Instructing beyond 1000hrs

[mathias_now]

If you were still instructing beyond 1000 hrs would you keep instructing while you look for your next job? I have been offered a job outside of flying that pays relatively well while I look for another job. My only concern is the impact this will have on my chances of getting hired as I would not be actively flying. It would be nice to have some extra money in the bank and instructing isn't the best way to do that. I have very much enjoyed instructing and feel I have done a really good job doing it. I do think its almost time to pursue other types of flying.

MN

[Rowdy]

From my experience, many employers like to see a continuous stream of employment in aviation. Many will ask why you took a job outside of aviation. 1000hrs instructing is not a ton by any stretch of the means. I would keep at it until hired into another flying job personally. Because while you're off making better money elsewhere and not increasing hours or experience in the logbook, there are 20 other guys who are hungry and building time.

Keep you chin up. Lots of movement these days.

[SuperchargedRS]

From my experience, many employers like to see a continuous stream of employment in aviation. Many will ask why you took a job outside of aviation. 1000hrs instructing is not a ton by any stretch of the means. I would keep at it until hired into another flying job personally. Because while you're off making better money elsewhere and not increasing hours or experience in the logbook, there are 20 other guys who are hungry and building time.

Keep you chin up. Lots of movement these days.

Bingo, you want to make a career out of aviation, ya gotta fly.
If needed take a week off and road trip for another job, be willing to relocate, etc


You didn't think breaking into the industry was going to be easy did you??


Also, side note,
I have way over 1,000hrs and I still instruct on the side from my turboprop job, I enjoy it, it's my bar/185 gas money (cash only), and I find instructing keeps you sharp in ways charter flying and most other types of flying does not.

[mathias_now]

Thanks for the replies. I kind of figured it would be better on a resume to stay instructing. It's not that I don't enjoy instructing its that it costs money to live and I have struggled to live on an instructor salary for 2+ years. Will I do it on the side once I find a charter job - Absolutely! Turning down a great wage to keep instructing seems crazy but it looks like thats the way to the next flying job....

[glorifieddriver]

Not in the position to give advice, but rather a suggestion to discuss further. If money is a real issue why not talk to your employer and work weekends only and some evenings instructing and work both jobs, since you have some time now, you might get away with something like that?

[SuperchargedRS]

FYI skydive season is starting to warm up, I'd go to all the big DZs, you got enough hours you probably could land a turbine DZ slot, get some Caravan or King Air PIC time, lots of it.

I flew as a full time turbine DZ pilot, instructed (freelance cash) on the side, worked out great, made enough, got my license and had a great time making excellent friends.


Search
http://www.dropzone.com/dropzone/

[DanWEC]

From what I have seen so far at my current FTU, the magic number seem to be around 1100, some more, some less. Likely because around 1000 most instructors really start to concentrate on contacts and resumes, and takes a bit of time and correspondence for a solid lead to develop.

[single_swine_herder]

Stay in the business and concentrate on continual qualification and knowledge advancement.

When I conduct interviews, one of the traits that ranks high with me is a person who has kept going through adversity and did the reading, studying, and networking to get ahead while conducting themselves with professionalism.

Even though equipment advancement may be stalled, there is no need for anyone to be stalled in their enthusiasm and quest for professional development. There is one heck of a lot more to being "a state of the art pilot" than the type or size of aircraft under your command.

You can have 1,000 hours instructing and be a Class One with DFTE, CFI, MEIFR, ATPLs written (at least) and other broad qualifications or experiences in the industry, or you can be a 1,000 hour Class Four with a bare Commercial and have done next to nothing other than sitting there like a gelatinous blob baely turning oxygen into CO2 as some of the clueless unknowing instructor-bashing types would call "the Passenger In Command" ..... I'm not looking for the latter personality type when participating in hiring or upgrading..... I doubt anyone is unless they are exceptionally desperate and the resume pile is very thin.

Oh, maybe I should add that there are operators looking for a strong back and weak mind .... a sort of Jethro Bodine from Beverly Hillbillies whose understanding of the physics of flight end with an understanding of rolling barrels up a ramp ...... and as they used to say on Sienfeld .... "not that there's anything wrong with that."

http://youtu.be/TonTGAfn2zI

[mathias_now]

Great to know information single_swine_herder - Thank you! I completely understand what you are saying about pushing through the adversity and I have. I have a wife and I am not in my early 20s so it's hard to justify making an instructor wage going on 3 years. When is it time to replenish the funds and focus on the job hunt?

Although I only have 1000hrs and a class 3 IR I would hardly consider myself a passenger. All of my students have passed their flight test on the first attempt and I am always pushing myself to further my knowledge. The plan is to write the ATPL or IATRA exam in the next few months.

MN