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your prospects over other pilots with
the same hours as you, assuming that
other companies recognise the
standards. In fact, your training
background is so important that you
should pick your school carefully if
you can’t get on such a course. Make
sure whoever teaches you has
actually been out and done the job
themselves, and have maybe run
their own companies. Unfortunately,
it is possible for people to become
instructors at 200 hours and stay
there. Granted, if this wasn’t
possible, the industry wouldn’t have
nearly as many pilots as it needs, but
there are many who would prefer
that instructors have a minimum of
1000 hours before they start,
because trouble is best avoided by
not getting into it in the first place,
and you only know how to do that
with experience. You can’t teach
what you don’t know.
Many schools indicate they might
hire you once you complete your
training, but don’t include that as a
factor in your choice, as it’s generally
only those that are part of a larger
commercial organisation that can
afford to do it, and the competition
is keen. The employment situation
can change from day to day, and it
can be impossible to keep up with.
Just regard it as a bonus.
When you budget for your training,
don’t just count in the cost of your
course, but the time afterwards
going around companies to get
hired; just sending resumes is no
good at all (this could take up to
four years). Note also that you may
well need more hours than you think
– certainly, the average time taken to
pass is the PPL 67.7 hours, against a
minimum requirement of about 40.
It won't be much different for the
commercial licence.
The machine you train on often
counts, too – it took a long time for
the Robinson R22 to get accepted
over a Bell 47, and then only because
the spares ran out (the fact that the
Robbie only needs a can of oil
occasionally probably helped).
However, both are underpowered
and are good for teaching you power
management, if nothing else.
So, now I’ve painted a pessimistic
picture of your prospects (by
request, actually, from people who
have been there before you), let’s
have a look at what you need to get
your licence, then what you might
get up to after that, so you know
what you’re letting yourself in for.
First of all, though, get a Class 1
medical, because all the training in
the world will useless if you fail it.
Then do a trial lesson in a helicopter,
to see if you have the aptitude.
Otherwise, there are distinct stages
in the average pilot's career. First,
you fly single-engined piston
machines, then turbine ones, then
multis, then you might go IFR (in
fixed wing, you go multi, IFR, then
turbine). Along the way, you pick up
specialist stuff like longlining, and by
the time you retire you finally have
enough qualifications to get a job.
4 The Helicopter Pilot’s Handbook
Further Reading
· The Private Helicopter Pilot's Guide
by Steve Sparrow
· The Art & Science of Flying
Helicopters by Shawn Coyle (and
the sequel)
· Chickenhawk by Robert Mason
Qualifications
These are sometimes dictated by the
insurance company, customers (like
oil companies with their own safety
departments), or Personnel, who
mostly don't have a clue.
There are generally two grades of
licence that entitle you to earn
money as a pilot, the Commercial
Pilot's Licence (CPL) and the Airline
Transport Pilot's Licence (ATPL).
The CPL covers you for command
of light helicopters, say, up to 5700
kg. You can't have one until a certain
age, but you can take the exams
beforehand—sometimes up to a year
ahead. Your flight training will
include the usual mix of night,
instrument, dual, cross-country, etc.,
and ground training will cover
Principles of Flight, Air Law,
Meteorology and some technical
stuff, and you may get credit for
previous experience, such as
aeroplane licences, military wings,
and the like (because regulations
change, check the details elsewhere).
You get an ATPL when you are
much older and get a lot more hours
under your belt. It covers you for
command on anything, subject to
type rating. In some countries, you
can just get the hours and take the
exams (USA). In others, you also
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The Helicopter Pilot’s Handbook(4)
