Tips for a new instructor
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Join Date: May 2014
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Tips for a new instructor
I recently completed an FIR-3 course and finding it very hard to get a start. It seems that flight training in Australia is very quiet. No one seems to want to employ a grade 3 instructor. I have traveled to flying schools and handed in resume's followed up with phone calls and emails but to no success.
Any tips from people who have been in this predicament or a similar one??
FYI - I genuinely want to instruct.. Not just another hour builder.
Any tips from people who have been in this predicament or a similar one??
FYI - I genuinely want to instruct.. Not just another hour builder.
Join Date: Jul 2014
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Tips for a new instructor
Most schools train their own instructors. It's quite hard to find a place that will be keen to spend the effort standardizing and supervising you for the first 100hrs. There are plenty of jobs for senior G3's (100hrs ab initio training). Is there any option to return to the place you did the course for employment?
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Your best bet is probably one of the schools that specialise in training overseas airline pilots from scratch.
The reasoning here is that they don't train locals and thus don't have a supply of in-house trained (local) instructors coming thru. There places seem to usually be in regional areas where the supply of instructors is tougher again.
Ballarat and Mangalore come to mind, but I'm sure there are others.
The reasoning here is that they don't train locals and thus don't have a supply of in-house trained (local) instructors coming thru. There places seem to usually be in regional areas where the supply of instructors is tougher again.
Ballarat and Mangalore come to mind, but I'm sure there are others.
FYI.
The whole industry is in a bit of a lull at the moment.
Senior instructors are not moving meaning neither are Juniors , The charter world up north would have done the bulk of their hiring a few months back, some companies have shut down, and the regionals and majors aren't doing much.
This happened about five years ago from memory, then all hell broke loose and for about 2 years it was mayhem with vacancies everywhere..
Hang in there, keep applying, call back every month or two if you can develop a relationship with a CFI or CP, and if you can move OS, go for it...
Good luck
The whole industry is in a bit of a lull at the moment.
Senior instructors are not moving meaning neither are Juniors , The charter world up north would have done the bulk of their hiring a few months back, some companies have shut down, and the regionals and majors aren't doing much.
This happened about five years ago from memory, then all hell broke loose and for about 2 years it was mayhem with vacancies everywhere..
Hang in there, keep applying, call back every month or two if you can develop a relationship with a CFI or CP, and if you can move OS, go for it...
Good luck
Yes, things are pretty quiet at the moment 
I think Ballarat (ST) are not looking for people right now, though it wouldn't hurt to say hi and send your details.
Don't know about Mangalore (MFT) but the same applies, and they do look for people regularly.
The advice about schools training "international" students sounds sensible. I know some local (university) schools push people towards instructing and so have huge numbers of potentials that they will favor over people from outside. If you're prepared to move, there's a big school outside of Perth that regularly advertises - send your details - and expect to (and say) that you'll stay there for a decent period.
International students are a mixed bag: often their language skills are very poor, which makes it very difficult for them and you, but they are usually diligent and smart, and do well by the end of their course. Treat them politely and keep their likely comprehension in mind, and both you and they will do fine.
Also, for local schools, an RAA instructor certificate (or whatever they call it) would likely be looked on well. If you did some RAA time for your license, be sure to mention it.
I think Ballarat (ST) are not looking for people right now, though it wouldn't hurt to say hi and send your details.
Don't know about Mangalore (MFT) but the same applies, and they do look for people regularly.
The advice about schools training "international" students sounds sensible. I know some local (university) schools push people towards instructing and so have huge numbers of potentials that they will favor over people from outside. If you're prepared to move, there's a big school outside of Perth that regularly advertises - send your details - and expect to (and say) that you'll stay there for a decent period.
International students are a mixed bag: often their language skills are very poor, which makes it very difficult for them and you, but they are usually diligent and smart, and do well by the end of their course. Treat them politely and keep their likely comprehension in mind, and both you and they will do fine.
Also, for local schools, an RAA instructor certificate (or whatever they call it) would likely be looked on well. If you did some RAA time for your license, be sure to mention it.
Keep putting yourself out there "in their face"
Every job I ever got in GA in the 80's was because I took the trouble to shake the hand of the CFI/CP and look him in the Eye.
Don't give up, we've all been through this and there is a light at the end of the tunnel.
Remember, fortune favors the brave ( or something like that !! )
Every job I ever got in GA in the 80's was because I took the trouble to shake the hand of the CFI/CP and look him in the Eye.
Don't give up, we've all been through this and there is a light at the end of the tunnel.
Remember, fortune favors the brave ( or something like that !! )
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TIPS FOR FRESH JUNIOR 3's
GENERICALLY;
1) Always remember that you work for the student, take pride in the fact that when finished they will represent you in the aviation world, help them whatever way you can.
2) Like your training, 90% of how well you do as an instructor is prior preparation. Never skip on the briefs, keep your own knowledge/skill up there and keep it simple!
3) No two students are the same
4) Most importantly emphasize safety and also HAVE FUN.
FINDING A JOB;
1) try Air force cadets or scouts or airleague. It may be volunteer work but hey, its how I made my start...
2) once you've cracked your senior apply for a larger mob like FTA, CSWAFC, MFTA etc, I guarantee they will take you on with some experience and a good attitude
3) If you stay in it for the long haul. it can be very rewarding and lead to future doors opening
1) Always remember that you work for the student, take pride in the fact that when finished they will represent you in the aviation world, help them whatever way you can.
2) Like your training, 90% of how well you do as an instructor is prior preparation. Never skip on the briefs, keep your own knowledge/skill up there and keep it simple!
3) No two students are the same
4) Most importantly emphasize safety and also HAVE FUN.
FINDING A JOB;
1) try Air force cadets or scouts or airleague. It may be volunteer work but hey, its how I made my start...
2) once you've cracked your senior apply for a larger mob like FTA, CSWAFC, MFTA etc, I guarantee they will take you on with some experience and a good attitude
3) If you stay in it for the long haul. it can be very rewarding and lead to future doors opening
Hire a Cessna 150 or a 172 and practice crosswind landings up to the AFM limit which I think is 12 knots. Make sure you can do them perfectly before you start instructing on them. Very few basic CPL pilots undergoing an instructor course can handle strong crosswinds with confidence and they are rarely covered on instructor courses. One or two crosswind landings on an instructors course does not necessarily make you competent at them.
The generally poor standard of crosswind landings in ab initio aircraft is because some new instructors are afraid of doing them and when the student has a go, it becomes a case of the blind leading the blind. Asked to relate how he was taught crosswind landings in a 172, a student said he was told to crab into wind on final by using partial rudder to "skid" the aircraft into wind all the way down on final.
Asked to describe how his instructor told him to do an actual crosswind landing, the student said he had no idea because the instructor never did a demonstration and he didn't have a clue what the instructor was on about. He later obtained his PPL, but was never asked to demonstrate a crosswind landing by the ATO and admitted he could not describe how a crosswind landing was conducted.
The generally poor standard of crosswind landings in ab initio aircraft is because some new instructors are afraid of doing them and when the student has a go, it becomes a case of the blind leading the blind. Asked to relate how he was taught crosswind landings in a 172, a student said he was told to crab into wind on final by using partial rudder to "skid" the aircraft into wind all the way down on final.
Asked to describe how his instructor told him to do an actual crosswind landing, the student said he had no idea because the instructor never did a demonstration and he didn't have a clue what the instructor was on about. He later obtained his PPL, but was never asked to demonstrate a crosswind landing by the ATO and admitted he could not describe how a crosswind landing was conducted.
Absolutely agree with Centaurus.
When I started my instructor rating, with a traditional old-school instructor, he very quickly noted my crosswinds and asked if I was happy with them. The honest answer was that I'd never been really comfortable. "We'll fix that" ... and for the entire rating, all circuits and landing were on the crosswind runway. When conditions got quite silly, he'd still say "let's have a go". By the end of the rating, I was perfectly happy in severe, gusty quartering winds - and I've tried to keep that current.
There are really two parts to an instructor rating.
First, learn to teach. Some experience in teaching is very helpful here (it really helps if you've taught something/anything before). Learn to anticipate what the student knows and doesn't know. Learn to recognize common errors, assumptions and lack-of-knowledge. Learn to demonstrate and talk at the same time (patter), Learn that the student is REALLY busy, so keep your talking to "bullet points" and even then only the most important bits. And, most important, learn to let the student make mistakes - if they don't break anything, they are learning fastest.
Second, improve your standards. You should be able to demonstrate everything on the syllabus confidently, first time. This is the hardest bit to keep current. Don't be happy with "acceptable" - you should be aiming for perfect all the time. Always good crosswind technique; precise speed control; accurate attitude; perfect circuit shape; nose-wheel on the centre-line; correct radio calls ... and so on.
Many instructor ratings seem to focus on part 1, but part 2 is very important. It will be up to you to be good, and to remain good.
When I started my instructor rating, with a traditional old-school instructor, he very quickly noted my crosswinds and asked if I was happy with them. The honest answer was that I'd never been really comfortable. "We'll fix that" ... and for the entire rating, all circuits and landing were on the crosswind runway. When conditions got quite silly, he'd still say "let's have a go". By the end of the rating, I was perfectly happy in severe, gusty quartering winds - and I've tried to keep that current.
There are really two parts to an instructor rating.
First, learn to teach. Some experience in teaching is very helpful here (it really helps if you've taught something/anything before). Learn to anticipate what the student knows and doesn't know. Learn to recognize common errors, assumptions and lack-of-knowledge. Learn to demonstrate and talk at the same time (patter), Learn that the student is REALLY busy, so keep your talking to "bullet points" and even then only the most important bits. And, most important, learn to let the student make mistakes - if they don't break anything, they are learning fastest.
Second, improve your standards. You should be able to demonstrate everything on the syllabus confidently, first time. This is the hardest bit to keep current. Don't be happy with "acceptable" - you should be aiming for perfect all the time. Always good crosswind technique; precise speed control; accurate attitude; perfect circuit shape; nose-wheel on the centre-line; correct radio calls ... and so on.
Many instructor ratings seem to focus on part 1, but part 2 is very important. It will be up to you to be good, and to remain good.
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Always demonstrate a new procedure. That is both good for the student to see plus it keeps the instructor current, which is essential! I know of a junior instructor failing his renewal because he had not done enough flying himself. 
Totally agree with Centaurus re crosswinds. The little Cessna can handle well in excess of flight manual figures when flown properly!
Totally agree with Centaurus re crosswinds. The little Cessna can handle well in excess of flight manual figures when flown properly!
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Good advice. Also relax a little, don't be a super jumpy flight instructor. I noticed when I was training instructors getting on edge during advanced stalling etc.. When one is jumpy it results in a jumpy student. But I've also noticed it in several of my more experienced senior instructors as well. I really recommend aerobatic training even if it's just a couple of flights.
There's also the instructors that are too uptight, yelling, getting angry at students, that's not effective. When I was training one instructor in particular would rip the hell out of you while your flying (I had 12hours flight time) I wasn't paying $200 an hour to get screamed at so never flew with him again but also when I was working as an instructor numerous students would complain to me about other instructors that were upsetting them.
Good luck and I hope you get a job soon mate!
There's also the instructors that are too uptight, yelling, getting angry at students, that's not effective. When I was training one instructor in particular would rip the hell out of you while your flying (I had 12hours flight time) I wasn't paying $200 an hour to get screamed at so never flew with him again but also when I was working as an instructor numerous students would complain to me about other instructors that were upsetting them.
Good luck and I hope you get a job soon mate!
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Extra qualifications help.. I went and became a JP Qual. Learn book keeping, IT networking, and Poweloint (or similar) if you can.
Once you get a job, even if others slack off, don't do it yourself until you've done at least a year and know the boss well. That being said, don't be a brown nose or you'll piss off the other guys/gals.
With a student.. If you are talking you should be flying (they will be too stressed to fly and listen simultaneously).
Don't debrief everything you see fault with.. They'll be overloaded. Pick your top three items each session.
Tell them what you expect each step of the way before you fly.
If they get a vice grip on the controls, show them how to fly a circuit with power, trim and rudder only. Power for pitch and trim for speed.
For crosswind landings, get them to side-slip from 500 all the way, then 400, then 300 etc til they can transition in the flare. Practice low approaches where they hold the side slip condition in ground effect with power on and move 3m left, hold, 3m right, hold then go around. MONITOR PERFORMANCE AND ALLOW DISTANCE FOR AN ENGINE FAILURE!
Teach them HOW to measure! For distance, use two visible features, measure the map distance between and then use multiples/ratios of that distance to judge proximity to other features (PM me if unsure). Teach them how to judge circuit spacing, traffic spacing..
Be well presented yourself too..
Good luck, meet as many people as you can.
I did it 10 years ago and loved it!
TSIO.
Once you get a job, even if others slack off, don't do it yourself until you've done at least a year and know the boss well. That being said, don't be a brown nose or you'll piss off the other guys/gals.
With a student.. If you are talking you should be flying (they will be too stressed to fly and listen simultaneously).
Don't debrief everything you see fault with.. They'll be overloaded. Pick your top three items each session.
Tell them what you expect each step of the way before you fly.
If they get a vice grip on the controls, show them how to fly a circuit with power, trim and rudder only. Power for pitch and trim for speed.
For crosswind landings, get them to side-slip from 500 all the way, then 400, then 300 etc til they can transition in the flare. Practice low approaches where they hold the side slip condition in ground effect with power on and move 3m left, hold, 3m right, hold then go around. MONITOR PERFORMANCE AND ALLOW DISTANCE FOR AN ENGINE FAILURE!
Teach them HOW to measure! For distance, use two visible features, measure the map distance between and then use multiples/ratios of that distance to judge proximity to other features (PM me if unsure). Teach them how to judge circuit spacing, traffic spacing..
Be well presented yourself too..
Good luck, meet as many people as you can.
I did it 10 years ago and loved it!
TSIO.