One For The Self Employed Onshore Pilots
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I really can't see the big deal UK employers make about turbine time. If you a fly a heavy R22/R44 and know how to fly within limits, it's no big deal. A turbine start is 30 seconds out of your life, just follow the checklist. No drama.
As far as the ridiculous twin requirements employers are asking for, again, they are way too high. 50 hours is more than enough to get comfortable in a twin.
Being a good instructor is just as much hard work as being a police/EMS/Charter pilot, despite all the requirements employers ask for. Most 'high-time' instructors could easily do these type of jobs, given the chance.
As far as the ridiculous twin requirements employers are asking for, again, they are way too high. 50 hours is more than enough to get comfortable in a twin.
Being a good instructor is just as much hard work as being a police/EMS/Charter pilot, despite all the requirements employers ask for. Most 'high-time' instructors could easily do these type of jobs, given the chance.
I really can't see the big deal UK employers make about turbine time. If you a fly a heavy R22/R44 and know how to fly within limits, it's no big deal. A turbine start is 30 seconds out of your life, just follow the checklist. No drama.
As far as the ridiculous twin requirements employers are asking for, again, they are way too high. 50 hours is more than enough to get comfortable in a twin.
Being a good instructor is just as much hard work as being a police/EMS/Charter pilot, despite all the requirements employers ask for. Most 'high-time' instructors could easily do these type of jobs, given the chance.
As far as the ridiculous twin requirements employers are asking for, again, they are way too high. 50 hours is more than enough to get comfortable in a twin.
Being a good instructor is just as much hard work as being a police/EMS/Charter pilot, despite all the requirements employers ask for. Most 'high-time' instructors could easily do these type of jobs, given the chance.
You are wrong on at least 3 counts there.
Edited to add: On reflection, you wouldn't happen to know manfromuncle, would you, windowseatplease?
Last edited by Bravo73; 1st Apr 2008 at 19:38.
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Unusual I concede but I'm with you B73.
All depends on what you consider a 'high time' instructor? With 000's of instructional hours you may well be a very good instructor, that doesn't mean it will be a straight forward transition to any other role though.
I've FI'd in a previous role, and my current role is significantly more demanding IMHO.
Market forces as already mentioned will continue, at present, to restrict both the pay/conditions and future progression of FI's. It's not right but thats how it is, and sadly many FI's regardless of ability or desire will never get that elusive dream job.
The introductory end of this industry has been poorly managed and abused for quite a while and until the general attitude changes I don't see things getting much better
All depends on what you consider a 'high time' instructor? With 000's of instructional hours you may well be a very good instructor, that doesn't mean it will be a straight forward transition to any other role though.
I've FI'd in a previous role, and my current role is significantly more demanding IMHO.
Market forces as already mentioned will continue, at present, to restrict both the pay/conditions and future progression of FI's. It's not right but thats how it is, and sadly many FI's regardless of ability or desire will never get that elusive dream job.
The introductory end of this industry has been poorly managed and abused for quite a while and until the general attitude changes I don't see things getting much better
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If you just get the engine running, sit there and let the student wobble all over the place and don't really teach him anything, then being an FI is dead easy.
If you actually want to prepare the aircraft correctly (fuel, oil, preflight), do the paperwork, brief him properly on the board, TEACH him the maneuver (as per the syllabus), debrief him thoroughly, do the paperwork, and prepare for the next student, all in a two hour slot (usually without a lunch break), AND earn a living, then being an instructor is a bloody hard job.
Anyone who says otherwise has obviously never been an instructor.
If you actually want to prepare the aircraft correctly (fuel, oil, preflight), do the paperwork, brief him properly on the board, TEACH him the maneuver (as per the syllabus), debrief him thoroughly, do the paperwork, and prepare for the next student, all in a two hour slot (usually without a lunch break), AND earn a living, then being an instructor is a bloody hard job.
Anyone who says otherwise has obviously never been an instructor.
Hovering AND talking
Join Date: Feb 2003
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I really can't see the big deal UK employers make about turbine time. If you a fly a heavy R22/R44 and know how to fly within limits, it's no big deal. A turbine start is 30 seconds out of your life, just follow the checklist. No drama.
And I don't think anybody is denying that being a conscientious instructor is hard work. Any job which involves an interface with the public is tiring (ask any teacher!).
Cheers
Whirls
