To set the record straight, this is how training and qualifying go in the airlines today.

If you are already a qualified line captain, or even a new pilot to the operating certificate the training will generally follow this way.

First, you will go through several weeks of ground school and pass a written test.
Second, you will have an oral exam in all the systems and procedures pertaining to the aircraft and the operation.
Third, you will get a specified numbers in both a systems trainer called a CPT or cockpit procedures trainer.
Fourth, you will go through a number of hours in a six axis motion flight simulator that will include all parts of the normal, abnormal and emergency flight procedures that will end with a full check ride and a LOFT (line oriented flight training). If you pass all of this you receive your rating in the plane. The only thing left to do is get a specific number of hours of flying with a line flight instructor/check airman which on international types of flying would be at least two round trips and end with a line check ride.

These are the minimum things that need to be accomplished, if a pilot needed more time, it could be given.

It has no bearing as to whether this was his first landing in the real plane or if this was his first time in KSFO. Only very different airports such as high altitude or restricted terrain like PARO or La Paz would you get a check pilot to go along on your first time flying there. KSFO is a very ordinary large airport.

Even with the ILS G/S inop, the pilots could have built the approach in the computer and flown it with computer guidance.

I just have to wonder what the check pilot was doing through out the whole approach. Sure, you have to let the "student" make some mistakes to see if they will correct them, but once you get into the low regime that freedom will have to stop and the check pilot takeover. As a pilot for TWA and American, the rule was that the plane MUST be configured for landing before 1,000 feet on the approach. At 500 feet the non flying pilot (NFP) would call out speed & rate of sink. For example: The NFP would announce - 500' speed 137, sink 700. If the sink rate exceeded 1,000 FPM a go-around was required. The computer at 500 feet will call "sink rate" at around 1,500 FPM.

In this case the sink rate was not a problem, but the speed bleed was legion. To have the reference bug set at 137 KTS and see the airspeed needle at 106 KTS is beyond my understanding. What was the check pilot doing?

I think the Chairwomen of the NTSB, Deborah Hersman is very smart and in due time we will see just what happened.

At TWA our motto was "Fly Aggressively Safe."