That's an interesting proposal. Thanks for bringing it forward.
It would certainly increase costs in the industry and might introduce discontinuities in the pilot supply, particularly during irregular ops (weather delays causing crew timeouts causing crew substitutions) when pilots of 2015-era narrowbody jet #7 can't fly the 2014-era narrowbody jet #7 because the type rating is different or we have to stuff into their brains the qualifications for both the pre- and post- and have them alternate recurrent training between the two types, which brings its own safety concerns as compared to sending the crew to only one type of recurrent every required period.
Alternatively, we might address that by giving a common type rating to the aircraft (such as with the 757 and 767, which share a common type rating [the pilot qualification basis] today despite being built on different type certificates [the aircraft certification basis]), which would allow for common recurrent training with just differences training across models/series.
It would certainly increase costs in the industry and might introduce discontinuities in the pilot supply, particularly during irregular ops (weather delays causing crew timeouts causing crew substitutions) when pilots of 2015-era narrowbody jet #7 can't fly the 2014-era narrowbody jet #7 because the type rating is different or we have to stuff into their brains the qualifications for both the pre- and post- and have them alternate recurrent training between the two types, which brings its own safety concerns as compared to sending the crew to only one type of recurrent every required period.
Alternatively, we might address that by giving a common type rating to the aircraft (such as with the 757 and 767, which share a common type rating [the pilot qualification basis] today despite being built on different type certificates [the aircraft certification basis]), which would allow for common recurrent training with just differences training across models/series.