There is,Beefitarian wrote:....but I don't know if there's any work in the US right now. ....
resume+handshake+good stick and rudder+pleasant= job
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There is,Beefitarian wrote:....but I don't know if there's any work in the US right now. ....
Out of curiousity, did you make sure these guys knew you were an airline guy? How you present yourself often governs how people react to you. I hear what you're saying about them needing to be more knowlegeable, but how much they'll assume you know is often tough for them to guage. "Airline guys" often show outright contempt for flight instructors, regardless of their quality or experience, not even sure if many are aware they are presenting themselves this way. I don't envy any newbie instructor having to show them anything, much less actually maybe educate them in any way.I must already know everything because I am an airline guy and he wants to be an airline guy so I am cool and know it all.
Fair enough.pelmet wrote: I have been on a binge and done 5 separate checkouts all in aircraft that I was familiar with in past flying. What I am looking for is an instructor who is good at explaining things and knowledgeable about a wide range of subjects and will on their own go over a bunch of subjects and items.
Why is this necessary ? Restricted areas are -as far as I know- always indicated on a map. So this information can easily be gathered by preparing the flight and reading the maps. Is it really wrong of that instructor to assume you would be able to do this by yourself ? Not because you are an airline pilot, but every ppl should be able to do such a basic task.pelmet wrote: My first two were in a 150 and 172 at the same location which shall remain nameless. While the 150 guy showed me all the relevant details of stuff to do on the ground such as signing out and checking the logbook, there seemed to be feeling of I must already know everything because I am an airline guy and he wants to be an airline guy so I am cool and know it all. But, I would like someone to keep throwing in information such as what mistakes other pilots have been making that got them in trouble such as violating that restricted area over there
Same as a bove, no ?pelmet wrote:
or an emphasis on the importance of carb heat and lets talk about the airspace in the area and what pisses off ATC, etc.
So you asekd for 1) and expected 2)pelmet wrote: Admittedly, there was an explanation of what to do for the stall and forced approach but I would like more. Reinforcing what was taught many years ago is a good thing.
You might consider me a bad instructor then, but honestly, I don't know the engine type of the airplanes I instruct on (well, I do now, but not before reading your message). Why is that important ? If he knows what fuel you need to use, in which way the propeller turns and what its quirks are, then why would he need to know the type ? If you really want to know, read the airplane manual. Again something a PPL should be able to do.pelmet wrote: I found the 172 instructor to follow the same pattern as above combined with not being well spoken in explanations which is extremely important. As well, aircraft type knowledge was marginal. Instructors should have a good knowledge of their aircraft.
I then went and did a checkout at Chicago executive airport in a Katana. Once again, marginal knowledge of type with him not even being 100% sure what type of engine the aircraft had when I asked if it was the Rotax version or not.
You might have a point herepelmet wrote:Minimal explanation of procedures. How about saying that these are some of the differences between your typical Cessna and the Katana although there was a brief mention of the castoring nosewheel.
Agreed, but you have to assume some things, otherwise every checkout would be like an exam flight, without any room for explanation and practice.pelmet wrote: Don't assume that just because someone has lots of experience in planes that they know it all. Reinforcing important issues is a good thing along with the occasional tidbits of interesting information. An instructor should be reasonably well-spoken in explaining/reviewing the subject at hand. And when they can't answer a reasonable question, find out the answer for next time.
Because if he/she doesn't know the type, he/she does not know all the quirks. All the quirks are not in the POH. Starting many fuel-injected engines when they are hot is a perfect example.digits_ wrote: Snip.....
You might consider me a bad instructor then, but honestly, I don't know the engine type of the airplanes I instruct on (well, I do now, but not before reading your message). Why is that important ? If he knows what fuel you need to use, in which way the propeller turns and what its quirks are, then why would he need to know the type ? If you really want to know, read the airplane manual. Again something a PPL should be able to do.
Snip......
Sorry about the delay - I don't read the sticky thread.Maybe the Colonel can chip in here and let us know what an instructor should give as information for a checkout
Sigh. Aim higher. It won't cause permanentYou might consider me a bad instructor then, but honestly, I don't know the engine type of the airplanes I instruct on
Was that Crawford? Flew by that. North of Austin?a well hidden airspace restriction where Bush lives