All the attributes of a good flight instructor
Join Date: Sep 2019
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Explosion of instructors
As a career FI myself, I agree with most points made above.
Although I do appreciate the current extraordinary times we live in and also that not every airline pilot to be makes a bad instructor, but I really wonder whether the characteristics raised above are going to be as prevalent as we'd like them to be in the current "pandemic" or "explosion" of new instructors that one second ago where on their way to get their Ryanair seat, but all of a sudden find themselves somewhere paying 4000 euro for a cheap FI course and filling our flight schools while they build the hours.....
Although I do appreciate the current extraordinary times we live in and also that not every airline pilot to be makes a bad instructor, but I really wonder whether the characteristics raised above are going to be as prevalent as we'd like them to be in the current "pandemic" or "explosion" of new instructors that one second ago where on their way to get their Ryanair seat, but all of a sudden find themselves somewhere paying 4000 euro for a cheap FI course and filling our flight schools while they build the hours.....
If 250 hours is enough to be in the right seat of a 737 or an A320, why wouldn't it be enough for the right seat in a C172?
That may even be more real world experience gained in 250 hours than a multi-crew trainee has received in 140 hours in a simulator where no matter how bad the decision one makes, the worst that happens is getting chewed out and rebooting the computer.
A new instructor might just 1) still remember what it's like to be new, 2) be up-to-date on current regulations/technology, and 3) not yet be jaded/bored/just waiting for the last few hours before the first airline application...
Important - being able to watch what the "learner" (the FAA's new word) is doing and provide measured feedback. Important - allowing learning to take place w/o constantly taking over when unnecessary. Important - positive attitude and an ability to find something every flight worth praising. Important - knowing if something is a pattern/trend or just one off.
Excellent
Join Date: Dec 2014
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Yes big pistons is on it I reckon.
I’m one of those airline types who used to instruct a long time back.
I have toyed with the idea of renewing it but financially I think it would be £3k ish to get SEP and FI back and if I am doing it to fly something again, that money buys a fair bit of hire time, without sitting around all day at airfields waiting for the fog to clear
I’m one of those airline types who used to instruct a long time back.
I have toyed with the idea of renewing it but financially I think it would be £3k ish to get SEP and FI back and if I am doing it to fly something again, that money buys a fair bit of hire time, without sitting around all day at airfields waiting for the fog to clear
The US Navy and the US Air Force both retain a portion of new pilots with 250 hours to stay as flight instructors. Seems to work for them.
If 250 hours is enough to be in the right seat of a 737 or an A320, why wouldn't it be enough for the right seat in a C172?
That may even be more real world experience gained in 250 hours than a multi-crew trainee has received in 140 hours in a simulator where no matter how bad the decision one makes, the worst that happens is getting chewed out and rebooting the computer.
A new instructor might just 1) still remember what it's like to be new, 2) be up-to-date on current regulations/technology, and 3) not yet be jaded/bored/just waiting for the last few hours before the first airline application...
Important - being able to watch what the "learner" (the FAA's new word) is doing and provide measured feedback. Important - allowing learning to take place w/o constantly taking over when unnecessary. Important - positive attitude and an ability to find something every flight worth praising. Important - knowing if something is a pattern/trend or just one off.
If 250 hours is enough to be in the right seat of a 737 or an A320, why wouldn't it be enough for the right seat in a C172?
That may even be more real world experience gained in 250 hours than a multi-crew trainee has received in 140 hours in a simulator where no matter how bad the decision one makes, the worst that happens is getting chewed out and rebooting the computer.
A new instructor might just 1) still remember what it's like to be new, 2) be up-to-date on current regulations/technology, and 3) not yet be jaded/bored/just waiting for the last few hours before the first airline application...
Important - being able to watch what the "learner" (the FAA's new word) is doing and provide measured feedback. Important - allowing learning to take place w/o constantly taking over when unnecessary. Important - positive attitude and an ability to find something every flight worth praising. Important - knowing if something is a pattern/trend or just one off.
Unfortunately most new instructors have to figure things out for themselves as Head of Training oversight is often benign neglect at best or just abusive at worst.
The emphasis on the RAF CFS style of instruction is to create a good learning environment. Of course, much of this is taken away from the 'coal face' instructor and is in the hands of the management of the training organisation. But the instructor has to transfer this to the cockpit. Much of the good instruction I have seen was done in an environment conducive to effective learning; and conversely most of the bad instruction was conveyed in a toxic environment.
Join Date: Jul 2007
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It's also vital to remember that no two students are the same. An experienced instructor will tailor his/her approach to the individual. Easy to say but also quite easy to forget on lesson six on a long summer day!
For what it's worth, I still think that teaching people to fly is the most rewarding aspect of aviation - albeit not financially.
For what it's worth, I still think that teaching people to fly is the most rewarding aspect of aviation - albeit not financially.
Prior to EASA we had the FI and AFI structure. An AFI could not operate unless an FI was present. The AFI was retested every 12 months and the FI bi-annually. The AFI was subject to a test to upgrade to FI. There was a much clearer distinction established between the two with the FI having a defined oversight role. The new EASA FI is only subject to "supervision" which undefined and as often as not is in name only. It is now without a structure and a FI (restricted) can become unrestricted within a few months of completing their course anyway. The young FI (restricted), with the natural arrogance of youth, will as often as not, give even the much more experienced FI short shift if they seek to advise. The CFI is all but gone in some clubs and superseded by the HOT who is not required to be present, not be full time nor be a current Flight Instructor.
We all have our own ideas about what makes a good instructor. For me a good instructor is one who teaches clearly and always teaches the complete syllabus. Their students learn to achieve both a safe and a good standard. Bad instruction is rushing the student through the basics and doing much of the teaching in the circuit. Deciding arbitrarily to miss out elements of the syllabus that they don't think is necessary or understand: glide approaches as a skill (not a demonstration), low approach go arounds, aborted take-off and proper instrument skills per the syllabus beyond a 180 turn in level flight. The list can go on.
Who cares whether the instructor is a grumpy old **** or a laugh a minute, I don't. If I learn from the trip I'm happy but if I do not I'm very unhappy.
We all have our own ideas about what makes a good instructor. For me a good instructor is one who teaches clearly and always teaches the complete syllabus. Their students learn to achieve both a safe and a good standard. Bad instruction is rushing the student through the basics and doing much of the teaching in the circuit. Deciding arbitrarily to miss out elements of the syllabus that they don't think is necessary or understand: glide approaches as a skill (not a demonstration), low approach go arounds, aborted take-off and proper instrument skills per the syllabus beyond a 180 turn in level flight. The list can go on.
Who cares whether the instructor is a grumpy old **** or a laugh a minute, I don't. If I learn from the trip I'm happy but if I do not I'm very unhappy.
Empathy, and has already been said, a sense of humour.
