which path is better?

spinner747 · Post by **spinner747** » Sat Aug 18, 2007 4:33 pm

Instructor rating or MIFR ? Which path is better to take in today's aviation industry? Share your experiences...
Thanks

lyncher · Post by **lyncher** » Sat Aug 18, 2007 4:56 pm

well here's the thing, the aviation industry has a lot of movement right now.... getting an instructor rating could build your PIC quickly but then you've got the oppurtunity to miss all of the movement which is causing jobs to open for low time guys.

On another note, the MIFR isnt a must, Imean it looks nice on the resume but the fact of the matter is that if you have a group 3 and a multi engine rating, a check on a multi would upgrade you to a group 1. Thats what I did and saved some good coin.

Personally if you had to do one or the other, I would go with the MIFR, simply because of the movement in the industry.

-edit-
Now that I think about it, I contradicted myself. The instructor would allow you to get paid while looking for something else.....

Man I dont know, lol! you've got me all twisted about it. Me personally I couldn't instruct, but thats just me.

spinner747 · Post by **spinner747** » Sun Aug 19, 2007 11:32 pm

i have instructor job lined up after i finish instructor raiting, just curious if i go MIFR road i'll most likely work on the ramp for awhile. I just think that i'd rather log some PiC time instructing than work on the ground for who knows how long. Thanks for your reply.

lyncher · Post by **lyncher** » Mon Aug 20, 2007 1:01 am

right now i dont think you'd be on the ground, ithink you'd be able to get a right seat pretty quick, there are a lot of company's looking right now. so you can go instruct and keep looking for a job or get you multi and get your name in a company to get some seniority.
either way, you'll have some people tell you to go one way and others will tell you to go the other, neither one is wrong.

good luck

LostinRotation · Post by **LostinRotation** » Mon Aug 20, 2007 2:59 am

Did my instructor rating, then got a discount when I was working and doing my MIFR. While I was teaching I built up a solid rep and started getting IFR requests. Someone who finnished their MIFR rating before I completed my instructor rating came back 4 months later to do his instructor rating because he couldn't find a job. Now he's doing what I was 8 months ago and I've since moved on.

That being said.....teaching is not for everyone and you should have the desire to teach if your thinking of getting into it. If you don't have the patience and desire to do it, save yourself and students alot of grief, get your MIFR and try to find a job that will make you happy.

-=0=LiR=0=-

KenoraPilot · Post by **KenoraPilot** » Mon Aug 20, 2007 5:26 pm

a bunch of my friends are getting on right now with low time and a MIFR. However, if you can get 500TT and then your MIFR there are tons of companies that will hire 500TT guys with MIFR for right seats in B200's medevacs....Voyager was doing that for their T-Bay base. 500TT and MIFR and you can get a B200 or Banything job. The question is how to get the 500TT?

~Hollywood~ · Post by **~Hollywood~** » Tue Aug 21, 2007 6:28 am

who else besides Voyageur is hiring around 500TT for right seat??

tofo · Post by **tofo** » Fri Aug 24, 2007 7:11 pm

you could buy 300 multi pic hours in block form

C-GGGQ · Post by **C-GGGQ** » Fri Aug 24, 2007 8:09 pm

Do both, that way you can teach the multi IFR and build your Multi PIC. I got my MIFR looked for work, could only find low paying ramp jobs, 1-2 year waits to get into an A/C, went back got my instructor rating, have schools fighting over me.

MichaelP · Post by **MichaelP** » Tue Aug 28, 2007 3:49 pm

It doesn't matter what one does it seems.

Canadian aviation is a fickle business...
I have met many a person who has walked out of here and into a job without any of the effort you might think is necessary.

I met a student who already has a job with a medivac company flying a King Air.
She does not yet have her multi engine rating, but when she does it's straight into the right seat.

Most would need 500 PIC twin!

I came back here to see an instructor without a float rating get a job in a Twotter on floats.
'Had to go the Fort Langley and get the rating in the 180 there...

Most would need 500 float!

There's nothing new here, I have seen many people get jobs like the above, and good luck to them.

So who you know is far more important than what you have to offer in experience.

Dear old Arnie told me of a float operator in Ontario who was getting some sort of $2,000 grant if he employed a native to fly his aircraft... Why would he hire a caucasion?

wallypilot · Post by **wallypilot** » Tue Aug 28, 2007 5:03 pm

MichaelP wrote:It doesn't matter what one does it seems.

Canadian aviation is a fickle business...
I have met many a person who has walked out of here and into a job without any of the effort you might think is necessary.

I met a student who already has a job with a medivac company flying a King Air.
She does not yet have her multi engine rating, but when she does it's straight into the right seat.

Most would need 500 PIC twin!

I came back here to see an instructor without a float rating get a job in a Twotter on floats.
'Had to go the Fort Langley and get the rating in the 180 there...

Most would need 500 float!

There's nothing new here, I have seen many people get jobs like the above, and good luck to them.

So who you know is far more important than what you have to offer in experience.

Dear old Arnie told me of a float operator in Ontario who was getting some sort of $2,000 grant if he employed a native to fly his aircraft... Why would he hire a caucasion?

I think I heard the penny hit the floor. That's exactly it. It's all about knowing people in the spots you want to get into. With the exception of Air Canada and Jazz, every other operator will usually go out of their way to hire someone who has an internal recommend.