So a Pilot which made it through the LLC's/Regionals doesn't make any faults? Nope, will not start to join such type of game.

That's something I do understand, if it is right is another question.

The downfall of the industry began with Don Burr. His successors are guys like O'Leary which changed the whole industry. Frankly speaking, the changes for the majors in the next 10-15 years will be drastically. Norwegian going long haul is the real threat. If this works, Ryanair and Easyjet will follow.........

Edit: This press release should worry the Unions: http://boeing.mediaroom.com/2015-10-...-9-Dreamliners

Very Interesting, But...
 

A Very Interesting program and I wish JB every success. However, with the exception of some variations in the course work and FF simulators used, I cannot imagine any huge differences between their G7 program and the traditional academic degrees offered in the field by several established universities. Both are expensive and both take about four years. For the longer term, a 'real' degree is probably of more value; the G7 closer to a comprehensive meal ticket.
That mouthful said, JB may believe that they have no other choice, given the 1500 hour requirements. JB may be first to play around with this, but where is their guarantee that they will complete even one full (4-year) cycle? Other U.S. carriers may try similar programs. My suggestion would be that they keep extremely high standards, fill their classes with pilots who are already graduates of the existing programs (but with the 'wrong' kinds of hours), pay them a small stipend and convert these already well educated pilots into JB pilots. It would be much faster, probably produce far better rounded pilots and avoid the stigma of "Trade Schools Selling Jobs." Ask yourself this: "How many U.S. pilots already have a 4-year degree, between 1000 and 1500 hours, but the 'wrong kind' of hours? I'd guess a LOT! That is the pilot pool that JB should be targeting. Again, I have to wonder how long JB can (or will) sustain this program. Total cost is relevant. Employment upon successful completion is relevant. The carriers need pilots and the pilots need jobs, but the ATP/hour rules interject a major disconnect. The 'suitable' pilot-candidates do not need four more years. Twelve or perhaps 18 months of additional work should produce a qualified FO. (Far better than some Asian programs that convert novices to Jet Transport Pilots with 251 hours, the ones that I call Shake & Bake Pilots. How often do we see S&B pilots mentioned in accident reports?)
As before, retired and not my axe to grind. Still, I'm interested in your thoughts.

NFZ,

JB already has something akin to what you describe involving universities and Cape Air:

Fly. Auburn. - jetBlue Announces 2014 Gateway Class

JetBlue, Cape Air partner with BSU - Lifestyle - The Herald News, Fall River, MA - Fall River, MA

And this deal with Expressjet. But these folks would already be flying CRJ/ERJ stuff. I've only heard one passing local comment about it from an Xjet pilot and it was negative. I didn't really understand why:

JetBlue, ExpressJet partner to offer students and current pilots career pathway - eTurboNews.com

LH offers this program since decades with two options of a combined program with aviation major or just flight training program, and as I know, their program is based on MPL, not ATPL. However, they are right now changing the whole concept of the program, the boldest one being it will not be financially sponsored by LH anymore. As I know, they have currently dozens of cadets finished training but still waiting for a job from LH and again dozens of candidates who have succeeded the assesment and ready to start training. Some of the cadets finished training have been transitioned to Germanwings.

KLM, British and Air France have their own ab-initio programs as well as I know.

Turkish hires more cadets every year, recently they bought a whole airport in Southwest Turkey and asked flight training department of Florida Institute of Technology to set the place up. They are still sending some of the cadets to FIT and some other schools in Europe. The program is completely sponsored by the airline including the accommodation and cadets receive a small scholarship-kind salary during the training.

The case of Turkish seems to be a dream for a US airline, however I don't see any reason it would not succeed. Turkish is relatively new in this game, (around 10 years) but LH has been doing this for decades.

LH tried MPL but went back to ATPL because it offered them more flexibility.

JetBlue opens the window for next ab initio intake:

JetBlue | JetBlue Begins Accepting Applications for Second Cycle of its ?Gateway Select? Pilot Training Program

The Lufthansa style program has already been talked about.

But how about the L3 formally CTC Wings style programs in the United Kingdom?
I have seen the 'selection' process at Dibden Manor, and I think their process is severely flawed.
I feel I could get a better vibe from a candidate by talking to them for 20 minutes, without going thru all those silly group therapy sessions.
I see what the contracts are like at UK carriers, and want no part of this system bought to the United States.

Pay and conditions at the US regionals have improved tremendously since the inception of the current system.
These people need a thru flow to quality airlines like JetBlue, and don't need to be undercut.
JetBlue is doing the whole industry a great disservice by starting such a program.
My guess is they'll find out, once their Gateway 7 classes leave for Delta.

I believe that L3 have now purchased AeroSim at Orlando Sanford Airport, to go along with their Arizona flight training facility.
From what I saw, these facilities were more geared towards the Chinese markets.

A word of caution to all thinking of doing such a program.
I was talking to some Chinese students who signed up to be trained by China Eastern Airlines in South Bend, Indiana several years ago. I believe they now do their training in Olive Branch, Mississippi.
They told me that when they sign up, they sign up 'FOR LIFE'. They are now 100% owned by the company. I asked what would happen if they lost their medical, and they stated that they would be cleaning China Eastern Airlines toilets for the rest of their miserable lives. At least they knew what they were getting themselves into before hand.

My opinion is if you can't get 1000/1250/1500 hours in the US pretty quickly, then your not trying. When I was a flight instructor in the early 80s, I was prepared to work from 6am to 10pm every day. If necessary I'd work thru the night. Whilst other flight instructors just sat around and complained. It's all a question of determination, perseverance and goals. You can't get that from an interview. Only career performance will tell you who are the hard workers.

Here's today's beef at today's generation. My local librarian said her nephew just got his CFI from the local State University and was instructing at the local airport. I telephoned him to see if he'd like to do a very long cross country with my two eldest children in my plane. What I was thinking is he'd do a 8 hour flight and log each child as 4 hours dual each. To which I'd pay him $100 cash. Well he couldn't do it Saturday because of a football match, nor Sunday because of church, and next week was out due to a family vacation. Oh and his hourly rate was $45. Yeah, I'll get back with you when it's convenient with your schedule.

I like the current system, and don't want it to change.
Again I blame 'Human Resources' types with no flight experience for this blunder.

JB's whole attitude toward this ab initio thing is puzzling; it just isn't necessary. There's no lack of qualified people who'd jump at the chance to fly for them. Perhaps JB should avail themselves of the eager supply without resorting to some process tantamount to phrenology.

The stories I hear from really good candidates turned away by these career-destination carriers leave me speechless.