Hangar ratting is not really a viable option into the European industry like it is in Australia; the set ups are fundamentally different. In the UK the majority of flying falls into one of two categories: teaching and charter work. The charter work itself is largely conducted on twin-engined helicopters owing to the congestion of the UK combined with JAR regulations, or at the very least in single turbines / R44's. There is very little aerial work in light pistons to cut your teeth on, and "joy flights" frequently go under the guise of a trial lesson to negate the need for an AOC, but therefore require an instructor's rating.
As for instructing, experience is invaluable. But being able to teach, convey information in a dynamic and enjoyable way so they will retain that information, is an artform all of its own. Hours of longline and ag spraying will make you a fine pilot, but that doesn't necessarily mean pilots without those particular skills will be unable to teach the basics of flying. There is a lot to be said for enthusiasm in the learning environment, which new instructors are generally full of.
A fresh JAR instructor will have around 300 hours, along with a very thorough instructor's course under their belt. They will be more than competent to teach the fundamentals of flight to PPL level, along with the endless stream of trial lessons! This is the bread-and-butter of flying schools. The restriction imposed on them will ensure that they are adequately supervised. Later on, they may then progress onto teaching at CPL level.
Low flying is not in the UK PPL syllabus, nor external load, not mountain flying. What is required is the ability to navigate accurately, fly safely, understand the changeable British weather and generally deal with ATC / congested airspace. All of which a well-trained instructor without other industry experience should be able to cope with. Well thats the theory
