![An instructor should consider a change if they are not getting enough hours due to aircraft availability, student load, politics, or not getting the type of experience you need. [Courtesy: Meg Godlewski]](https://flyingmag1.b-cdn.net/wp-content/uploads/sites/2/2025/08/FLY0825_3.4_In-Training.jpeg?width=1593&height=1308)
When you attend an aviation trade show like the Women in Aviation International conference in Denver back in March, you will find yourself surrounded by people dressed in dark suits seeking pilot jobs.
Based on discussions with many of these applicants, it appears the days of being hired with “1,500 hours and a pulse” are over, as the airlines are being more selective. If history repeats itself—as it often does in the aviation industry—when airline hiring slows, so does the hiring of instructors at flight schools. And it is there where most aspiring pilots build their experience.
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Get ready to reach for that first rung on the corporate ladder.
I’s Have It
If you want to increase your chances of being hired at a flight school, the more instructor ratings you have, the better.
This is why so many airline-aspiring Certificated Flight Instructors (CFIs) go to accelerated programs to get their initial, instrument, and multiengine instructor certificates in a relatively short amount of time. When the market is saturated, many schools won’t hire an applicant who does not have both the CFI and Certificated Instructor-Instrument (CFII). Training for the CFI and CFII at the same time is doable, as the latter is mostly teaching instrument approaches. It will mean two check rides, but it will make you more marketable.
If an accelerated program is not a good fit for you, acquire an Advanced Ground Instructor (AGI) and Instrument Ground Instructor (IGI). This can be done by passing the appropriate knowledge tests. With these certificates in hand, you may be able to teach or assist in a private pilot, commercial, or instrument ground school before you earn your CFI ticket.
Having the AGI or IGI in addition to the CFI/CFII is also a requirement to qualify for the FAA Gold Seal Flight Instructor. A one-time-only award, the Gold Seal can be achieved when a flight instructor has, within the previous 24 months, trained and recommended at least 10 applicants for a practical test, at least eight of whom passed their tests on the first attempt. It’s a way of demonstrating that you know what you are doing and are committed to teaching.
There are some flight schools that pride themselves on having instructors with this credential, and often they are willing to pay a larger salary to the CFI who holds this credential. Some schools do this with the Master Instructor credential, which can be obtained from the Society of Aviation and Flight Educators and the National Association of Flight Instructors. All three of these designations require a high level of activity, demonstrated success, experience as an instructor across several disciplines, and at least 24 calendar months in grade.
Part 61 vs. Part 141
Look for a school that offers both Part 141 and Part 61 programs. Learn how to administer both.
Under Part 61, the instructor has more responsibility to verify the learner’s experience and proficiency. You need to be familiar with the requirements for each certificate or rating you teach and the endorsements required (Advisory Circular 61-65 is your go-to reference) because there likely isn’t a procedure in place—or possibly even a chief instructor to rely on to check your work.
- READ MORE: Pilots Can’t Ignore Postflight Inspections
Pro tip: Although it is not required under Part 61, use a syllabus as if you are teaching at a Part 141 school. Not only does it prepare you for teaching in a more structured environment, but it also helps both the learner and instructor keep track of the training, ensuring nothing is accidentally skipped.
Under Part 141, expect required stage checks and a list of preapproved airports for cross-country flights. You may be limited to flying to these preapproved airports (with a few exceptions), which some may argue is not terribly realistic, since once a person has their pilot certificate, they are usually not limited to where they can go as long as their certificate allows them to enter that airspace.
The benefit of training under Part 141 is that because of the extra structure in the program, pilots can qualify for certificates and ratings at lower experience levels, provided they meet the standards. For example, under Part 61, an instrument candidate needs to have 50 hours of cross-country PIC time. These hours are waived under Part 141. Another benefit of training under Part 141 is that it is often a requirement if a pilot seeks external funding for their education, such as scholarships or loans.
More Aircraft Is Better
When looking at potential flight schools for employment, note the size and type of aircraft in the fleet. You don’t want to be one of 10 CFIs at a school with just three airplanes, of which only one is IFR capable, especially if the student load is such that the instructors fight over airplanes and students like sled dogs wrestling over moose meat.
Make sure you fit in the aircraft as well. If you are of generous carriage and the fleet is all light sport aircraft (LSA), that may not be the place for you.
At the smaller mom-and-pop schools, it is not uncommon to find older, less aesthetically appealing aircraft, but they don’t have to be pretty to fly well—they just need to be well maintained. That goes for all flight schools. If the school has a reputation for maintenance challenges—as manifested by a reluctance of Designated Pilot Examiners (DPEs) to provide check rides there—give it the go-by.
A school with a multiengine airplane is a good choice, as you will need that experience for future jobs. In order to legally teach in a multiengine aircraft, you will need a commercial multiengine rating, a multiengine intructor certificate, and at least five hours of experience in that make and model.
You will likely have to pay out of pocket for this experience, so be prepared. Before you sign on with a flight school with a twin-engine airplane, ask how often the aircraft is flown and if it is on the school insurance, as some flight schools ground the multiengine aircraft when they are not flying on a regular basis to save on insurance costs.
Complex and High Performance
Before 2017, the acquisition of a commercial certificate required at least 10 hours of experience in a complex aircraft—defined as one with a controllable pitch prop, retractable landing gear, and flaps. Today, the commercial certificate can be acquired with experience in a technologically advanced aircraft (glass cockpit and autopilot) or turbine in addition to a complex aircraft.
With the growing popularity of glass cockpits, it is not uncommon to find a CFI who has never flown a complex aircraft before. If this is you and the flight school has a complex aircraft, get the complex endorsement as soon as you can. Learn to fly round-dial “steam gauges” as well.
If the fleet has a high-performance aircraft, add that endorsement too, as that can make you the CFI of choice when someone comes into the flight school with a new-to-them high-performance aircraft and their insurance company wants them to receive a certain amount of hours of dual instruction as part of the policy requirements.
Keeping Track of Details
Flight training is a business. If you are an independent CFI and either teach in customer-owned aircraft or your own, remember to set yourself up as a limited liability company (LLC) with the state and follow local business law, which includes obtaining a business license and filing an annual report with the department of revenue. Keep track of all expenses, such as business cards, aircraft inspections, insurance, pilot supplies, etc.
Log everything you do with the learners—everything. Per cFAR 61.51, training time and aeronautical experience, “Each person must document and record the following time in a manner acceptable to the Administrator: Training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review.”
The regulation goes on to talk about logging the date and total flight or lesson time, and details such as type of aircraft, full flight simulator or flight training device, and in subpart 2 (iv) flight and ground training received from an authorized instructor. The latter is often omitted or given a perfunctory treatment such as “systems review.”
If both you and the learner are going to put in the time, give the training the respect it deserves.
One technique is “G: weight and balance review, aircraft performance” or “pitot static/vac system.” The notation appears in both the learner’s and instructor’s logbook. It doesn’t take a lot of time to log this information, and it may protect you if a learner claims they were never given ground instruction. Also, this attention to detail lets the learner—who may become a CFI themself one day—know that all instruction is important and must be respected.
Flight School Employee Turnover
It is not uncommon to have frequent turnover at flight schools. There is no way to sugarcoat it: It is a low-paying, high-stress job, and most CFIs will leave as soon as a better opportunity presents itself, often without giving much notice.
This is also expected, and you need to be realistic about when it is time to change jobs. Consider a change if you are not getting enough hours due to aircraft availability, student load, politics, or not getting the type of experience you need. For example, if you were told you would have the opportunity to fly the twin-engine airplane, but the aircraft is perpetually down for maintenance, leave.
Landing Your First Job
Prepare an aviation résumé both in hard copy (paper) and electronic form. The person doing the hiring expects to see your total time, certificates and ratings, type ratings (if appropriate), a list of the aircraft models you have flown, and any specialized skills you bring, such as mountain flying or glass cockpit expertise.
Include skills that benefit a business even if they aren’t aviation-related. For example, if you have marketing, bookkeeping, or computer skills, a forklift or commercial driver’s license, or handyman skills, list those as well.
If you are asked to make a minimum time commitment, such as one year or six months, consider it carefully, especially if the school wants you to sign a “no compete” agreement. The latter may not be enforceable in your state but the school uses it as a means to intimidate the CFIs, as the flight school has had them leave for positions at other schools in the area. Proceed with caution.
This column first appeared in the August Issue 961 of the FLYING print edition.
