Why do Regionals, RFDS etc treat Instructors like SH*T?
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Why do Regionals, RFDS etc treat Instructors like SH*T?
I would like someone to please tell me in a PM if possible what I can do to get into one of the above with my experience mostly as Instructor not charter.
Briefly, 3200hrs total, 2800 cmd total, 1600 multi, 1500 multi cmd, 450 ngt, 400 night cmd, 130 if, ATPL, META, GR1, CIR 4 renewals. 2700 Instructing, mostly IFR Multi (Rough numbers only)
I seem to keep coming across ex charter guys who hate detest wont consider pilots who are or have been instructors. What is with this? Flying is flying I think.
Maybe they consider:
1 The instructor has not much stick time.
2 He flies circuits and abinitio always.
3 Not motivated to move where the work is.
4 Silver tail so poor work ethic.
I AM NONE OF THE ABOVE!
1 Always demonstrate and when not doing same as PIC always way ahead of aircraft and student.
2 I fly predominently IFR navs day and night good and bad wx and use correct procedures always and current with rules (as much as one can be).
3. I moved across the country for my present job and would do so again. Not my home city ATM.
4. Borrowed to pay for my way. NO silvertail. Work ethic very high.
Perhaps they think Charter is more difficult due customer relations?
I have many years customer relations in person and by phone. Not always a pilot you see, have had real jobs prior to this career. Also worked in RPT ops as Operations Officer so KNOW how, what to do etc.
Unfortunately, even though all this is on resume no luck so far with applications. I am so sick of it at the moment. What am I missing? Or why are so many operators or CPs, biased against Instructors and lump them together just because maybe one individual gave them a bad performance?
Can anyone give me a clue? Serious replies only please,
Thanks in advance,
Z
Briefly, 3200hrs total, 2800 cmd total, 1600 multi, 1500 multi cmd, 450 ngt, 400 night cmd, 130 if, ATPL, META, GR1, CIR 4 renewals. 2700 Instructing, mostly IFR Multi (Rough numbers only)
I seem to keep coming across ex charter guys who hate detest wont consider pilots who are or have been instructors. What is with this? Flying is flying I think.
Maybe they consider:
1 The instructor has not much stick time.
2 He flies circuits and abinitio always.
3 Not motivated to move where the work is.
4 Silver tail so poor work ethic.
I AM NONE OF THE ABOVE!
1 Always demonstrate and when not doing same as PIC always way ahead of aircraft and student.
2 I fly predominently IFR navs day and night good and bad wx and use correct procedures always and current with rules (as much as one can be).
3. I moved across the country for my present job and would do so again. Not my home city ATM.
4. Borrowed to pay for my way. NO silvertail. Work ethic very high.
Perhaps they think Charter is more difficult due customer relations?
I have many years customer relations in person and by phone. Not always a pilot you see, have had real jobs prior to this career. Also worked in RPT ops as Operations Officer so KNOW how, what to do etc.
Unfortunately, even though all this is on resume no luck so far with applications. I am so sick of it at the moment. What am I missing? Or why are so many operators or CPs, biased against Instructors and lump them together just because maybe one individual gave them a bad performance?
Can anyone give me a clue? Serious replies only please,
Thanks in advance,
Z
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Tell me this, as an instructor, have you ever had this situation (all in one flight).
Here is the scenario.
You are asked to do night freight and have minimum fuel on board to the litre (well as good as GA fuel gauges are) because you are required to carry a full load (not just a student), weather is forecast to be not too bad, a bit of cloud en route freezing level above LSALTs.
You departed, are now up at cruising level and you are icing up, descend to LSALT, but still icing up, but it is intermittent as you are in and out of cloud now. Centre tell you new area forecast and TAFs issued available on flightwatch ['great' you think to yourself, why couldn't they have done that 2 hours ago].
You grab your new WX it is not so good, your destination has holding for cloud BKN 008 vis 3000 RA. On departure, you didn't have enough fuel to hold on the destination aerodrome and the Auto METAR doesn't sound too flash! (now remember this is a CHTR so you can't just turn around and go home or do your practice approaches elsewhere)
It is moonless dark night outside and CBs are forming (which you can only see by the odd lightning strike as you don't have a Radar), so you do your best to avoid them but generally you don't know where the wx is until you are in it, as they are mostly embedded.
Now, with rough turbulence that the autopilot can't handle and ice forming on the wings you need to get wx for all the aerodromes you might have enough fuel for. You are attempting your best at juggling flying in rough IMC, getting out charts and ERSAs and approach plates. All airports within your range (that you have worked out actually have fuel available) are the same or worse than your destination and none are any closer than your destination now, and most of them need alternates for PAL anyway!
With now other options, you have worked out that by re-calaculating your reserves to have used all your variable reserves over the top and reducing to max range power settings, you just have enough fuel (but it is very very tight).
You arrive overhead, do the approach get down to minima (and guess what happens next) you're not visual, do the missed approach and come back around and do it again, the whole time being smashed and keeping one close eye on those fuel gauges. Next attempt, same thing happens, now you are getting a little anxious. On the second missed approach you notice a small break and you see the lights of the town, (you can't dive through the hole though, it is night remember). You do the approach again praying that the hole won't close up.
Next time around, and you get visual right on the minima, circling very tightly in a torrential down pour, knowing you can not let that runway end out of sight. You land with you knees shaking so hard you can hardly brake properly.
"Wasn't that fun" you think to yourself, and all for $170 on casual GA wages.
You can also substitute the above scenario with un-forecast fog everywhere, the first anyone knows about it is when you hear other aircraft missing out everywhere.
Now, please don't tell me that when instructing you see a forecast that has embedded TS with low bases, possibly hail written all over it and you still go flying in your non-wx radar equipped light twin, or for that matter, you always load minimum fuel on. I know I wouldn't if it was optional. Charter/Med/RPT is just a different game, you need to go when you are told to go (unless it is really impossible, and that has never happened to me yet!). It is how you get through this sort of wx and that type of experience you are gaining (even if it does take a few years off your life each time). Almost anyone can fly an appraoch on a good or even semi-bad day.
On top of that, you have usually got tight schedules to keep, and the company wants you to be as effiecient as possible with the aircraft as they don't get paid by the hour like flying schools.
To answer your question:
I dont know what "all this on my resume" attitude is either. I think that the fact that with 3200hrs you have not even got 500hrs of any CHTR, let alone multi IFR CHTR, that is the worry to employers. That is what you are missing.
Like most things, you don't know what is like until you have "been there, done that", and that is the experience operators want.
BTW,
doesn't add up with
Here is the scenario.
You are asked to do night freight and have minimum fuel on board to the litre (well as good as GA fuel gauges are) because you are required to carry a full load (not just a student), weather is forecast to be not too bad, a bit of cloud en route freezing level above LSALTs.
You departed, are now up at cruising level and you are icing up, descend to LSALT, but still icing up, but it is intermittent as you are in and out of cloud now. Centre tell you new area forecast and TAFs issued available on flightwatch ['great' you think to yourself, why couldn't they have done that 2 hours ago].
You grab your new WX it is not so good, your destination has holding for cloud BKN 008 vis 3000 RA. On departure, you didn't have enough fuel to hold on the destination aerodrome and the Auto METAR doesn't sound too flash! (now remember this is a CHTR so you can't just turn around and go home or do your practice approaches elsewhere)
It is moonless dark night outside and CBs are forming (which you can only see by the odd lightning strike as you don't have a Radar), so you do your best to avoid them but generally you don't know where the wx is until you are in it, as they are mostly embedded.
Now, with rough turbulence that the autopilot can't handle and ice forming on the wings you need to get wx for all the aerodromes you might have enough fuel for. You are attempting your best at juggling flying in rough IMC, getting out charts and ERSAs and approach plates. All airports within your range (that you have worked out actually have fuel available) are the same or worse than your destination and none are any closer than your destination now, and most of them need alternates for PAL anyway!
With now other options, you have worked out that by re-calaculating your reserves to have used all your variable reserves over the top and reducing to max range power settings, you just have enough fuel (but it is very very tight).
You arrive overhead, do the approach get down to minima (and guess what happens next) you're not visual, do the missed approach and come back around and do it again, the whole time being smashed and keeping one close eye on those fuel gauges. Next attempt, same thing happens, now you are getting a little anxious. On the second missed approach you notice a small break and you see the lights of the town, (you can't dive through the hole though, it is night remember). You do the approach again praying that the hole won't close up.
Next time around, and you get visual right on the minima, circling very tightly in a torrential down pour, knowing you can not let that runway end out of sight. You land with you knees shaking so hard you can hardly brake properly.
"Wasn't that fun" you think to yourself, and all for $170 on casual GA wages.
You can also substitute the above scenario with un-forecast fog everywhere, the first anyone knows about it is when you hear other aircraft missing out everywhere.
Now, please don't tell me that when instructing you see a forecast that has embedded TS with low bases, possibly hail written all over it and you still go flying in your non-wx radar equipped light twin, or for that matter, you always load minimum fuel on. I know I wouldn't if it was optional. Charter/Med/RPT is just a different game, you need to go when you are told to go (unless it is really impossible, and that has never happened to me yet!). It is how you get through this sort of wx and that type of experience you are gaining (even if it does take a few years off your life each time). Almost anyone can fly an appraoch on a good or even semi-bad day.
On top of that, you have usually got tight schedules to keep, and the company wants you to be as effiecient as possible with the aircraft as they don't get paid by the hour like flying schools.
To answer your question:
Unfortunately, even though all this is on resume no luck so far with applications. I am so sick of it at the moment. What am I missing?
Like most things, you don't know what is like until you have "been there, done that", and that is the experience operators want.
BTW,
2700 Instructing, mostly IFR Multi
1500 multi cmd
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Z,
In my experince. Employers don't care too much about how much about instructing time you have as long as the job you are doing before your interview is charter/ bank running or of the same ilk. By the same token they don't want to see you sit on your arse for ever instructing waiting for the call.
EOs long winded point is that they want to know that your brain still can function once you are out of the comfort zone. Lets face it all you are doing is correcting somebody elses command decisions.
Once you get into a charter company you will find that having a multi instructor rating will come in handy to do some check/training, endorsements for the boss. The airlines do like that!
Out of the 10 instructors i new well at the school a was at in the mid to late 90s, all but one are flying turbo props, jets.
My advice is take a leap (and probably a pay cut from full time salary instructing ) and get some other flying under your belt. You can always become a casual instructor until the charter/Bank run flying/ pay increases.
Advice from somebody who has been there done that.
Just as an aside. Having too much bank running/ charter time has the same effect as too much instructing time. I have seen plenty of guys struggle going from an embedded single pilot routine into a multi crew role. The Airlines take this into account when they are hiring.
Good Luck!
In my experince. Employers don't care too much about how much about instructing time you have as long as the job you are doing before your interview is charter/ bank running or of the same ilk. By the same token they don't want to see you sit on your arse for ever instructing waiting for the call.
EOs long winded point is that they want to know that your brain still can function once you are out of the comfort zone. Lets face it all you are doing is correcting somebody elses command decisions.
Once you get into a charter company you will find that having a multi instructor rating will come in handy to do some check/training, endorsements for the boss. The airlines do like that!
Out of the 10 instructors i new well at the school a was at in the mid to late 90s, all but one are flying turbo props, jets.
My advice is take a leap (and probably a pay cut from full time salary instructing ) and get some other flying under your belt. You can always become a casual instructor until the charter/Bank run flying/ pay increases.
Advice from somebody who has been there done that.
Just as an aside. Having too much bank running/ charter time has the same effect as too much instructing time. I have seen plenty of guys struggle going from an embedded single pilot routine into a multi crew role. The Airlines take this into account when they are hiring.
Good Luck!
Engine out... by definition, holding a CIR means you know that the weather is bad enough that you should be on the ground... though it is true with what your saying in your reply that wouldn't be the best example of why charter guys are viewed in a much better light.... well by the few and uninformed anyway.
even after 10 hours of FREIGHT charter like you said, a 3000 hours pilot should be able to easily adapt to that situation... no matter what background they have.
There are instructors out there who would not be able to do what you just said. But in my experience there are alot of instructors out there who would rival alot of charter guys in character aswell as attitude.... and whose flying abilities lead little to be questioned. Instructors have a better understanding of the rules, pilot who have flown charter all their lives dont live by the rules, and instructors who move into charter know how to "constructivly" apply the rules.
Were all pilot, and weather some faces in the industry want to blow sunshine up their own perverbial to stand out from the crowd is up to them........
Personally the attitudes of such people need a serious realignment with reality.
My two cents.....
bula
PS 2 Far Carnard........ experience is not doing the same thing 1000 times, but 1000 things one time.... think about it.
even after 10 hours of FREIGHT charter like you said, a 3000 hours pilot should be able to easily adapt to that situation... no matter what background they have.
There are instructors out there who would not be able to do what you just said. But in my experience there are alot of instructors out there who would rival alot of charter guys in character aswell as attitude.... and whose flying abilities lead little to be questioned. Instructors have a better understanding of the rules, pilot who have flown charter all their lives dont live by the rules, and instructors who move into charter know how to "constructivly" apply the rules.
Were all pilot, and weather some faces in the industry want to blow sunshine up their own perverbial to stand out from the crowd is up to them........
Personally the attitudes of such people need a serious realignment with reality.
My two cents.....
bula
PS 2 Far Carnard........ experience is not doing the same thing 1000 times, but 1000 things one time.... think about it.
Zhaadum,
Many instructors make it into the RFDS, your times dont seem to meet the mins normally advertisied. Thought the benchmark was 200 i/f, and 5 renewals, with demostrated remote area experience, in particular black hole approaches.
The initial RFDS training is not easy, know of many that have not made the grade, they have cut people after 40 hrs of training if you cannot meet the standard.
As an instructor you cannot log i/f while teaching, see CAO 40.1.0 para 10.9.
Many instructors make it into the RFDS, your times dont seem to meet the mins normally advertisied. Thought the benchmark was 200 i/f, and 5 renewals, with demostrated remote area experience, in particular black hole approaches.
The initial RFDS training is not easy, know of many that have not made the grade, they have cut people after 40 hrs of training if you cannot meet the standard.
As an instructor you cannot log i/f while teaching, see CAO 40.1.0 para 10.9.
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Please don't get me wrong, I have a lot of respect for most instructors. I remember the instructors I had that had done some charter time under their belt and had come back to instructing were much more practical in their application of the rules than the ones who had never left the comforts of a flying school, and were also able to prepare you much better for the Charter world. Charter guys who have got instructing time are also better off once they get into a bigger operation as they are more likely to be upgrade to Checking or training.
Bula,
I don't think you would last long in a Charter job if you told your employer that you aren't flying 'cause the weather looks a little scary.
It is true what you say about a 3000 hr pilot being able to adapt fairly quickly (maybe a little more than 10 hr IMHO).But, the point of the story is that Zhaadum was wondering why he can't get into Regionals/RFDS work, not simply into a charter job. These guys want you to have the above situations under your belt already.
I was just using single pilot night freight as a 'worst case scenario' as you generally can't see built up clouds (unless the moon is good), you need to pick up a torch to flash over the wings for ice every couple of minutes, 24H fuel not available everywhere and PAL alternate requirements to contend with. You could also insert 'passengers throwing up everywhere' if you like.
WRT to rules, Charter guys who don't know the rules are just lazy, that is an individual thing; whereas instructors are teaching them all the time, so it is inherant that they will know them.
Bula,
I don't think you would last long in a Charter job if you told your employer that you aren't flying 'cause the weather looks a little scary.
It is true what you say about a 3000 hr pilot being able to adapt fairly quickly (maybe a little more than 10 hr IMHO).But, the point of the story is that Zhaadum was wondering why he can't get into Regionals/RFDS work, not simply into a charter job. These guys want you to have the above situations under your belt already.
I was just using single pilot night freight as a 'worst case scenario' as you generally can't see built up clouds (unless the moon is good), you need to pick up a torch to flash over the wings for ice every couple of minutes, 24H fuel not available everywhere and PAL alternate requirements to contend with. You could also insert 'passengers throwing up everywhere' if you like.
WRT to rules, Charter guys who don't know the rules are just lazy, that is an individual thing; whereas instructors are teaching them all the time, so it is inherant that they will know them.
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EngineOut;
So what are you saying?
Are you a candidate for "pressonitis" ?
I don't think you would last long in a Charter job if you told your employer that you aren't flying 'cause the weather looks a little scary.
Are you a candidate for "pressonitis" ?
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Theory of relativity
It's also a LOT easier to make a "no go" decision at some remote outstation as a charter pilot cause the boss isn't there saying "It's not too bad, I reckon you'll be right", or "it's not that heavy, you'll get off orright", or something such.
As an instructor, you may never have had to make that decision. How often do you fly the plane heavy, as Engine Out pointed out? Would you find yourself in deteriorating weather often enough to recognise it developing by merely what you see from on the ground?
I seem to recall when I learnt to fly that the weather didn't even have to be less than VMC for dual CPL level naxex's to be cancelled.
520.
As an instructor, you may never have had to make that decision. How often do you fly the plane heavy, as Engine Out pointed out? Would you find yourself in deteriorating weather often enough to recognise it developing by merely what you see from on the ground?
I seem to recall when I learnt to fly that the weather didn't even have to be less than VMC for dual CPL level naxex's to be cancelled.
520.
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Zhaadum
I am not sure that regionals treat instructors like sh**, but they certainly look at your experience when making a decision to interview and then subsequently employ. They will then make a balanced decision that encompasses not just your experience but also your performance at the interview, sim ride etc.
My personal experience tells me that experience as a charter pilot (that engine out details) is not necessarily an indicator of success through the training program. In fact I have seen many pilots with a strong charter background find the upgrade to multi crew RPT turbine operations a significant challenge.
However when you consider instructing versus charter experience at the interview stage, you need to recognise that experience gained flying instrument approaches at night down to the MDA followed by circling should bring about an increase in manipulative skill. Compare this potential level of manipulative skill gained by a charter pilot after a year of this type of operation versus that of an instructor who knows how to do it but does not get the hands on exposure that the charter pilot gets as he/she is monitoring and coaching trainees through the process. I am sure you will see why it is necessary to consider the overall experience of the applicant and not simply the hours.
I do not beleive there is any bias in the industry toward instructors but rather a very thorough review of each individuals past experience occurs prior to interview and if the experience is pertanent to the position then things progress.
Good luck with the career prospects and when you finally get into the regionals and find youself in a full motion flight sim, in an asymmetric situation, at the base of an NDB circling to the runway with a flight vis of 2.4km in heavy rain - you will need to draw on every bit of the manipulative skills you have developed over your career to obtain the required outcome.
You may be one of the very few who have the skill levels to succeed without the experience (and there are some out there) but could I humbly suggest if you desire a career in regional airlines then an appropriate and broad experience base will facilitate your career progress.
IMHO for what its worth
I am not sure that regionals treat instructors like sh**, but they certainly look at your experience when making a decision to interview and then subsequently employ. They will then make a balanced decision that encompasses not just your experience but also your performance at the interview, sim ride etc.
My personal experience tells me that experience as a charter pilot (that engine out details) is not necessarily an indicator of success through the training program. In fact I have seen many pilots with a strong charter background find the upgrade to multi crew RPT turbine operations a significant challenge.
However when you consider instructing versus charter experience at the interview stage, you need to recognise that experience gained flying instrument approaches at night down to the MDA followed by circling should bring about an increase in manipulative skill. Compare this potential level of manipulative skill gained by a charter pilot after a year of this type of operation versus that of an instructor who knows how to do it but does not get the hands on exposure that the charter pilot gets as he/she is monitoring and coaching trainees through the process. I am sure you will see why it is necessary to consider the overall experience of the applicant and not simply the hours.
I do not beleive there is any bias in the industry toward instructors but rather a very thorough review of each individuals past experience occurs prior to interview and if the experience is pertanent to the position then things progress.
Good luck with the career prospects and when you finally get into the regionals and find youself in a full motion flight sim, in an asymmetric situation, at the base of an NDB circling to the runway with a flight vis of 2.4km in heavy rain - you will need to draw on every bit of the manipulative skills you have developed over your career to obtain the required outcome.
You may be one of the very few who have the skill levels to succeed without the experience (and there are some out there) but could I humbly suggest if you desire a career in regional airlines then an appropriate and broad experience base will facilitate your career progress.
IMHO for what its worth
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Good answer. Nobody knows how well you will do until about the third sim detail.
However, what you should do is what I did - get hold of every Chief Pilot you can on the phone, and ask him what he is looking for in a prospective employee. Then go and get it.
Some will hire you just because you showed a bit of initiative and made the effort...
However, what you should do is what I did - get hold of every Chief Pilot you can on the phone, and ask him what he is looking for in a prospective employee. Then go and get it.
Some will hire you just because you showed a bit of initiative and made the effort...
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Gentlemen,
Thank you for your advice/comments so far. Mostly all valid real world advice. SWH, I am aware of the regs re IF when Instructing, If you check my post you will see I have only 130 hours IF in 3200 hrs total, so I ONLY log IF when manipulating controls. No VH-BIC for me. Thank you for the info though, many wouldn't know it or follow it. You are correct about 5 renewals for RFDS WA. Other states are different.
I guess I have no choice but to drop $$$ to go and do charter for a while. Dont know how to do that with a house to pay off...... Oh well.
520- I don't cancel navs because of some bad wx. We go as long as fuel, alternates etc are as per the rules, not just when its comfortable for the student. How else do they learn?...
Thank you all again for the input. I guess it confirms what I was feeling was the case in the industry. For good or bad.
Cheers!
Thank you for your advice/comments so far. Mostly all valid real world advice. SWH, I am aware of the regs re IF when Instructing, If you check my post you will see I have only 130 hours IF in 3200 hrs total, so I ONLY log IF when manipulating controls. No VH-BIC for me. Thank you for the info though, many wouldn't know it or follow it. You are correct about 5 renewals for RFDS WA. Other states are different.
I guess I have no choice but to drop $$$ to go and do charter for a while. Dont know how to do that with a house to pay off...... Oh well.
520- I don't cancel navs because of some bad wx. We go as long as fuel, alternates etc are as per the rules, not just when its comfortable for the student. How else do they learn?...
Thank you all again for the input. I guess it confirms what I was feeling was the case in the industry. For good or bad.
Cheers!
Zhaadum. There will always a bit of sniping against you for being an instructor and a biased perception that you are not the "Right Stuff" to be a charter pilot.
Similar attitudes have prevailed for decades and you learn to live with them. For example with thousands of hours of military and airline time under my belt, I was knocked back for a charter job because the chief pilot said he would never employ ex RAAF or airline pilots because they would expect too much in terms of good serviceability and couldn't hack single pilot IFR. One year later the same chief pilot got into an airline as a 737 F/O. He was no ace either, although he is now a millionaire in Dragonair.
Back in another lifetime when I was 27 and armed with lots and lots of command hours on four engine heavy bombers, I tried for Ansett. Never got past first base. They said I was too old at 27 and in any case (at the time) that they prefer not to employ ex RAAF pilots. Yet at same the time they were hiring 200 hour pilots who had only flown Tiger Moths and never had instrument ratings.
Never mind Zhaadum, keep trying and heed the good advice of some of those who have replied to you on these pages.
Similar attitudes have prevailed for decades and you learn to live with them. For example with thousands of hours of military and airline time under my belt, I was knocked back for a charter job because the chief pilot said he would never employ ex RAAF or airline pilots because they would expect too much in terms of good serviceability and couldn't hack single pilot IFR. One year later the same chief pilot got into an airline as a 737 F/O. He was no ace either, although he is now a millionaire in Dragonair.
Back in another lifetime when I was 27 and armed with lots and lots of command hours on four engine heavy bombers, I tried for Ansett. Never got past first base. They said I was too old at 27 and in any case (at the time) that they prefer not to employ ex RAAF pilots. Yet at same the time they were hiring 200 hour pilots who had only flown Tiger Moths and never had instrument ratings.
Never mind Zhaadum, keep trying and heed the good advice of some of those who have replied to you on these pages.
BWAHAHA! Nice one cold. I have to admit reading that scenario it seems as if you need big balls of steel to do IFR charter. But everything described there has an out if planned properly - sounds like alt or hold fuel should have been carried when it was not.
Dodgy NSW bankrunner perhaps?
Dodgy NSW bankrunner perhaps?
Zhaadum,
No probs, not trying to tell you how to suck eggs, just know how they think and they will wonder how you got your i/f time if you have not done any charter. RFDS are fairly hot on the ifr side of things, thats what has let a few people down in the past, single pilot ifr in the middle of the night is no fun.
To be honest, whats really letting you down is networking, not experience.
No probs, not trying to tell you how to suck eggs, just know how they think and they will wonder how you got your i/f time if you have not done any charter. RFDS are fairly hot on the ifr side of things, thats what has let a few people down in the past, single pilot ifr in the middle of the night is no fun.
To be honest, whats really letting you down is networking, not experience.
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Please guys, I think you know that for the most part IFR CHTR is not that bad, but the odd bit of **** happens every now and then, and it is all character building. I was trying to give a guy with 3000h who has not done CHTR a 'worst case scenario' example of why it is generally classified as different experience by recruiters.
Cold,
Yeah, All the time, Chicks really dig guys that fly a nineteensevetysomething model bugsmasha and earn $400/week gross.
Slice, the truth of it is, there is not always an easy out, wx changes that are not forecast happen every now and then. 99% of the time this is not the case and things are fairly straight forward. If there is no requirement for alternates or holding on departure, and you have been asked to take a full-load, why would you be carrying so much extra fuel? I'm sure the boss will ask you a few questions when client is not happy because you can't carry the payload advertised by the company and there are no wx requirements anywhere!
Cold,
Yeah, All the time, Chicks really dig guys that fly a nineteensevetysomething model bugsmasha and earn $400/week gross.
Slice, the truth of it is, there is not always an easy out, wx changes that are not forecast happen every now and then. 99% of the time this is not the case and things are fairly straight forward. If there is no requirement for alternates or holding on departure, and you have been asked to take a full-load, why would you be carrying so much extra fuel? I'm sure the boss will ask you a few questions when client is not happy because you can't carry the payload advertised by the company and there are no wx requirements anywhere!
Last edited by EngineOut; 2nd May 2005 at 20:13.
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It seems to me that the only people in this industry who continue to slag instructors are those who have no instructing experience themselves, or the bottom-rung, back-&-beyond charter operators that I probably wouldn't want to poke with a stick anyway. Maybe if some of you spent a while in an instructor's shoes, you might find you have an entirely newfound respect for some of the daily challenges we have to contend with!
Of course, there's instructing - and then there's instructing. Admittedly I wouldn't be too impressed either with someone who boasted thousands of hours - if most of it was teaching basic sequences in a piston single-engine job within the circuit or training area. On the other hand, a significant amount of multi-engine IFR instructing experience would, in my opinion, count for quite a lot. Why? Because every flight is effectively a multi-crew operation, where the instructor has to work very closely with the student to ensure the best and safest outcome for the flight (not unlike a captain and F/O in a RPT environment). Furthermore, every flight is guaranteed to have an abnormal situation occur (typically engine-out operations, although not limited to), thus requiring considerable decision-making on the part of the student AND the instructor (who ultimately oversees the safety of the operation). In the case of my employer, all of our IFR training operations are conducted along the lines of RPT, such as strict departure deadlines, last minute (simulated) fuel and/or payload alterations, requirements to be at a particular waypoint or destination within a specific timeframe - all of which is designed to teach better time management skills and foster an ability to 'think outside the box.'
With regard to my earlier 'multi-crew' reference, let me offer this for you to consider: A significant part of my current job description involves training pilots for a major airline. I am required to be fully conversant with the airline's checklists/SOP's and other operational standards - to the letter. The LOFT sessions that I run in the sim require my students to exhibit multi-tasking, decision-making and crew coordination skills to the highest level. On that note, I have seen some of those aforementioned charter aces, with their thousands of hours' single-pilot IFR experience, completely fall apart when faced with some of the exercises thrust upon them in multi-crew/LOFT training. Many of these guys are simply ill-equipped to adapt to a multi-crew environment. I remember only too well my first exposure to such an operation. When you've been used to doing everything yourself, it takes a considerable amount of effort to learn to manage and delegate tasks between more than one person on a flight deck. On the other hand, I have seen cadet-level pilots with minimal aviation experience, perform to an exceptional standard on the same exercises.
The fact is, whilst I am not taking away from the invaluable experience charter pilots can bring to an airline environment, they don't have the market cornered either. This point is reinforced by the fact that one of our client airlines regularly employs a number of our instructors (with little or no charter experience at all), and continues to provide us with feedback that they are very happy with the product they are getting.
Maybe the best candidate is someone who can boast experience in charter AND instructing. However, it is my experience that anyyone who has 'the right stuff' (whatever it is) and wants it badly enough - eventually gets to where they want to be. It's just a question of which road they take to get there...
Of course, there's instructing - and then there's instructing. Admittedly I wouldn't be too impressed either with someone who boasted thousands of hours - if most of it was teaching basic sequences in a piston single-engine job within the circuit or training area. On the other hand, a significant amount of multi-engine IFR instructing experience would, in my opinion, count for quite a lot. Why? Because every flight is effectively a multi-crew operation, where the instructor has to work very closely with the student to ensure the best and safest outcome for the flight (not unlike a captain and F/O in a RPT environment). Furthermore, every flight is guaranteed to have an abnormal situation occur (typically engine-out operations, although not limited to), thus requiring considerable decision-making on the part of the student AND the instructor (who ultimately oversees the safety of the operation). In the case of my employer, all of our IFR training operations are conducted along the lines of RPT, such as strict departure deadlines, last minute (simulated) fuel and/or payload alterations, requirements to be at a particular waypoint or destination within a specific timeframe - all of which is designed to teach better time management skills and foster an ability to 'think outside the box.'
With regard to my earlier 'multi-crew' reference, let me offer this for you to consider: A significant part of my current job description involves training pilots for a major airline. I am required to be fully conversant with the airline's checklists/SOP's and other operational standards - to the letter. The LOFT sessions that I run in the sim require my students to exhibit multi-tasking, decision-making and crew coordination skills to the highest level. On that note, I have seen some of those aforementioned charter aces, with their thousands of hours' single-pilot IFR experience, completely fall apart when faced with some of the exercises thrust upon them in multi-crew/LOFT training. Many of these guys are simply ill-equipped to adapt to a multi-crew environment. I remember only too well my first exposure to such an operation. When you've been used to doing everything yourself, it takes a considerable amount of effort to learn to manage and delegate tasks between more than one person on a flight deck. On the other hand, I have seen cadet-level pilots with minimal aviation experience, perform to an exceptional standard on the same exercises.
The fact is, whilst I am not taking away from the invaluable experience charter pilots can bring to an airline environment, they don't have the market cornered either. This point is reinforced by the fact that one of our client airlines regularly employs a number of our instructors (with little or no charter experience at all), and continues to provide us with feedback that they are very happy with the product they are getting.
Maybe the best candidate is someone who can boast experience in charter AND instructing. However, it is my experience that anyyone who has 'the right stuff' (whatever it is) and wants it badly enough - eventually gets to where they want to be. It's just a question of which road they take to get there...