QR instructors shortage
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QR instructors shortage
QR line captains are receiving company emails to apply for instructor position. They are reluctant to apply.
In any major airlines the instructors are privileged group of individuals,
Does anyone know why the instructor job doesn't appeal to pilots in QR?
Does anyone know why the instructor job doesn't appeal to pilots in QR?
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It's very simple, actually. And, of course, it's a list 
1. They are overworked.
2. The 'package' is far from great.
3. The company standardization is lousy, nearing non-existent. So, every trainer for themselves, which is not easy, I can tell you.
4. There is NO protection - the trainee screws up and it's the instructor's a$$ on the line. And it makes no difference if he's been 10+ years in the company.
5. They are underappreciated - as you said, there MUST be some incentives. Not in this case study.
6. Having to spend more time with their families is an illusion, what with all the night flying and sim sessions.
7. ...
I'm sure somebody will add to the list. If you are considering joining the training department, make sure you do it for the right reasons. If you don't actually like teaching, it could become a very gruesome endeavor.
Cheers!
H.L
1. They are overworked.
2. The 'package' is far from great.
3. The company standardization is lousy, nearing non-existent. So, every trainer for themselves, which is not easy, I can tell you.
4. There is NO protection - the trainee screws up and it's the instructor's a$$ on the line. And it makes no difference if he's been 10+ years in the company.
5. They are underappreciated - as you said, there MUST be some incentives. Not in this case study.
6. Having to spend more time with their families is an illusion, what with all the night flying and sim sessions.
7. ...
I'm sure somebody will add to the list. If you are considering joining the training department, make sure you do it for the right reasons. If you don't actually like teaching, it could become a very gruesome endeavor.
Cheers!
H.L
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you should not ask
It speaks for it self, new SOP for the A330 (enforce @ the end of the month), after 10 years in the company they still trying to fig out how to operate the aircraft 
.
With the poor level of KNOWLEDGE & experience in the training dept CPT IM, AQ were in charge.....!!! and big number of negative instructor
they will never get right.
my advice stay away from the miss
if you want, you may ask why the CRM CP GH has left (leaving company soon), it might anwer your Q ?.
. With the poor level of KNOWLEDGE & experience in the training dept CPT IM, AQ were in charge.....!!! and big number of negative instructor
they will never get right.my advice stay away from the miss
if you want, you may ask why the CRM CP GH has left (leaving company soon), it might anwer your Q ?.
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The list goes on,
Why should I be an instructor?
-You are paid for training, but you lose a lot on the hours (you fly only short flights), so you earn the same money at the end of the month with more effort and less family time.
-You work on daily basis with minimum days off and often with minimum rest.
-6 or 7 duty days are the normal for your roster.
- Forget the layover especially the nice long ones.
I prefer to be a line captain with no responsibility; I fly from one layover to the other with max days off for my fleet.
Do you still want to be an instructor?...... I don't think so.
Why should I be an instructor?
-You are paid for training, but you lose a lot on the hours (you fly only short flights), so you earn the same money at the end of the month with more effort and less family time.
-You work on daily basis with minimum days off and often with minimum rest.
-6 or 7 duty days are the normal for your roster.
- Forget the layover especially the nice long ones.
I prefer to be a line captain with no responsibility; I fly from one layover to the other with max days off for my fleet.
Do you still want to be an instructor?...... I don't think so.
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Examples of instructors rosters
Typical instructor roster:
sim sessions from midnight till 0400 am, for 2 or 3 days, 1 day off then AMM, ISB, DXB, DEL, 2 days off, LHR, one night layover, JED,1 day off SIM, SIM, SIM, SIM, CAI, BOM
sim sessions from midnight till 0400 am, for 2 or 3 days, 1 day off then AMM, ISB, DXB, DEL, 2 days off, LHR, one night layover, JED,1 day off SIM, SIM, SIM, SIM, CAI, BOM
Typical line captain roster form the same period:
SIN 4 days, 2 days off, PEK 3days, 3 days off, BEY, FRA one night, 2 days STBY,1 day off, MLE 2 days layover, 3 days off.
SIN 4 days, 2 days off, PEK 3days, 3 days off, BEY, FRA one night, 2 days STBY,1 day off, MLE 2 days layover, 3 days off.
You can change the name of the destination to match your fleet but the concept remains valid.
Instructors are not only required to remain alert to teach, but also avoid and correct the trainees mistakes even when tired by such duty cycle.
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Instructors receive no support from their department, e.g. you have to search personally for the training material to teach, updating the training material is your own responsibility.
You do a single mistake and you'll be out of training with shame-in some cases instructors lost any chance for future promotion or fleet transfer.
Try to get a nice layover to take your family along, many times the single request is denied due to the famous word in the rostering department: Sorry , unable due to TRAINING NEEDS while that fact is : WE DON'T CARE
Try to resign the training in your current fleet, you will be black lsited not to be a traininer again on any fleet.
It reminds me of the famous Eagles' song : "Hotel California" you can check in, but you can never leave.
You can understand now the reason why no captains are willing to join the training.
Sorry guys, but for the time being –till major life style change occurs for instructors- I would rather be a line captain, enjoying the bidding system to fly long layovers till I transfer to the next fleet.
Last edited by A330 man; 20th Sep 2010 at 10:12.
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Instructors????
Instructors my @rse. There are some very good instructors, A.K. 777, Ram--- from S.L. 330, I.M. from the land of the Pyramids, definitely not the I.M. 330 pr@t from the land of Fish n' Chips, as for S.D. God knows! Most of the others liked to strut up and down with a training folder under their arm; they are in it for self glorification and have no clue about training.
As the others said before; if a mistake is made, then a public flogging and demotion. That's after flying 95 hrs a month all training, S/O etc., nice show of gratitude However, what does one expect? 
Join at your own peril.
, I.M. from the land of the Pyramids, definitely not the I.M. 330 pr@t from the land of Fish n' Chips, as for S.D. God knows! Most of the others liked to strut up and down with a training folder under their arm; they are in it for self glorification and have no clue about training. As the others said before; if a mistake is made, then a public flogging and demotion. That's after flying 95 hrs a month all training, S/O etc., nice show of gratitude
However, what does one expect? Join at your own peril.
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S.D
S.D is he an Instructor ? ?
Please dont mix Instructors with executors !!
S.D will lose it and it will fall hard on his ego . Just wait and see
Every dog has his day !
Please dont mix Instructors with executors !!
S.D will lose it and it will fall hard on his ego . Just wait and see
Every dog has his day !
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Ronaldo
O yes he will get it i asure you that he is on high priority to get a pay back portion .
He has done what real pilots don't do to each other regardless of what they want to achive with management .
What come around goes around
He has done what real pilots don't do to each other regardless of what they want to achive with management .
What come around goes around
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to be a trainer or not to be ?
Back to the main subject, most of you are confirming that it doesn't worth to join the training team in terms of money and life style.
I guess most of us prefer the life style over the money increment.
I think the best decision for the wannabe instructors is to wait until the instructor's rosters/life style and/or the intructor's package improves, before applying to join the training department, since it is not logical to join under the current circumstances, then wait and hope for things to improve.
p.s. a word to the CPT: I believe it is better to improve the trainer's conditions first, you will have many ex-instructors applying to join your team.
That would be more practical than asking pilots to join in, to be able to improve their life style later.
I guess most of us prefer the life style over the money increment.
I think the best decision for the wannabe instructors is to wait until the instructor's rosters/life style and/or the intructor's package improves, before applying to join the training department, since it is not logical to join under the current circumstances, then wait and hope for things to improve.
p.s. a word to the CPT: I believe it is better to improve the trainer's conditions first, you will have many ex-instructors applying to join your team.
That would be more practical than asking pilots to join in, to be able to improve their life style later.
Last edited by Dan cooper; 22nd Sep 2010 at 12:14.
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you actually earn less money being a trainer as well as working harder!! Especially on the 777 fleet as you earn alot less flight pay doing night Delhi turnarounds
That is why I politely refused to join the training team.
Why should I miss the long comfortable layovers to fly only DEL, BOM, ISB,CAI, JED, LHE turn around flights mostly night duty.
I was told that instructors on the 777 don't see these destinations: IAH, MEL, GRU, AMS, ORD, PEK, KIX...etc.
A true story: a TRE who was rostered most of his duty in the sim, made a mistake during the approach into JFK VOR approach RWY 13, and had to go around. He was punished and removed from training!
It seems like trainers don't fly frequently enough, but when they make a mistake due to lack of practice.....the punishment is ready.
No, thanks send me to the long layovers and forget about the training hard work.
Call me when you fix the house from inside.
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All true!
Only that story about the B777 instructor who got his ass kicked over his "Canarsie" stuntwork should be put in a more correct context!
Not being fully configured until 500ft, overshooting the RWY centreline by almost 0.5Nm, banking 15 degrees at 100ft AAL, attemting to land well past the allowable limits of the touchdownzone and allowing finally a go around to be performed well below 20ft RA while letting an FO under training (First flight!) handle the aircraft is not exactly what I would call good instructor material!
All red flags are currently up on the B777 fleet....
Only that story about the B777 instructor who got his ass kicked over his "Canarsie" stuntwork should be put in a more correct context!
Not being fully configured until 500ft, overshooting the RWY centreline by almost 0.5Nm, banking 15 degrees at 100ft AAL, attemting to land well past the allowable limits of the touchdownzone and allowing finally a go around to be performed well below 20ft RA while letting an FO under training (First flight!) handle the aircraft is not exactly what I would call good instructor material!
All red flags are currently up on the B777 fleet....
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Dear Schneider
As most of the time, there is more behind a story!
It is important to know the truth,-- I agree.
But would it not be better publishing such concrete details in the next Safety Newsletter?
It is important to know the truth,-- I agree.
But would it not be better publishing such concrete details in the next Safety Newsletter?
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Schnidertrophy, thank you for the details of the JFK situation.
As you said, all the red flags are on the 777 fleet, I think it is mainly a FTM problem.
The 777 fleet needs a close look at the following:
1- Roster planning: frequent flying for the instructors to the different fleet destinations instead of those fixed return short flights.
2- A close follow up to the quality of training rather than quantity of training.
(what do you expect from a tired instructor working 6 or 7 days of duty including night sim and/or flights?)
3- Don't invite new instructors to join the training when they've got less than 500 hrs on type (internal transfer from the Airbus fleet).
4- No instructor to be away from the special routes more than 45 days, e.g. Australian MNPS route, Cross Atlantic....etc.
5- A noticeable improvement for instructor's package including roster life style (more important than money). Qualified line captains will be encouraged to join the training, it is cheaper than hiring Boeing instructors to fill the gap in instructor's numbers.
6- Regular training meetings with the training team to follow up and correct any wrong information or techniques (example of the fleet news letter correcting certain V/S misconception). Well done 777 FM, it should be the duty of the FTM to correct such information.
When QR improves the instructor's conditions, the numbers will increase, then the CPT will have the chance to improve the quality of training.
As you said, all the red flags are on the 777 fleet, I think it is mainly a FTM problem.
The 777 fleet needs a close look at the following:
1- Roster planning: frequent flying for the instructors to the different fleet destinations instead of those fixed return short flights.
2- A close follow up to the quality of training rather than quantity of training.
(what do you expect from a tired instructor working 6 or 7 days of duty including night sim and/or flights?)
3- Don't invite new instructors to join the training when they've got less than 500 hrs on type (internal transfer from the Airbus fleet).
4- No instructor to be away from the special routes more than 45 days, e.g. Australian MNPS route, Cross Atlantic....etc.
5- A noticeable improvement for instructor's package including roster life style (more important than money). Qualified line captains will be encouraged to join the training, it is cheaper than hiring Boeing instructors to fill the gap in instructor's numbers.
6- Regular training meetings with the training team to follow up and correct any wrong information or techniques (example of the fleet news letter correcting certain V/S misconception). Well done 777 FM, it should be the duty of the FTM to correct such information.
When QR improves the instructor's conditions, the numbers will increase, then the CPT will have the chance to improve the quality of training.
Last edited by Dan cooper; 23rd Sep 2010 at 09:35.
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"Not being fully configured until 500ft, overshooting the RWY centreline by almost 0.5Nm, banking 15 degrees at 100ft AAL, attemting to land well past the allowable limits of the touchdownzone and allowing finally a go around to be performed well below 20ft RA while letting an FO under training (First flight!) handle the aircraft is not exactly what I would call good instructor material!" 
Qatar Airways has no problems with instructor.
Why?
Because it has no instructors. Who can dare call this guys instructors?
At least on B777 fleet.
Qatar Airways has no problems with instructor.
Why?
Because it has no instructors. Who can dare call this guys instructors?
At least on B777 fleet.
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The selection is based on nothing, I understand that the INST should have at least the ability of teaching not like many we have .
for me the INST selection should be based on the :
1- Experience
2- Ability of teaching
3- CRM
not staff# or nationality or a$$ suckers....
. for me the INST selection should be based on the :
1- Experience
2- Ability of teaching
3- CRM
not staff# or nationality or a$$ suckers....
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All red flags are currently up on the B777 fleet...
What do you expect when the fleet CI had heavy landing record on his previous fleet, and still under the influence of Airbus procedures & techniques! time to think, act & teach Boeing, also about time to master your Boeing manuals as Part C, and stop those silly part C questions conducting training flights.