to get a succsessfull completion of the flight. The experience level differ based on the quality of your training, type of experience and the amount of exposure. Flight time gives a pilot the chance to correlate earlier experience to new experience. A pilot with high exposure (flight time), will normaly have a easier time finding a solution. Every pilot do mistakes, but a experienced pilot do normaly less mistakes. Seen it, done it before, not again!

But there have been times when experience did not help: Remember the Aeroflot Airbus accident. Captain had his son behind the stick. Long story made short; aircraft went in to a spin, the captain performed spin recovery technique, recovered, but to low, and crashed. Investigators performed the same manuver in the sim in Toulouse. Hands of the stick and the airbus automaticly recovered, at safe altitude. High experience, bad attitude.

Selecting the best pilot candidates is challenging, but after over two deccades sitting beside somebody, I must say that attitude, honesty and good people skills stick out as most important. World champions and quiet people the worst.

I don't think MPL pilots have the fundation in basic flying skills that's neccessary. Even the 737 can get you in the corner!! There have been accidents due to the first officer being too inferior to his captain. Will MPL pilots know when to challenge their captain?

I am not convinced!

IMO good stick and rudder skills are the backbone to all flying. Attitude is certainly a big part of it as well. Experience comes with time, or exposure, as empati says. If you lack 2 of the 3 mentioned then you`re probably not up to any standards for commercial aviation yet.

Remember the swiss-cheese model crash investigators talk about? How you can have several cheeseholes but as long as they don`t line up things are pretty much going ok? I dare say one of the holes is growing and has been for some time now.