>>1844428>But this semester I'm gonna have a lot of students so I can hopefully have a class next summer some time
When i first started teaching I was really unoptimized. You can get alot more hours if you get the butts in the seats as fast as possible. Tell your students to show up 15-20 minutes early and just get everything done. Once they're proficient at pre-flight with the checklist start using it as an actual checklist, I.E. show them a faster flow to get it done and just check their work with the list. Get the oil pumping as soon as you can and get the plane back as late as you can without being late.
If you can even get .2 or .3 more than you normally would over a week that's 3-5 hours extra assuming just 3 flights a day in a 5 day work week.>I almost have 600 hours but still need a lot of cross and night time. Some multi as well.
XC is really hard to build as a CFI. My CFI told me I had to do all the XC PIC building for instrument with him, and I trusted him. Unless you're interested in making that kind of lasting memory on these students that will undoubtedly remember you for the rest of their lives, do what I did and find a side gig for the XC.
I ferry flew, did some contract aerial survey, etc. When I had 850 hours I already had the XC time met. Keep an eye on your progress with it cause you don't want to be the guy with 1500 hours but missing alot of night or XC.
For multi, most of us had to just bite the bullet and rent 25 hours. Some people get lucky and find good connections but unless you know someone just get the minimum, airlines will hire you.>>1844431
Atlas air operates alot of 747's. They will hire you with less than a year of 121 experience. I have no idea of their work environment or pay, but once you have the type in hand and a few years experience under your belt you can always move to a cargo operator like UPS long term. If you show up with a 747 type rating they'll just stick you right seat.