Paying your dues???

Maximilian_Jenius said:
That's the plan. Scheduling my multi now for Aug, Sept or Oct. Depending on DPE availability. I'm not applying to anything till after I get that new rating. For money reasons and also I think that I will be a bit more competitive with a AMEL add-on and a high performance and complex cert. Than I am currently with just an ASEL.
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The multi will make you a bit more competitive. The High Performance/Complex sign offs are irrelevant, as, if you get hired to fly a plane that is one of those things, they'd sign you off during training anyways.
 
Maximilian_Jenius said:
Can confirm, we learned no such thing in instrument training at the Skywest cadet academy.
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Ironically, it was a PSP-based Skywest Brazilia pilot I knew who helped me get my 135 cargo jobs in PHX. Sadly, I never got to thank him before his untimely and unexpected death in a plane crash.
 
Cherokee_Cruiser said:
I'm even more experienced than MikeD. I flew the F14 for the Marine Corps in the 101st Airborne stationed at Offut Air Force Base. My callsign was TomCatter.
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Flyinthrew said:
How dare you try to bring this thread on topic...the nerve of some people.
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It seems like this thread's responses would be making more sense of the scenario was a CFI deciding whether to instruct or pursue other opportunities.

Without a CFI, the thought of flying PIC in a G1000 Caravan within six months sounds like a pretty good trajectory. Six months of Caravan SIC sounds like a kindler and gentler path that many other options.
 
Maximilian_Jenius said:
For money reasons and also I think that I will be a bit more competitive with a AMEL add-on and a high performance and complex cert. Than I am currently with just an ASEL.
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Competitive for what? Complex and high performance endorsements take a few hours, and don't really cost much -- there isn't much reason anymore to get either unless you need it for some specific reason. I have friends that learned to fly in both, 'cause that's what their families owned. Since they aren't required for the C-ASEL/CFI anymore, I would probably just get the CFI first, and then let someone that's paying me already cover the endorsements if they need me to have them. Those endorsements also don't mean much without a fair bit of time in type, as far as insurance companies are concerned.
 
drunkenbeagle said:
Competitive for what? Complex and high performance endorsements take a few hours, and don't really cost much -- there isn't much reason anymore to get either unless you need it for some specific reason. I have friends that learned to fly in both, 'cause that's what their families owned. Since they aren't required for the C-ASEL/CFI anymore, I would probably just get the CFI first, and then let someone that's paying me already cover the endorsements if they need me to have them. Those endorsements also don't mean much without a fair bit of time in type, as far as insurance companies are concerned.
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I *think* that with the multi you might be able to also check the box on both the high performance and complex endorsements. At least that's what a JetBlue guy who's going to do my IPC told me.
 
jtrain609 said:
I, and a lot of dudes who started when I did, ended up spending 10 or more years at the regionals.

There were some kids who clocked 2-3 and then bounced.

I'd say that's close enough for jazz.
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“Have you thought of being a check airman?”


“I am.”


“Oh.”


“Yeah.”


“Well, keep doing what you’re doing.”
 
Maximilian_Jenius said:
I *think* that with the multi you might be able to also check the box on both the high performance and complex endorsements. At least that's what a JetBlue guy who's going to do my IPC told me.
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If it is high performance and complex, sure. But having those endorsements doesn't really do much for you. You can't rent an Arrow without 20 hours in one in many places.
 
Roger Roger said:
(1) Except as provided in paragraph (f)(2) of this section, no person may act as pilot in command of a high-performance airplane (an airplane with an engine of more than 200 horsepower), unless the person has—
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This. Gotta be at least 201 hp.

Cheapest way I've found to do this is to get a little time in a turbo Arrow or a 182 if there's one laying around somewhere. Flight school had a 182 at our site so that's how most of the CFIs got their HP.
 
MikeD said:
Reading this thread is somewhat amusing. As probably the one guy who has worked in more facets of aviation than anyone else here, from civil to military to CFI to 135 to 121, both fixed wing and rotor wing and CFI in both; I’m in the camp of “it depends” and “nether is better than the other”.

So far as CFI or not route, I did both when I started out. Part time CFI while also flying traffic watch. Was good, but at the time I lacked experience, not being significantly more experienced than the people I was teaching. I personally have never liked the SERGRAD or FAIP model, having experienced that in the military later. Was a good way to build time and experience, but I wasn’t able to teach from a high level of experience back to the student, being not very experience myself at this time.

Moved up to single engine part 135 cargo, VFR then IFR, while still instructing part time. Was able to slowly start bringing more background of experience to the table to pass on.

Moved up to multi engine and turbine part 135 cargo, while still part time instructing, being able to bring even more quality of instruction, although still limited to certain areas of experience, but still better and improved experiences both for myself as well as to pass along.

Went military, tactical jet fighters. Brought past experience to the training which when applied properly and in the right areas, while not conflicting with the military way of aviation training and learning, paid off well and added to the SA bag of tricks. Did part time CFI again post-initial training, and began to feel that I was having more and more quality and wider range of experience to give back to students.

Flew tactical jets for a decade including combat, in some high tech stuff in high performance flight regimes being a military IP in the process. Transitioned to rotary wing military, and to rotary wing civil, as an IP and CFI also. Was still a part time CFI on the side, mainly doing IPCs and BFRs and such, but feeling much more comfortable in what I was giving back.

Do the 121 thing part time, flying both seats of a 737. Very good experience for both the type of flying, although 121 flying itself is boring as hell......but, it’s supposed to be. Not the flying I enjoy, but a good experience to have and one that helps with CFIing in terms of experience and instruction to pass on to students.

Now, as rotor wing pilot, CFI and line check pilot; I look back on instructing in my early days, and it was a great experience, though now I’m able to give back far more to students than I was able to then.

But the point is, it’s not really a this or that, there’s nothing precluding doing both CFI and regular flying. Both are good ways to learn and develop oneself, and with CFI at least begin the process of teaching early on with what you know, even though with low experience. But, if there is no desire to teach, that’s fine too....there’s no requirement to be a CFI as a prerequisite to anything besides CFI jobs; it’s a nice to have, but not necessarily a need to have. And it’s not for everyone. Though I personally think it’s a good experience, one has to want to do it.
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you really should get out more. Try living a little.
 
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