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Should pilots be trained as generalists, with a broad set of base skills, and then made into specialists for specific conditions and operational environments? Or should we be training pilots to specialize in a specific role and not worry about building generalist skills into them that may not be needed in the jobs they are going to end up doing?

It’s an interesting philosophical question when it comes to the strategy of training pilots.

The U.S. aviation training system is one that has been based on mentorship and one-on-one relationships between instructors with their students for many decades. We trust that a more senior CFI will work with a new or lessor experienced student to pass along knowledge, skills, and risk management mindsets that will develop them into capable pilots. It’s a stepping stone process that builds basic pilotage and then enhances that knowledge base by adding skills and knowledge as they proceed from being a pilot capable of flying themselves to being one that might be tasked, and trusted, with flying hundreds of passengers in the back of their aircraft for hire.

We still train pilots in “little airplanes” to fly basic VFR around our national airspace system and to fly in instrument conditions under the instrument procedures rules. This is all done in the general aviation flight realm. But once we have done this, and after these pilots have gained some experience, they are unlikely to fly in this operational environment again in most cases for modern professional pilots. They leave this realm and transition to regional and major airlines and cargo carriers and fly in the commercial operations realm. While general aviation and commercial operations share the same airspace sometimes, how they get flights done is very different. In most larger commercial operations, the pilots have a great operational infrastructure that ranges from ramp help to dispatchers that feed them information, to cabin crew, and an overall operational specifications process that enhances and ensures safety. A general aviation pilot has none of this. And, in fact, training someone as a general aviation pilot from the outset may, in the opinion of some, actually detract from the development of working within this larger framework that is a commercial operation. A general aviation pilot is many times more of a lone wolf; responsible for all the decisions and planning for a flight themselves.

There is an argument to be made that building this individualistic skill set is something that a pilot needs to have so they can have that skill if ever needed later in their career. But, is that argument still accurate? Continue reading →

What is more important? The number of hours a pilot has to be an airline pilot or,r having the skills and proficiency as a well-rounded pilot?

I can’t help but notice that what we say is more important versus what is actually happening out in our training system right now might not be a match.

In the past couple weeks alone I have had conversations with people who have conveyed some interactions that make me think that many pilots are just “chasing the hours,” not the actual skills and proficiency we need.

One such conversation was with a CFI who is getting close to meeting the number of hours they need to meet Restricted ATP minimums to qualify to be hired by a regional airline. Well, to at least be at the number of hours where they will meet the requirements that will get them into their class at the airline for initial pilot training.

The conversation included noting the fact that the CFI only needed to get 52 more hours in the month of December for them to meet the class date in January with the regional airline that wanted to have them start. What does this push mean for the quality of training that CFI is going to provide to their students over the month? Are they going to be more likely to fly in questionable weather conditions to get those hours instead of canceling a flight that might be less productive from a learning perspective for their student? Could it cause them to operate with less of a safety margin from personal or aircraft minimums as they push to get those hours? I think both are possible. In fact, I have seen other CFIs do exactly that as they push to get those last few hours, and their deadline for a class date approaches.

I am going to fault airlines partially for pushing this situation. It’s not necessarily on purpose, but their push to draw people of out of flight training to airline pilot service is degrading the dedication to doing the job of being a good flight instructor in many. Continue reading →