TOO GOOD FOR GA?
It gives me no pleasure agreeing with CASA on this one. Having significant experience on both sides of the coin, there are a number of very good instructors in the Airline Industry and the ADF, delegates, that have trained many 3000 hr plus commercial pilots on various types and have never held an instructor rating. This does not make them a Grade One Flight Instructor. I support consideration or credits for previous experience, but not a substitute for.
I agree with the skill test but not with the full course
Whilst I would disagree with the statement "there's a drain in basic aeronautical knowledge in Australian aviation" that only RAAF pilots can fix, I'm scratching my head to why some here think that this pilot or any RAAF pilot are not allowed to become civilian flying instructors. They are certainly allowed to, as long as they meet the same prerequisites that civilian instructors do. Is spending about a year as a civilian flight instructor before getting a Grade 1 rating really too much for them to handle? Is the minimum amount of Grade 3 leading into Grade 2 instruction going to be an impossible task for this guy, even though his lawyer states he's pretty much one of the most skilled pilots in this country?
In regard to the 1 year as a grade 3, it may be that the school they propose to work at does not have the supervision capability, or they are looking to become a CFI/CP of a small organisation.
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Can success only be measured by accident rate?
I can think of several other performance indicators that could be used to measure success, particularly when keeping your business viable and giving the student value for money is a factor, this has been discussed at length already.
I can think of several other performance indicators that could be used to measure success, particularly when keeping your business viable and giving the student value for money is a factor, this has been discussed at length already.
That legislation is the minimum hour requirement to sit in the right hand seat of multicrew airliner. A LET410 is a multicrew airliner. Statistically there's no evidence that a 750 hour F-16 pilot is better in an airline job than any civilian trained pilot. The skills, mentality and operation of those kinds of flying are totally different.
Studying the SOPs can prepare you for airline operations
No studies can prepare enough you for the physics of flight, energy handling, stressful situations managing
You can't compare the energy management of a LET410 with an F16
Airliners are quite aerodynamically efficient jets, lowering the landing gear won't give you enough drag to keep the speed slow while descending in an approach like the LET410 does
Can success only be measured by accident rate?
I can think of several other performance indicators that could be used to measure success, particularly when keeping your business viable and giving the student value for money is a factor, this has been discussed at length already.
I can think of several other performance indicators that could be used to measure success, particularly when keeping your business viable and giving the student value for money is a factor, this has been discussed at length already.
What is 1 year to a pilot? A long time if you have the option of going right hand seat in an airline, and grow fat on a decent pay check. As opposed to working your arse off as a junior grade 3 on minimum wage, when you could have gone directly into a senior role and be paid for your experience. We could be talking tens of thousands of dollars in pay difference. That could be the deciding factor on whether the RAAF pilot decides to instruct, do the easy airline route or just retire and enjoy life. Telling a fresh out of the factory newbie pilot to suck eggs is one thing, telling somebody with decent qualifications and experience to is another, and just means they are less likely to do something that helps the industry.
The RAAF has some weird and wonderful rules as well, like helicopter pilots height limits based on the knee cut off for ejector seats.
If a 20,0000 hour airline Type Rating Examiner without a FIR wishes to take up a job or a side gig as an ab initio flying instructor their previous airline TRE experience counts for squat, and they need to start from scratch with a grade 3 qualification. I have known several airline pilots who have taken such a course, never did they complain about having to start from scratch again or cry to a Tribunal to change the rules in their favour. They were humble enough to accept the rules and the new environment they were entering. Humility is an important attribute for a pilot. Arrogance is not.
Asking a 20.000 hours commercial pilot to take a full course for a FI rating only benefits the flight schools and the prop instructors who make a living from that
I wouldn't give 10k+euros plus a full course even if I was fancy to teach on my off time
Students are harmed from this policy as instead of a highly qualified and experienced teacher, they will have some only propeller who payed some extra to the flight school for the FI course and now can say to friends that he is a pro
What you are training an Air Force pilot to do, eg go to war and kill the enemy if required, and what you are training a civilian pilot to do, eg transport people and things from place to place without killing anyone, are two different skill sets. Just as I wouldn't presume to be able to train someone to control a very fast killing machine, so I wouldn't presume a trained fighter pilot to be able to assess the progress of a civilian student who is doing it for all sorts of reasons other than to defend the country. Switching both ways would require some conversion training and hands-on experience, particularly before going into a supervisory role. What is so outrageous about that?
If this one individual was given the exemptions they sought, there would still be the obstacle of finding an employer and team who were OK with that.
LB isn't it ironic when people talk about prejudice and then make those sorts of assumptions!
If this one individual was given the exemptions they sought, there would still be the obstacle of finding an employer and team who were OK with that.
LB isn't it ironic when people talk about prejudice and then make those sorts of assumptions!
In my point of view, training is bussines
Asking a 20.000 hours commercial pilot to take a full course for a FI rating only benefits the flight schools and the prop instructors who make a living from that
I wouldn't give 10k+euros plus a full course even if I was fancy to teach on my off time
Students are harmed from this policy as instead of a highly qualified and experienced teacher, they will have some only propeller who payed some extra to the flight school for the FI course and now can say to friends that he is a pro
Asking a 20.000 hours commercial pilot to take a full course for a FI rating only benefits the flight schools and the prop instructors who make a living from that
I wouldn't give 10k+euros plus a full course even if I was fancy to teach on my off time
Students are harmed from this policy as instead of a highly qualified and experienced teacher, they will have some only propeller who payed some extra to the flight school for the FI course and now can say to friends that he is a pro
Having 20,000 hrs does not translate into being a good teacher. The best instructors I have worked with were former primary school teachers.
The more successful ATPL ground school instructors tend to also have previous teaching experience.
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One can have all the knowledge in the world. However if we can't teach it on effectively we aren't suitable instructor material. There is also a lot of phycoligy involved in effective instructing CRM and Captaincy, for example, IMHO.
The day we stop learning and think we know it all. Is the day too give it up.
Excuse typos etc. I was born with a limited amount of brain cells. I will be f&&&ed if I am going to waste any of them on unnecessary absorption of rubbish.
You cant teach ability, flair or aptitude.
The day we stop learning and think we know it all. Is the day too give it up.
Excuse typos etc. I was born with a limited amount of brain cells. I will be f&&&ed if I am going to waste any of them on unnecessary absorption of rubbish.
You cant teach ability, flair or aptitude.
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What is 1 year to a pilot? A long time if you have the option of going right hand seat in an airline, and grow fat on a decent pay check. As opposed to working your arse off as a junior grade 3 on minimum wage, when you could have gone directly into a senior role and be paid for your experience. We could be talking tens of thousands of dollars in pay difference. That could be the deciding factor on whether the RAAF pilot decides to instruct, do the easy airline route or just retire and enjoy life.
Telling a fresh out of the factory newbie pilot to suck eggs is one thing, telling somebody with decent qualifications and experience to is another, and just means they are less likely to do something that helps the industry.
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One can have all the knowledge in the world. However if we can't teach it on effectively we aren't suitable instructor material. There is also a lot of phycoligy involved in effective instructing CRM and Captaincy, for example, IMHO.
The day we stop learning and think we know it all. Is the day too give it up.
The day we stop learning and think we know it all. Is the day too give it up.
Despite what his lawyer thinks the civilian industry doesn't need him. If anything I'd prefer the rules to be altered to get more experienced airline pilots to mentor and teach ab initio students, as most civilian trained pilots will end up flying for airlines not the RAAF.
Civilian industry needs inexperienced but happy to pay pilots for FI courses to log some hours
And to protect the monopoly of their people
Imagine all the military or commercial pilots could teach buy just taking a skill test
Who student would prefer a 200 hours instagram pilot?
Thanks Mach, I wasn't aiming the question at you and agree with what you say, particularly the second paragraph, I've had plenty of gaslighting on this thread but there will always be those types on a forum like this. I just genuinely asked for a citation so I could run the usual checks you do on any stats (source, sample size, methods of collecting data, biases, conflicts of interest etc etc) and am still waiting.
I don't have time right now but it would be interesting to see how many of those Australian accidents were newbies heading up north and getting into strife in the wet season. Not all of Australia is benign all the time. Even in Perth we can get some wild weather in winter, poor vis due to smoke in summer etc - things that could trap the unwary VFR pilot..
I don't have time right now but it would be interesting to see how many of those Australian accidents were newbies heading up north and getting into strife in the wet season. Not all of Australia is benign all the time. Even in Perth we can get some wild weather in winter, poor vis due to smoke in summer etc - things that could trap the unwary VFR pilot..
Thanks Mach, I wasn't aiming the question at you and agree with what you say, particularly the second paragraph, I've had plenty of gaslighting on this thread but there will always be those types on a forum like this. I just genuinely asked for a citation so I could run the usual checks you do on any stats (source, sample size, methods of collecting data, biases, conflicts of interest etc etc) and am still waiting.
I don't have time right now but it would be interesting to see how many of those Australian accidents were newbies heading up north and getting into strife in the wet season. Not all of Australia is benign all the time. Even in Perth we can get some wild weather in winter, poor vis due to smoke in summer etc - things that could trap the unwary VFR pilot..
I don't have time right now but it would be interesting to see how many of those Australian accidents were newbies heading up north and getting into strife in the wet season. Not all of Australia is benign all the time. Even in Perth we can get some wild weather in winter, poor vis due to smoke in summer etc - things that could trap the unwary VFR pilot..
There are plenty of examples of crashes involving perfectly working aircrafts.
Of course these pilots were not ex military
No one is amune to mistakes. In fact I am wary of the people who don't make mistakes.
Accident rates are higher in the military, not because of pilots skills but cause of nature of operations
If some how civilian pilots were flying in these type of ops, fatalities rate would be at least 50%
Exact the opposite if military pilots fly in civilian ops
Pushing the limits can result an accident.
Accident rates are higher in the military, not because of pilots skills but cause of nature of operations
If some how civilian pilots were flying in these type of ops, fatalities rate would be at least 50%
Exact the opposite if military pilots fly in civilian ops
Accident rates are higher in the military, not because of pilots skills but cause of nature of operations
If some how civilian pilots were flying in these type of ops, fatalities rate would be at least 50%
Exact the opposite if military pilots fly in civilian ops
The fire bomber that crashed in Greece recently was crewed by military pilots. Not to point the finger, as noneone is amune. I was lucky. As better pilots than I were killed at it.
What about the perfectly serviceable RAAF B707 that was destroyed. Possibly that sought of thing should be done in the simulator?
OMG the thread drift that's got on here is incredible.
The biggest whiners on here are people who have never been military QFIs. All this talk about b52 crashes etc have NOTHING TO WITH INSTRUCTION.
DRE -
. DRE keeps banging on about arrogance etc. Unfortunately for you mate, it makes not a shred of difference whether or not, legally, Clarkey should be given his grade 1 based his DRE Arrogance rating, but rather it is to be based on his past instructional military expertise experiences. Leave your baseless emotions out of this discussion.
You have a real s...t attittude against military pilots - that's plain for all to see.
You are too thick to comprehend that this thread is not about ex Airline pilots being awarded their instructor rating, it's all about an EX RAAF QFI getting his Grade 1. Can he safely exercise the purview of a Civilian Grade 1 instructor rating? Absolutely. Could he authorise and supervise first solo flights - Absolutely.
I am privy to Clarkey's story on LinkedIn, I can assure you, that there is not an IOATA of arrogance displayed on that thread.
The biggest whiners on here are people who have never been military QFIs. All this talk about b52 crashes etc have NOTHING TO WITH INSTRUCTION.
DRE -
Humility is an important attribute for a pilot. Arrogance is not.
You have a real s...t attittude against military pilots - that's plain for all to see.
You are too thick to comprehend that this thread is not about ex Airline pilots being awarded their instructor rating, it's all about an EX RAAF QFI getting his Grade 1. Can he safely exercise the purview of a Civilian Grade 1 instructor rating? Absolutely. Could he authorise and supervise first solo flights - Absolutely.
I am privy to Clarkey's story on LinkedIn, I can assure you, that there is not an IOATA of arrogance displayed on that thread.
After instructing I did ag flying for 10 years. Retired at 31. About as demanding it can get. More than one fatality at outfits I worked in 6 different countries, were exmilitary.
The fire bomber that crashed in Greece recently was crewed by military pilots. Not to point the finger, as noneone is amune. I was lucky. As better pilots than I were killed at it.
What about the perfectly serviceable RAAF B707 that was destroyed. Possibly that sought of thing should be done in the simulator?
The fire bomber that crashed in Greece recently was crewed by military pilots. Not to point the finger, as noneone is amune. I was lucky. As better pilots than I were killed at it.
What about the perfectly serviceable RAAF B707 that was destroyed. Possibly that sought of thing should be done in the simulator?
That's it.
Let's see about this about this perfectly serviceable RAAF B707 that was destroyed
The 1991 RAAF Boeing 707 crash occurred on 29 October 1991, resulting in the loss of the aircraft and all five crew members. The aircraft, serial number A20-103 with the callsign Windsor 380, was on a training flight involving a demonstration of the aircraft's handling characteristics at minimum control speeds in a "double asymmetic" condition, with two of its four engines at idle power. During the non-approved manoeuvre, the aircraft stalled and entered a spin before crashing into
In civil aviation you do that only in simulator
Now let's see about this fire bomber
It was diving between mountains to drop water above the fire. This can change the balance of the aircraft rapidly plus the microclimate induced by the fire temperatures
Low altitude ops in unstable wind conditions with rapid change in aircraft balance.
Yes, you see it everyday in civilian operations