Ask a Flight Instructor

Archive for August, 2008

Like most parents at this time of year, I’m making my daily trek to Wal-mart to buy school supplies for my kids. Even if you don’t have kids, I’m sure you can remember being sent home with a list of needed school supplies that ranged from protractors to rulers. Good times.

If you are just starting your flight or ground pilot training, you may find yourself overwhelmed by all the different supplies and accessories that are available for the beginning pilot. One look at a Sporty’s catalog or website will have you convinced that there are a lot of things you need to buy in order to become a pilot. When you get a little bit of experience under your belt, you’ll be more convinced that companies make a lot of money selling pilot supplies that are absolutely not necessary. So in my role as your online ground instructor, I’ve prepared a “Flight School Supply List.” Only the things you need and nothing you don’t. So here we go. Don’t show up to class without them:

(the items link to mypilotstore.com an affiliate of Askacfi.com)

• Good sunglasses. You can get an artifical heart, lungs, hip and just about everything else except your eyes (for now anyway). Take good care of the ones you have by investing in a good pair of sunglasses, just don’t lose them. My personal recommendation? Serengeti Salto S-Flex. Great lenses and comfortable with even the stiffest headset.
• Headset. If you are just starting out, don’t buy a headset until you solo. Until then, borrow a pair from your flight school or instructor. Once you’re ready to make that investment, don’t waste your money buying anything but the best set available. There are only two headsets I recommend, David Clark or Bose. This is not an advertisement but the advice of someone who has tried just about every pair of headset out there and has learned that Bose X is by far the quietest and most comfortable headsets I have ever worn. The runner-up and value award going to David Clark H10-13.4 The number 13.4 represents how many ounces they weigh. You can’t break em either, I’ve tried.
• Basic Logbook. Don’t get anything too fancy. Just a good basic logbook. All flight schools will have one for sale.
• Books. There are literally hundreds if not thousands of books you can purchase. Here are the 7 books you’ll need to purchase (in order of importance):
  • 2009 FAR/AIM Book
  • Private Pilot Practical Test Standards
  • Pilots Handbook of Aeronautical Knowledge
  • Private Pilot Oral Exam Guide
  • Aviation Weather Services
  • Aviation Weather
  • Jeppesen Private Pilot Manual or the one used by your ground school
• Basic Aluminum E6B Flight Computer just get a plain old E6B. Learn the basics before purchasing an electronic flight computer.
• Simple Fixed Plotter (for cross country flight planning). As simple as possible.
• Current VFR Sectional for your area if you fly in a really busy area, the appropriate terminal chart would also be recommended.
• Flashlight. Don’t get the biggest, heaviest, or most expensive flashlight (you’ll lose it) just one that is small and bright enough to comfortably take with you in your flight bag. Smith and Wesson makes a nice small bright 6 LED Flashlight that is pretty good.
• Good flight bag. There are a myriad of options when it comes to flight bags. Get one that isn’t so big you’ll never use after training but one that can at least hold a toothbrush, toothpaste and a pair of skivvies for your cross-country or short overnight. The Sky High Gear Freedom VII Flight Bag is pretty well recommended.

I think that just about covers it. You’ll be tempted to add more stuff to your shopping cart, but don’t. You’ll only rack up more costs to your flight training which is getting too expensive as it is. I wish I had this list when I was going through flight school. I was the favorite customer of my local pilot store and they saw me coming from a mile away. My shelves and flight bags are still packed with all kind of useless junk like fancy kneeboards and holding computers. Just stick to the basics and as your flying expands you can slowly add to the list (but you won’t need to add much).

Feel free to comment if you think I forgot something or have a recommendation of your own.

Fly Safe.

I’ve mentioned before that one of my favorite monthly reads is the “Callback” safety bulletin produced by NASA Aviation Safety Reporting System. I just received notice in my inbox that this month’s bulletin, “Short Takes” is available for viewing. Here is the URL to read the safety bulletin for yourself:

http://asrs.arc.nasa.gov/publications/callback/cb_344.htm

As the email they sent to me describes, many of the descriptions from aviation incidents include the word “short”. In fact, they state that in over 17,000 of the ASRS narratives the word “short” appears somewhere in the incident. Short takeoffs, short landings, short approaches, short layovers, short rests, short staffing….you get the picture. Here’s an example from a “short field takeoff and landing” incident:

Because of recent heavy rains our landing strip had a wet area in the middle of the strip. This necessitated short field landing and takeoff procedures. My approach was a few feet to the left. My left wingtip caught some cornfield plants causing my plane to turn to the left and skid to a stop.

This has made me think about how I operate and how the word “short” might play into my operation. And more importantly what steps I can take to minimize this. I’m all in favor of long layovers and long runways.

Enjoy the read and feel free to comment about you can take steps to minimize the word “short” in your flying.

Fly Safe (and long).

I love getting questions from readers and my favorite questions are the ones I don’t already know.  Such as the question I received lately from Jon regarding the max altitude on Tango routes:

Hi Paul. I’ve always wondered. On the Jacksonville sectional here in Florida we got a few T-Airways where the MAA is 15 000 feet. Now, the only reason I know of for a MAA restriction on an airway is because you can get several VORs on the same frequency etc, however, since this is a GPS airway, I don’t understand why an MAA would exist. Any ideas?

Well, this took a little digging but I found the answer! The first thing we need to do is understand why T-routes (pronounced “tango routes”) were established and how they help you.

Tango routes were established by the FAA at the request of AOPA in order to help pilots navigate around or through busy terminal areas.  RNAV (GPS) was utilized because using ground based NAVAIDS for these routes would have resulted in some seriously inefficient flying.  The FAA used RNAV to develop a point-to-point low altitude route system and designated this route structure, Tango Routes.  Tango routes enable the GPS equipped pilot to efficiently fly around or through busy terminal Class B and C areas.  They also help to reduce controller workload by being able to assign these routes to appropriately equipped pilots instead of having to provide manually intensive radar vectoring.  Here is an example of a t-route from an enroute chart (graphics courtsey of skyvector.com)

So now to answer our question, why do T-routes have a Maximum Authorized Altitude (MAA)? The reason is not because of radio reception or being able to get multiple frequencies but because of the airspace and the agency that controls the airspace above the route.

For instance, let’s take a look at our example from above.  In this case our MAA is 15,000 feet. Why?

Well, it might be for a couple reasons:

1) A T-route by definition in a low-altitude route.  It is designed to assist those pilots who are flying in some busy terminal areas who wish to stay out of the way.

2) The controlling agency above.  Because Tango routes are primarily terminal (in that they don’t involve the ARTCC centers) it might be that Jacksonville Center starts at 16,000 feet and in order to provide seperation to the airliner traffic above they limit the MAA on the T-route to 15,000.

3) The airspace above.  T-routes can also be designed to keep pilots out of a Class B airspace.  While that may not be the reason in our example, this can also be a limiting factor for the MAA on a T-route.

The important thing to remember is that to fly a t-route you will have to have an instrument rating, on a instrument flight plan and be IFR GPS equipped.   With all that control, all you really have to worry about is maintaining your assigned altitude.

One other thing to notice on a T-route is that because it is not dependent on receiveing traditional line-of-sight radio signals the MEA or Minimum Enroute Altitude is a lot lower.  The lower MEAs can be a significant benefit in route planning and avoidance of icing to keep you below the freezing level.

I hope this helps Jon and whether you are flying a V route, J route, Q route, Y route, or T route remember to…

Fly Safe!

My most recent flight training question comes from Holly who asks:

So I am a new student pilot.  So far, I really like my CFI. He’s very knowledgable, patient and we have we have a good raport. However, on our second official training flight, my CFI said we were going to learn slow flight and recovering from a stall. Let me tell you–it freaked me out. We have done it one other time since then (my most recent flight) and it freaked me out both times. Next lesson is powered off stalls–even more fun! So, I guess my question is, do you think it’s a little soon to be learning slow flight and stall recovery? I know it’s absolutely essential to know these things and be comfortable with them, but I am not 100% comfortable with the plane yet and how to control it in normal, straight and level flight, let alone in a potential emergency. It would seem to me that that would be a few lessons down the road–maybe lesson 9 or 10 when I am more comfortable controlling the plane and having a feel for the controls. What are your thoughts?

Hi Holly, I appreciate your question and I have a question for you, have you talked honestly to your instructor?  Have you expressed to him your apprehension about the stall series and your nervousness about performing the maneuver?  You mentioned that you have a good rapport, I think the best approach would be to discuss your apprehension about these manuevers with your  instructor.  That is definitely step one.  I realize that sometimes it is difficult to divulge insecurities, especially with someone that you are trying to appear confident and secure around but it is important that you are honest and upfront about your thoughts so that he is able to develop a program to get you flying these maneuvers confidently.

Step two would be to trust your instructor.   If you have an honest conversation with him and he develops a training program suited around your individuality and your personal apprehensions, it is important that you trust the training curriculum.   It might be that he wants to introduce slow flight and stalls to you early so that you realize the security of the airplane, even when stalled.  He might also be trying to develop your confidence with the flight controls so that you can safely maneuver the aircraft in the traffic pattern.

One of the most important things that we are taught as instructors is that every student is unique.  No two students will learn exactly the same way and at the same pace.  Some maneuvers that may be difficult for some students will be easier for others and visa versa.   It may be that you take a while with the stall series but perform flawlessly in the pattern.  I have students that have soloed at 9 hours and others who didn’t solo till 30 hours.  The common thread was that each one loved to fly and were determined to do whatever it took to realize their dream even if it meant conquering some fears (like stalls).

One piece of advice that I can give you is that a stall is not an emergency condition.  In fact, a lot of very good landings involve a power-off stall about 1 sec prior to touchdown!  Being comfortable with the airplane at very slow speeds and just before the stall breaks is important so that you realize what directional control you still have over the airplane.   Approach the stall as something fun and exhilarating instead of an emergency or out-of-control condition may help to break the barrier you have to this maneuver.

I wish you all the best in your training and I know that you and your instructor will be able to work through this if you talk to him honestly and he listens openly.

Thanks again for your question and I hope that you always…

Fly Safe!

I just received an email from Scott, asking about what to do when you lose your logbook:

In previous years I have accumulated approx. 30 to 35 hours in student training in the air, either with my instructors or by myself, Unfortunately I have lost my log book. What should I do ? Both of my instructors are still in my area, can they help?

Hi Scott.  Sorry to hear about your logbook, that stinks.  As a pilot, I have two recurring nightmares.  The first one is where I totally forget about a scheduled flight until about an hour after it is supposed to leave and the second nightmare is losing my logbook. You are in a great position in that you have less than 40 hours accumulated so it won’t be nearly the chore it could have been, if say you had like 4,000 hours.

Jeppesen Professional Logbook

There are several ways to copy your logbook once it has been lost or destroyed by using other paper records of the flights, no matter what stage you are in your flying career.

1) Your flight Instructors. Your flight instructors will have their own personal logbook that has records of the flights that you flew with them.  You could ask your flight instructors for copies of the pages where you flew together.  You could easily use that in a new logbook.

2) Your flight school. The flight school should have both financial records and aircraft records of the flights that you lost.  You should contact the flight school and ask for a copy of the aircraft hobbs records.  Usually the hobbs will record the name of the instructor and student so it should be pretty simple to track down these records if you have a general idea of when you flew.

3) Canceled Checks.  I remember one of my flight students would jot down the flight time and aircraft registration number in the notes portion of his check.  If something would have happened to his records,  it would have been a simple matter of flipping through some old checks to duplicate his logbook.

4) FAA Form 8710. When you go to take your checkride you will fill out a form 8710 which is basically your airman application form.  Near the bottom of the form you will fill in a table that documents your flight hours and experience.  You can easily duplicate a logbook from this information.  In fact, that is one of the purposes of that form.

5) Company Records. If you are a professional pilot you can use company records to help duplicate your logbook.  I often make records of the company forms I use in the aircraft and keep them handy in the event something would happen to my logbook.

6) Electronic Backup. There are many options when it comes to logbook software and online pilot logbooks. One of the best electronic logbook programs is Logbook Pro by NC Software. One of the nice things about Logbook Pro is being able to export to many different formats for both printing and storing.

Good luck Scott with your logbook. I hope that you continue your training and that you find a solution to help prevent this in the future.  Be sure to…

Fly Safe.

Here’s a good question concerning logging of pilot time that I received from Don:

Can one log time as a safety pilot? If so, under what heading, eg, PIC, or a separate category “safety pilot“? Thanks.

First a quick review.

A “safety pilot” is a required flight crew member when another pilot is flying under simulated or actual instrument conditions in order to meet the IFR recency requirements of 14 CFR 61.57.  FAR 61.57 requires that in order to file and fly on a IFR flight plan you have to be instrument current, which means that within the past 6 months you have logged 6 approaches, holding and intercepting and tracking procedures.  If for some reason, those 6 months pass, the pilot has another six month grace period in which he can fly with a safety pilot under simulated instrument conditions in order to become fully instrument current again.  In simulated instrument conditions the pilot wears a view limiting device that blocks the pilot’s view of the outside world so that he can only see the instrument panel (we call them foggles).  This can present a problem for other airplanes as the flying pilot is unable to see where he is going!  The FAA found a solution to this problem by creating the safety pilot.  A safety pilot is simply that, someone who looks out for other airplanes (safety) while the other pilot is flying blind “under the hood”.

Instrument Training Glasses “Foggles”

So how do you log time flown as a safety pilot?

Because you are a required crew member when flying with a pilot under simulated instrument conditions the FAA allows you to log this time as SIC or second-in-command (61.51(g)).   If you agree to be the “acting” PIC you and the other pilot could both record the time as PIC but only when the other pilot is under the hood and the other pilot is the “sole manipulator of the flight controls.”   In order to be the “acting PIC” you will have to make sure that you meet the full PIC requirements for that flight and aircraft, which will include any necessary medical, category, class, type, recency and ratings requirements.

Don’t forget!  If you use a safety pilot to gain instrument currency the FAA requires that you record the name of the safety pilot in your logbook.

As always…fly safe!

I have been really amazed at the timing of some of the questions I have been receiving from readers lately.  The last two questions that have been asked of me have been questions I have asked myself within the past week.  This morning’s question is a perfect example:

Paul, I’ve been teaching this gal with ADD…how do I keep her focused on a task? I’ve all but stood on my head. Thanks

I currently have a primary student who I have been working with for both the ground and flight portion of a private pilot course who has ADHD.  While every student can present unique and individual challenges, a student that has been diagnosed with Attention Deficit Hyperactivity Disorder takes careful planning to keep the student clearly focused on the daily lesson’s objectives.  The key is to treat this condition as a strength and to use that to your and the student’s benefit.  Pilot training is perfectly suited to people with ADD because it is a very hands-on type of activity.  The struggle is usually with the theory and knowledge ground portion of the course.

Here are some suggestions to help keep such a student involved and participating.  This is not meant to be exhaustive or to stereotype students who have this condition.  It will vary student to student.  These are just some of the things I have done (or do) with some of my students who have ADD:

• Use the “Demonstration-Performance Method” The Aviation Instructors Handbook taught us about the 3 teaching methods.  Don’t even bother with lecture or guided discussion.  Get them hands-on as much as possible and keep your demonstration portion short…very short.  They will learn during while performing what you quickly demonstrated.
• Do not recommend a home study course. If you do, make it a home study course they do at the airport under your supervision.
• During ground training, use visual aids as much and often as possible. Even if it is simple hand drawings and model airplanes.  Students with ADD tend to benefit from the use of visual aids.
• Provide daily challenges. This will vary student to student but you’ll have to work harder to motivate ADD students to participate.  “See if you can get a 95% on this chapter’s test.”
• For younger students, provide constant supervision. If you leave them alone to study while you work on updating your logbook (or blog) they will not be studying when you return and might appear frustrated that they are not learning the concepts.
• Stop the discussion and ask questions.  To keep this student involved in the lesson and tuned in, it will be necessary to ask questions often.  Not just to rephrase what has been discussed but for you to ask questions in a truly meaningful way so that the student has to think and prepare an answer.  If they know a question is coming, they are less likely to drift off.
• Don’t let the student give a “rote” answer. Sometimes a rote answer is easy for a ADD student to respond with but they don’t really understand the concept.  Grill them a little deeper to make sure they understand what is going on.
• Provide real world examples.  For example, when it comes to weather, print out current weather reports and forecasts and have them read back the current and forecasted weather.
• Focus on correlation. From the example above you can use that lesson to correlate the time zone lesson with the aviation weather chapter.
• Be prepared for “accelerated” training. You can (and should) introduce advanced concepts early.  Let this student work the radios, even if it is just the second lesson.  ADD students will tend to catch on to concepts very early and will enjoy the challenge.
• Let the student fly as much as possible. While they are flying, even if it is just enroute to the practice area, provide a challenge.  “See if you can keep the altitude within 50 feet out to the practice area.”
• Keep the briefs short. I would conduct pre-briefs and post-briefs just like any other student but much shorter.  Get to the point and get flying.
• Make sure they understand “fitness for flight.” I’ve had a student call me and say, “I didn’t take my medicine.  It won’t be a good day for ground school”  That is fine with me.  No reason to waste my time or theirs when no new material will be absorbed.
• Stress the use of checklists and procedures guides. You can pre-brief how to do a slow flight maneuver but make them write out the procedures and then reference that procedure guide in the airplane.

Again, this list is in no way exhaustive.   Every student’s needs and ADD severity will be highly unique.  The idea is simply to keep them interested. The other side of this coin is of course, your student may not be cut out for flying.  When it comes down to it, flying an aircraft does require intense concentration for long periods of time and that might prove to be too difficult for some severe cases.  As instructors, we like to think that we can teach ANYBODY to fly but we have to understand learning to fly comes with  limitations…the student has to be prepared and able (mentally, emotionally and physically) to learn.

I know this must be a difficult position for you and I hope that you can implement some of my ideas to help.  I am very interested in learning how this goes.

As always…

Fly Safe.

Here is a question I received this morning regarding required equipment for over water flights:

I’d like to fly to the Florida Keys. Of course, we all know the FAR about flying high enough to get to land power off. I can’t find the rule about flying over water and what the requirements are for equipment. Can you help? I did find a bit about it in the ATP section but what applies to private? I know people fly it all the time and just want to be on the right side of this. Thanks.

Thanks for the question. The funny thing is that I asked myself this exact same question this past week when preparing for an upcoming trip. I know that airline and charter operations are governed by regulations in 14 CFR 121 and 135. But where do the regulations say specficially what equipment is required to be on board for overwater flights for flights operated under 14 CFR 91?

The two most common quoted regulations for over water equipment requirements are 91.205 and 91.509. 91.205 states that:

If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and…at least one pyrotechnic signaling device.

91.509 which is titled, “Survival equipment for overwater operations.” has similar requirements. Paragraph (a) & (b) says:

(a) No person may take off an airplane for a flight over water more than 50 nautical miles from the nearest shore unless that airplane is equipped with a life preserver or an approved flotation means for each occupant of the airplane. (b) No person may take off an airplane for flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore, whichever is less, unless it has on board the following survival equipment: (it then goes on to list the equipment)

Here’s the interesting thing though. FAR 91.205 (b) [12] applies only to “for hire” operations and FAR 91.509 falls under 14 CFR 91 subpart F which is for large (over 12,500 lb) and turbine-powered multiengine airplanes and fractional ownership programs. I am honestly having a hard time finding a federal aviation regulation that mandates any kind of required survival equipment to be on board for over water operations if you are in a small airplane (12,500 lbs or less) not operating for hire. I specified FAA reg. because I know that certain states like Alaska mandate certain survival equipment to be on board at all times. Also certain countries, like the Bahamas, mandate flotation devices to be on board for over water flights as well.

So what it is a prudent and safe pilot to do?

If the regulation requires for hire operations and turbine powered airplanes to have flotation gear than I think it would be wise to operate your aircraft in a similar manner. Although purchasing a flotation device for each passenger may seem costly, it would be a small price to pay in the unfortunate event that you would need them. If you are worried about the cost and don’t fly in an area where you would utilize them that often, you can also consider renting them. I know a lot of FBO’s in south Florida offer over water survival kits, including personal flotation devices or life rafts for rent. If you are planning a fuel stop at a particular airport I would inquire about the availability and cost of renting this equipment. If you are considering purchasing any kind of over water survival equipment, one of the go-to-places for many operators is Eastern Aero Marine out of Miami, Florida. They have been in business since 1952, so they know a thing or two about the business. You can visit their website at http://www.theraft.com. They also have developed a nice table where you can see what equipment is required to be on board for your particular operation. The required equipment table covers everything from small airplanes to transport category aircraft in an airline operation.

Again, excellent question and let me know what you decide to do. My best advice for you would be to…

Fly Safe (and prepared).

I received an outstanding question this afternoon concerning instrument approach visibility minimums from Michael.  His question went something like this:

I’m looking at the RNAV (GPS) Z Runway 31 at McNary Field in Salem, Oregon (SLE) and I can’t make sense of the minimum visibility requirements of the approach.   Why is it that the visibility requirements for the LNAV only are so low?  On this particular approach the required visibility for the LNAV only is 2400 RVR or about a 1/2 mile.  That doesn’t make any sense!  I wouldn’t be able to descend from a MDA of 940 with only 1/2 mile of visibility!  Can you help shed some light on it?

Like I said mentioned before Michael, great question.  Let’s take a look at the RNAV Z RWY 31 approach into SLE.  For those who are interested, you can view a copy of the approach plate from EchoPlate:

Maybe at some point we’ll go over the terms and definitions of this approach plate a little more throughly, but for now, I’m going to try and just answer your question about the confusing visibility requirements.

Why are the visibility requirements so low for the MDA on the LNAV only approach?

The reason is the differences in the physical location of the Missed Approach Point (MAP) between the different approach types authorized for this approach.  Take a look at the MAP for the LNAV only approach and then compare it to the MAP for the LNAV/VNAV approach.   I have highlighted in red the locations of these two different MAPs in the illustration above.  For the LNAV only, the MAP is basically the start of the runway.  If you reach this MAP without having 2400 RVR AND you don’t meet the requirements of 14 CFR 91.175 then you must begin the missed approach procedure.  For the LPV approach and the LNAV/VNAV approach, the MAP corresponds with the DA which is most likely going to be physically further from the runway thus the higher visibility requirements.

Now you bring up an interesting point about the practicality of this approach.  Let’s say you are at a MDA of 940 and suddenly you have the airport environment and the required min. visibility, so you should “chop and drop” in right?  Well, let’s read 91.175 again.  14 CFR 91.175 says that in order to operate below MDA you have to be:

In a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers

So it may very well be that you have the required visibility before the MAP and you still have to execute a missed approach simply because you are not in a condition that you’ll be able to make it to the runway surface using safe and normal maneuvers.

I hope this clarifies things for you Michael.  If you have any other questions, feel free to comment on the this post and I’ll do my best to find an answer for you.

If anyone else has questions about the terms used in this explanation, feel free to ask me a question about which term you are confused about.

Thanks again for your question and ….

Fly Safe!

Here is a flight training question from Frank:

Recently forced to retire from an airline career due to age 60; had 22 years of military flying before that, including appx 1500 hours of instuctor time in various military aircraft.
Do you know if the FAA has changed their rules to allow the military instructor time to count toward a CFI rating? Am going to pick up the CFI, but it would be nice to cut the program down some if the FAA gives credit for the instruction time.

Hi Frank, great question.

The federal regulations dealing with flight instructor certification are listed in subpart H of 14 CFR 61.  When you read through the requirements for becoming a flight instructor, the only flight experience requirement listed is that you have 15 hours of PIC in the category and class you are going to instruct in.  The other requirements to becomming a CFI, according to 14 CFR 61.183 are:

• 18 years of age (you meet that one!)
• Read and write English (check)
• Commercial or ATP pilot (not a problem)
• Instrument Rating (you have it)
• Logbook endorsement for a written test on the fundamentals of instruction.
• Pass the aforementioned written test (the only way out of this written test is if you are already a flight or ground instructor, have a teaching certificate or you are employed as a teacher at an accredited college or university).
• Logbook endorsement saying you are competent and have instructional proficiency in stalls awareness and spins (entry and recovery)
• Logbook endorsement for the practical test
• Pass the required practical test

The other regulation that may apply here (because you are an ex-military pilot) is FAR 61.73 which allows you to take your military certificates and apply for the FAA equivalent of those certificates.  However, that is limited to the commercial pilot certificate, instrument rating and any other category and class ratings you may have as a military pilot.  There is nothing mentioned in this regulation about applying military flight instructor experience to apply for a FAA flight instructor certificate.  I can only guess at the FAA’s reasoning behind this, but I would think it has to do with the vast differences in the training mindset and cultural environment between military and civilian flight training.

I think your making a great decision to become a flight instructor.  General aviation needs flight instructors, especially those with experience and wisdom that a lifetime of career flying brings.  With a little bit of searching, you can find a job that pays pretty well too.  Granted not as much as you were making at the airlines but you won’t go hungry.

Thanks again for your question and….

Fly Safe.