Somehow he has 1000hrs and learnt more going from 300-1000hrs learning more than an airline pilot going from 20,000-25,000. How on earth would he know that? He by his own admission has only 1000 hrs TT and is a private pilot. A private pilot who sounds very overconfident at that!

100% true, flew with one who was a class case a long time ago. Aircraft damaged, passengers endangered, yelled at for trying to keep him inside limits, no fuel, speed or ice awareness, daily cringe stuff. Thing was a lot of passengers thought he was fantastic.
We are generally well protected from these types in airlines but they do show up.

What if a 25,000 hrs airline pilot told him?

What our US colleagues imply is that higher paid pilots are safer, and to achieve that they have introduced a 1500 rule.
In Europe a guy with 1500+ SEP time have a very slim chance even to get an interview because it means he have a several years of flying in unregulated environment developing uncontrolled habits at something which has zero relevance to airline flying.

I have seen two and a half years from first time in a cockpit to Command of a medium jet. That is 5 recurrent checks. That is 40 hours of emergencies and lofts before being in charge of another cadet in the cockpit.

In effect, they have. Pretty much every airline pilot in the USA has a college degree. Yes, it doesn't have to be an aviation degree. But I submit a lot of the E-ATPL theorie isn't very practical either.

Previous poster said Command after 5 years is an example of being unprepared. I am saying it can be much worse than that.
Any pilot jumping on the left seat of a medium jet with that experience is ignorant about the risk. Since neither the airlines nor the pilots are being able to behave themselves in this regard I see urgent to put measures in place to stop this madness, being those measures total time, number of recurrent checks, years as commercial pilot...

Of course, those pilots taking the Command so soon are doing it for less salary or paying for it. I have rejected the Command several times because the salary offered was even less than FO.

100% agreed!!! I have seen a few episodes of 2500TT hours poorly trained captains with 500 hours TT P2F FO getting very close to kill everybody on board. Just by luck it did not happen..but it will. No layer of protection left..

100% agreed!!! I have seen a few episodes of 2500TT hours poorly trained captains with 500 hours TT P2F FO getting very close to kill everybody on board. Just by luck it did not happen..but it will. No layer of protection left. Pure madness driven by greed. Less expert the pilots lesser the salary offered and accepted. This must end.

In 30 years as a professional pilot I never had to declare an emergency. Am I a bad pilot?

[QUOTE]The biz jet world does give safe harbor to some really appalling aviators, or some very strange people who would not otherwise survive in a more standardised airline world. I emphasise "some"!
/QUOTE]

Having been in the training role in the Biz Jet world for some time I can say that there are also "some" appalling operators coming from the Airline world!
There are major differences between the skills required for Airline and Biz Jet operations and what is good for one is not necessarily good for the other.
For instance: operating into an airfield outside controlled airspace where a 'cloud break' from a military radar followed by a VFR leg to land on a limited length runway is required. Or flying into White Plains (New York) or Opa Locka (Miami) where a radar to visual approach is the norm. Good lookout and Airmanship skills are a must. I have flown with ex-airline pilots who did not have a clue. Some were very good though.

Low time and low experience is always that. That's the point. The example was just a version of that. If the professional training compensates for low time/experience why don't they just hire them into the left seat? CA Cadet fly with FO Cadet?

Want an airline story about new guys? How about going into a tough city as a new Captain. Restricted airport but the restriction can be waived by the Chief Pilot. New Captain Ernie telling the story "I tell CS I'm not legal." "Oh, you are. The Chief Pilot waived the restriction." "Great. At least the other guys will be experienced guys. I see this young guy coming towards me - oh, new F/E. He walks up and says "I'm your FO." At this point I go 'oh !!!!'. And then the F/E shows up. He's even newer and younger! I'm not sure they've even started shaving. Combined less than 8 months with the company between them. Both just off IOE." The story gets even funnier. Holding trying to avoid diverting. He's coordinating with the company weather agent at the field about the weather, diversion, etc, Gas is going out the tail pipes and the clock is running down....when suddenly the FO slams the throttles to idle and starts descending "ATC cleared us for the approach." (In a simulator no one worries about running out of gas). 727-100's weren't the tightest airplane and the F/E rapidly tries to manage the loss of air pressure....and screws it up. Instead of the cargo outflow switch he turns off a pack. Two young guys moving way to fast in a scenario that training had never presented. (all professionally trained...). BTW, the cabin's already at 8,000' for the mountain airport landing. And the cabin altitude warning goes off....and their stress goes even higher. "LEVEL OFF!! PUT THAT PACK BACK ON!" Huge pressure spike as the pack and power come on together. LOL. Ernie was a classic story Italian teller. Eyes flashing, hands flying, it was a classic. He's pissed. Reins in the unruly mob and they eventually land ops normal.

The odds of that scenario happening with guys that had 1-2 years in their respective jobs would have been much, much, much lower. But hey, at least they were professionally trained. :-/

Boeing's have some similar issues. FCLH thrust hold, altitude level off settings in FLCH vs VNAV, inappropriate use of V/S at altitude and climbing, or descending, at a rate outside of the ability of the airplane.

I agree that flying a piston is different. But experience helps in learning, especially at the lower end of experience.