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#51
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req: CFI job advice
"Robert M. Gary" wrote in message ups.com... Turns out, they don't have to fire somebody for it to get sued for it. It's illegal. But many companies either don't know it or they do it for as long as they can get away with it. Your wife may believe that but at least in California the courts have provided us guidelines for such agreeements to make them enforcable. (True: We're in Oregon. Different states handle that differently.) |
#52
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req: CFI job advice
In rec.aviation.piloting, on Fri 31 Aug 2007 11:29:55a, "Robert M. Gary"
wrote: If you like to spend 30 minutes preflighting, reviewing the logs etc, please consider booking the plane at 4pm and the instructor at 4:30. That way the instructor can continue with ground instruction or flight instruction in another airplane while you take your time to prefilght. If the plane just got back, I figure it's airworthy enough for me and I would just give it a quick preflight (fuel, oil, and a quick shake to see if anything falls off). Hell, it's not like we were going to have some sort of problem and get stuck up there, ya know... By the time that the instructor had finished reviewing the lesson with the previous student / taken his money, I was usually ready to go. At the school where I went, weekends were usually booked solid, so the instructor was going to be there all day anyway. Of course, the school tended to prefer that the instructor do all of his instructing when the engine was running so that they could bill more for it. That's one of the reason that you would see one of their aircraft sitting in the runup area with the instructor going over everything they were going to be doing prior to takeoff. It tended to make it rather inconvenient for cars who were driving to their hangar since there often wasn't enough room to squeeze around them. |
#53
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req: CFI job advice
On Aug 31, 3:00 pm, "Really-Old-Fart"
wrote: In rec.aviation.piloting, on Fri 31 Aug 2007 11:29:55a, "Robert M. Gary" wrote: If you like to spend 30 minutes preflighting, reviewing the logs etc, please consider booking the plane at 4pm and the instructor at 4:30. That way the instructor can continue with ground instruction or flight instruction in another airplane while you take your time to prefilght. If the plane just got back, I figure it's airworthy enough for me and I would just give it a quick preflight (fuel, oil, and a quick shake to see if anything falls off). I feel the same way but I don't discourage students who want to spend 30 minutes preflighting. If that is what they need to feel safe in the airplane I don't rush them, I'd just like to not be in limbo during it such that I can't develop any billable hours. -Robert |
#54
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req: CFI job advice
Robert M. Gary wrote:
On Aug 31, 3:00 pm, "Really-Old-Fart" wrote: In rec.aviation.piloting, on Fri 31 Aug 2007 11:29:55a, "Robert M. Gary" wrote: If you like to spend 30 minutes preflighting, reviewing the logs etc, please consider booking the plane at 4pm and the instructor at 4:30. That way the instructor can continue with ground instruction or flight instruction in another airplane while you take your time to prefilght. If the plane just got back, I figure it's airworthy enough for me and I would just give it a quick preflight (fuel, oil, and a quick shake to see if anything falls off). I feel the same way but I don't discourage students who want to spend 30 minutes preflighting. If that is what they need to feel safe in the airplane I don't rush them, I'd just like to not be in limbo during it such that I can't develop any billable hours. -Robert I take an alternative approach. I consider preflight one of the prime activities that come under the heading of a developed habit pattern. For this reason I prefer students to start from the gitgo to consider the preflight as an activity to be performed with a degree of consistancy rather than an activity that is performed one way one time and another way at other times. In other words, I don't like to see students using an abbreviated form of a preflight inspection. It doesn't take all that long to do a normal preflight if done correctly as opposed to some form of abbreviated preflight on an airplane that has just returned from a flight. The message I am aiming at in encouraging complete preflights is a simple one. I want a new student to develop a habit pattern immediately that REGARDLESS of the fact that an airplane might have just been flown and returned and parked safely, that airplane is now transitioning from one pilot to another pilot and the RESPONSIBILITY for the condition of that airplane is now the responsibility of the next pilot to fly that airplane. The point here is that I don't want the pilots I train to EVER....and I repeat it again...EVER, accept the responsibility for the safety of the aircraft they are about to fly based on the last pilot's preflight and the fact that the airplane has returned safely and parked. If nothing else, something that went unnoticed during the last landing and taxi in just might have caused damage to the point where it's ready to fail. Naturally, the immediate condition of the airplane is the obvious reason I stress complete preflights. The other less obvious reason is that all important mental conditioning and habit pattern development we as instructors must impart to every student we teach to fly; that as a pilot in command, you only get ONE chance to preflight an aircraft before you take off in it. After takeoff, it's way too late is anything is wrong. It is your absolute and completely individual responsibility to make absolutely certain that you personally have made the decision that the aircraft is safe to fly based on your OWN observation. When it comes to preflight, nothing should be assumed about the condition of an aircraft. Proper preflight calls for a personal inspection and that means a NORMAL preflight. Keep in mind this is the way I do things personally and the procedures I teach. I am aware that there might be other instructors who don't approach this issue the way I do. -- Dudley Henriques |
#55
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req: CFI job advice
One way to increase CFI salaries is to form a powerful organization
called the AFIA (American Flight Instructor Association) that deems that nobody can become a CFI without 8000 hrs total time including 2000 hrs of aerobatics, and at least a 100 Atlantic crossings in a single engine and 5 yrs of advanced ground school. All CFIs have to be evaluated and blessed by the AFIA before they can start instructing. The reason for the stringent requirements would be of course that flight instruction is a serious activity and only the best should have the privilege to do so. This is the only known way to beat the free market. On Aug 31, 9:31 am, "Robert M. Gary" wrote: On Aug 31, 8:37 am, "Gig 601XL Builder" wrDOTgiaconaATsuddenlink.net wrote: Gattman wrote: Except, now there's a waiting list at the FBO for instructors to become available, so supply and demand says it ought to be a really good time to be a CFI... There's a waiting list for students willing to pay for a $15/hr instructor. If it goes up there may not any students at all. While supply and demand works well on the macro level it doesn't always do so on the micro level. No, supply and demand work great. As instruction rates go up, students will drop off and there will be less demand such that supply and demand will equal. We just don't like thinking about the idea that demand for instruction will go down. -Robert |
#56
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req: CFI job advice
On Sat, 1 Sep 2007 00:00:45 +0200 (CEST), "Really-Old-Fart"
wrote: If the plane just got back, I figure it's airworthy enough for me and I would just give it a quick preflight (fuel, oil, and a quick shake to see if anything falls off). Hell, it's not like we were going to have some sort of problem and get stuck up there, ya know... That works for the airlines. G I do the same. If my co-owner lands and sez' it flew great, I do a walk around, oil & fuel check, maybe clean the windshield, and off I go! |
#57
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req: CFI job advice
Right on Dudley!
I was taught that way and I did a "full" preflight every time unless the airplane was not out of my sight from the time I parked it until the tile I went back out to preflight. "Dudley Henriques" wrote in message ... [snip] The message I am aiming at in encouraging complete preflights is a simple one. I want a new student to develop a habit pattern immediately that REGARDLESS of the fact that an airplane might have just been flown and returned and parked safely, that airplane is now transitioning from one pilot to another pilot and the RESPONSIBILITY for the condition of that airplane is now the responsibility of the next pilot to fly that airplane. The point here is that I don't want the pilots I train to EVER....and I repeat it again...EVER, accept the responsibility for the safety of the aircraft they are about to fly based on the last pilot's preflight and the fact that the airplane has returned safely and parked. [snip] |
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