Instruct Vs Charter

[wanrbflyr]

Ok pls a show of hands from succesful people that have been in either Instructing or Charter and where are you now?? Were you an instructor and now in a regional or been a charter jock for years and not moved an inch?? Just trying to gauge the different ways of "getting there", I am sure alot depends on where you are and when but still, that lucky break you got, the one good opportunity how did you get to be in that right spot at that right time. But I guess ultimately, does Instructing or charter lead to the job in DJ or QF or Rex etc...?? Thanks guys.

[FO Cokebottle]

Me???...
......Charter

"Where are you now??"

Flying in Asia for OX

[Used and Abused]

Me???...
......Instructor

"Where are you now??"

Charter in remote oz.

My tip, instructing is ok but limited. Will be stuck in 152/172/pa28 type aircraft for 99% of the time and if luck will get a shot in a Seminole or Duchess. Have known of only one person (i know there is more though) that got into the airlines direct from instructing.

Charter you will start on 206/210 types and depending on the company can go to Baron/310 to Chieftain/402/404 to turbine.

Go North.

[wanrbflyr]

U & A, cool, so how long were you instructing first?? Did you find the hours helped you secure your charter/scenics position???

[flying_phonebox]

wanrbflyr,
ME? - Charter

I could be off the mark here, and there are exceptions but mainly i think that with instructing you usually ride it out till you are senior enough (Grade 1 with multi-engine training approval) until you get a break into a regional or sidestep into charter. Most, again exceptions, operators don't like people with heaps of instructing experience unless there is multi time involved.

So early on most ppls decide to either head out bush or stay in the big smoke and instruct. Its up to debate which one will get you 'where you want to go" the quickest but have a look around any largish flying school and you will see upwards of 10 instructors all hanging round for that illusive twin to get hours on. And by twin i am meaning like one or two twins.

On the other hand you u can "HEAD NORTH" as they all say and although the conditions you will live in aren't anything like you would put up with in the city there is scope for you to get your hours quicker and get out. I'm saying scope, because i have buddies that have been real lucky and got into charter right away and thence twin work etc, and then some that have been living very remote for upwards of 2 years and still waiting for that multi time. I guess though that here is where the stuff is that you want to fly so at least by coming up you give yourself a chance of getting lucky.

All in all there are many + and - of each so think carefully before you pack up the car and head to YPKU! (i.e don't go there)

cheers

phonebox

[The Strez]

ME???
Started out mustering then went onto charter.

Where am I now??
RFDS

[compressor stall]

Do aviation students a favour.

Don't instruct unless your heart and soul is in it. Instruct because you WANT to.

Go bush otherwise.

G'Day Strez how's things?:ok:

[Sheep Guts]

Very True Stallie.

Allthough it could be good to have a METR and Instructor Rating Myself. Coming up on 5000 HRS me wonders wether I should do this?

:( :uhoh: :{

Sheep

[compressor stall]

Do you WANT to instruct?

If yes, do it. If no, don't.

[Farknel]

For what it's worth - A bit of both is my recommendation, but don't stay instructing for too long. If you can get a job that does both - i.e. Flying Training and Charter, then this is ideal. What you put into practice one day in the left seat, you can then apply from the right seat on subsequent training sorties. Furthermore, future employers will be on shaky ground when they give into their unfounded prejudices and try and tell you that you have too much instructing time.

Once you have that Grade 1 and ME/IFR taken care of, it's time to move into the left seat (permanently) without too much delay.

The instructing experience should also come in handy later in your career, when training and checking opportunities arise within organisations you may work for. Management may not have any particular preference, but the skills gained earlier in your career will make it easier to adapt to the training or checking role.

As other replies have suggested, if you do instruct, please make sure you do it with some conviction and passion. Those kids (in most cases) really look up to you to do the best job possible - don't disappoint them!

Fark.

[Used and Abused]

I instructed for 2 years. Got the grade II. I really enjoyed my time but it got to the stage where it was losing it's appeal so I left. My instructing time got me above the minumums for the better groups of companies. (most places won't look at you if you have less than 500hrs). My intructing time was frowned upon by a few companies. Other places saw it as an asset for future new pilot training. The main reason I left was the few twins that would eventually be available were not very exciting. They had the same performance as a 210.

Good luck with what you end up doing.

[helldog]

Instructor is good to have if you want to doo check+training at smaller operators. Personally I think it sucks. I did charter. still in charter.

I was going to bring in the gender argument...but I dont want that kind of heat.

Mate, what do you want to do? Buzz around the training area for years. Doing the same old navs. Or do you want to learn how to drive a plane. I wouldnt even call an instructor a driver.

I know if I am ever in a position to hire pilots, I would favour guys that have been up north doing some real flying. Not guys that call their students to cancel flights when the x wind hits 12kts. Or if there is one isolated CB within 100 miles. Ok not all instructors are like that. But most Grade 3s are.

Show us you have a pair mate. Go North.