Becoming a freelance CFI

gomntwins

gomntwins

Well-Known Member
Well, I've applied to numerous flight schools in the Phoenix area... and the biggest hurdle I've come across is that most places I'd like to work require 200 hours of Dual Given before you can get a job. My thoughts are...and this is a no brainer.... I need to some how get 200 hours of dual given so I can get a job! So, the thought came to my mind.... maybe I should do a little freelance work for a couple months in the Phoenix area. The thing is, I'm really not sure how feasible this is... does anybody know? I'm living in a city that probably has the most flights schools and flight instructors per capita then anywhere else in the U.S... 'cept maybe for parts of Florida. Does anybody know if there would be a market for me?

The other part to this question: How do you even get started being a freelance CFI? Are there good places to advertise your services? If there's anyone out there who has went this route before, any pointers would be greatly appreciated! And of course, if your advice is to not even try... I'd like to hear that from anyone as well.
Thanks!
 
What you will run into a lot is that a ton of places won't let you give instruction in their aircraft unless you are an employee due to insurance regs....good luck
 
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What you will run into a lot is that a ton of places won't let you give instruction in their aircraft unless you are an employee due to insurance regs....good luck

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I kinda figured that. I was thinking I'd end up doing more CFIing for people who own their own airplane. Probably a lot of BFR's and stuff like that. Or maybe teaching their kid or spouse how to fly.
 
Its a Catch 22. You may need dual given to get hired, but you are most certainly going to need experience to get much work as a freelance CFI. I think in reality, its going to be the opposite of what you are thinking. You are going to need to instruct for an FBO or flight school before you can be very successful as a freelance instructor. In other words, I wouldn't count on freelance instructing as a way to build dual given to go work for a flight school.

I've got over 500 some-odd hours of dual given, the majority is in high performance/complex singles, over half is instrument instruction, and I haven't been overly successful in doing freelance stuff myself (though I haven't tried overly hard either).
 
How about building time as an instructor for the Civil Air Patrol? I know of some people that have done that... but I've never really asked a whole lot about how they got into CAP. I think CAP does a lot of good things... and I'd like to be a part of that... but I know very little about them.
 
You could print up some flyers and send them to aircraft owners in the local area. Look at the FAA website to find the addresses. Chances of getting work by this method is probably slim because lots of people probably do this but it's a place to start. Maybe you can find an aircraft owner that will let you fly their plane for just the cost of fuel because they don't want it sitting around unused.
 
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How about building time as an instructor for the Civil Air Patrol? I know of some people that have done that... but I've never really asked a whole lot about how they got into CAP. I think CAP does a lot of good things... and I'd like to be a part of that... but I know very little about them.

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CAP doesn't let the instructors get paid. Talk about a crock.
 
When did this happen? I used to get paid as a CAP Instructor. I wasn't allowed to charge for checkrides, but if I had to give remedial instruction I was paid.
 
Some FBOs will allow you to instruct freelance (they =do= exist).

Getting clients is the issue. In some ways it's outdated, but "The Savvy Flight Instructor" is still the best primer out there on some obvious but usually not though of strategies for getting students.

Other things you have to think about when you freelance:

Insurance - if you are instructing in privately-owned airplanes, don't let =anyone= try to convince you that their policy covers you. It does NOT. If you are teaching through an FBO, it may, but it's not likely. If they say it does, ask to let a lawyer read the policy before you believe it.

State laws that apply to all businesses. These vary from the need to get a federal EIN for whatever silly reason to filing if you are doing business under a name other than your own, like "Acme Flight Training Service"

Some airports have been known to treat freelance CFIs as independent businesses that need to meet FBO requirements and standards, and some have been known to even enforce the policy.
 
Some airports prohibit freelance instruction...I don't know how they go about it or how they enforce it though.
 
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Some airports prohibit freelance instruction...I don't know how they go about it or how they enforce it though.

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Do you have any examples?
 
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When did this happen? I used to get paid as a CAP Instructor. I wasn't allowed to charge for checkrides, but if I had to give remedial instruction I was paid.

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Don't know when it happened, but I've asked about it because there's a CAP wing here. Ran away fast when I heard "can't charge".
 
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Some airports prohibit freelance instruction...I don't know how they go about it or how they enforce it though.

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Do you have any examples?

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Yep, Corvallis airport in Oregon.
 
"Through the fence" instructors are prohibited at many airports. If you send out fliers and one gets into the hands of a flight school owner on the field, which it will, you will be having a talk with the airport authority. Through the fence operators don't directly contribute to the airport's funding, and while it may seem like you are not competing unfairly with the existing schools, you are, airport based businesses pay commissions, rent, fuel purchase fees, ramp and hanger fees, etc. The airport schools have a legitimate right to complain.

I've been at a number of airports, KTRI and KTYS most recently, that actively persue and discourage, independent instructors. The airport authority can demand that you carry liability insurance that names the airport, and if you do not rent space, they can even demand a percentage of your income.

If you can find several people that are ready to fly, and have the money, approach the local schools and ask if you can bring them in. Not many schools will turn down the business and it's a way to get your foot in the door.

Your lack of experience, and lack of exposure at the airport, will make it difficult to find students. Word of mouth is the best way to get new clients in this business. I've seen instructors that got some work by charging less than the based schools for "owner airplane" dual, but that really gets schools, and competing flight instructors, upset (you won't have many friends)!
 
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When did this happen? I used to get paid as a CAP Instructor. I wasn't allowed to charge for checkrides, but if I had to give remedial instruction I was paid.

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Don't know when it happened, but I've asked about it because there's a CAP wing here. Ran away fast when I heard "can't charge".

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probably a local rule.

Wait - do they have corporate aircraft? I think there is a rule about not charging in corporate aircraft.

But you can charge in other aircraft (and believe me, most CAP flying is done on non-corporate aircraft.)
 
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When did this happen? I used to get paid as a CAP Instructor. I wasn't allowed to charge for checkrides, but if I had to give remedial instruction I was paid.

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Don't know when it happened, but I've asked about it because there's a CAP wing here. Ran away fast when I heard "can't charge".

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probably a local rule.

Wait - do they have corporate aircraft? I think there is a rule about not charging in corporate aircraft.

But you can charge in other aircraft (and believe me, most CAP flying is done on non-corporate aircraft.)

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Not sure of exactly what you mean by corporate aircraft. All the airplanes that CAP uses in this state are owned by CAP and painted up in their color schemes. Is that what you mean by corporate?
 
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The few people (3) I know that do CAP instruction, volunteer their time.

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I wouldn't mind volunteering some of my time... but I really have no idea what being in CAP entails. I've looked over their website, but I think it's rather confusing... so I'm even sure what you need to do to be an instructor with them. Does anybody know? I think they do a lot of good... so my reason for joining is not solely time building... but I wouldn't mind a few extra hours in my logbook at the same time. Does anybody know duties you have when working for CAP?
 
From my antiquated and limited CAP experience, I know of no state that uses exclusively CAP Corporate aircraft. Most squadrons have a "club" or a few owners that use their own airplanes.

I was not allowed to give instruction in a CAP corporate aircraft towards FAA ratings without Wing or National approval, and it is rare from what I am told.

However, you can usually get discounts on the local club, or from the CAP aircraft owners, for use of their aircraft.

My club used to be a CAP flying club. I got most of my flight time freelancing in that club, and many of my students were CAP members. They paid me to work towards ratings.

I also got paid to teach CAP specific training in corporate aircraft, such as Form 5 and Form 91 (Mission Pilot) training. I was group 6 chief check pilot and could not charge for check rides, but I could charge for additional training required for the check ride. It was a very strange set of rules and it never made sense to me.

I will tell you one thing though, I did not join CAP to "gain hours" or to be an instructor and further my career. They are very touchy about anyone taking advantage of them that way. I joined because I believed in the Missions - particularly Search and Rescue of downed pilots.
 
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