I agree, but the tradition is that the STUDENT buys lunch...especially if he is old and wealthy.

 

I don't care if they have to panhandle on the steps outside the cafe/FBO, they are buying my food! I tell em it is a great networking opportunity, that usually works.


...


If anyone didn't catch the sarcasm...

 

The topic of my thread is now about food?. But yeah I get what you guys are saying. I think it's always good to keep learning and reviewing which having a CFI provides. I had that question because at the time I was just down and I started to hate flying because I felt like I was being raped by my instructor and 141 school and I just wanted to get up to commercial be done with school. I'm doing better now though and no longer feel like dropping aviation for good, I guess everyone reaches that point when they start out especially when going to a money hungry school like mine. My CFI will deff be done elsewhere though when I get to that point.

 

I'd recommend it.

Nuff said.

I didn't think I would like teaching when I was pumping through the ratings, but once I started, I enjoy it more than I thought.

 

Do you have to? No.

Should you? Maybe.

Question#1 How do you get flying hours in? Instructing is but one of many ways to do it.

Question #2 Do you enjoy teaching/Are you any go at it? I loved instructing and I built many hours doing it too. Far too many get into it to build hours. Only you can answer this one.

 

I was the same way, didn't want to be a CFI.

I went the Traffic Watch route in Los Angeles. Flew about 90 hours a month. Showed up and 7.5 hours later I had 6 hours of flight time. It was a great way to build time fast and was great experience. Didn't have to deal with students that cancel or weather that was marginal for instructional flying. At the controls 100% of the time and enjoyed every minute of it. Best job I ever had. Only problem is some of these jobs are disappearing because of cutbacks/technology. You needed to have at least 500 hours and many places (not all of them) required a CFI background.

I used the money I would have spent on acquiring the CFI and rented a multi engine for 100 hours. Split the cost with another pilot doing the safety pilot thing and payed $50 an hour at the time. Got 100 hours of multi in about 2 months flying in the IFR system around Southern California doing approaches and making it challenging.

If I didn't do Traffic Watch, I was set to go to the Grand Canyon in the Spring and knock on doors at the outfits that run single engine tours.

I know most everyone goes the CFI route in this country and that's the mindset as the only way to be a good pilot. It certainly has it benefits, but if I'm not mistaken most airline pilots in other parts of the world weren't CFI's and they get along fine.

Today, I wouldn't be as opposed to being a CFI, but when I had only 300 hours I didn't feel I had much knowledge to pass on. As you gain experience you realize how little you knew after you get all your certificates and your confidence level increases.

 

LOL, ya, I started CFI-ing at 300TT, I didn't know anything.

Once you build the time CFI-ing, you learn from your students. By the time you get your second primary student through, you start to develop a rhythm. Then you start experimenting different teaching techniques as you get more confident.

I've always thought how interesting it is that different people learn different ways, some have the light bulb go off early while some need a little "push", but their reaction when they do get it is either self-rewarding or funny, or sometimes both.

 

I agree with everything you said except for the crop dusting for time building. That job is not for someone disinterested in the work. It is rather difficult to get a seat with no ag experience especially as a low time pilot. If you want to work in aerial application then go for it. If it is not a long term career goal to work in the ag industry I personally think the barriers to entry and level of dedication required to get a seat pretty much rule it out as a time builder environment. Just my humble opinion.

 

I should have made it clearer, my fault. Ag isn't for the fresh commercial, 250 hour pilot. However, with many higher end jobs in the airlines/corporate industry looking for guys with 2,500 hours Ag is a great stepping stone.

Do some of the other options to get 1,000-1,500 hours and then go and get into Ag. You can sit in Ag for a year or two and build another 1,000-1,500 turbine time making you a great candidate for airline/corporate jobs.

Work hard and do it rights you could follow a path something like this: get your commercial (2-3 years) > build 1,000-1,500 in pipeline survey/banner towing/etc (2 years) > AG 1,000-1,500 (2 years). Now, in 6-7 years you have 3,000 hours and over 1,000 turbine time. Just my IMO as well, and only one of 100 options.

 

I didnt want to do it at first, but 3 years & 2000+hrs of dual given later here I am. You have no idea how much your students will teach you. I'm just lucky enough work at a great flight school that has a varity of aircraft and also allows me to work independently. The pay aint great and the hours are long but things could be A LOT worse. To keep from going insane from boredom try to specialize in something other than primary training like instrument, multi-enine, TAA/Glass, Tailwheel, Aerobatics, mountain flying... New students are heart of avaition, but they will eventually drive you nuts if that's ALL you do.