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in a helicopter that needs a co-pilot.
Actually, the phrase is "demonstrate
your proficiency", so it can be done
in an approved simulator. The catch
is that there are only two helicopters
that always need two pilots, the
Sikorsky S61 (and S-92) or the Super
Puma, though you could also count
the S-76 or similar when IFR –
apparently, as long as the flight
manual carries the magic words
“requires two pilots” somewhere
inside it, that will do.
Talking of Canada, there are certain
peculiarities to the industry there
that make it interesting to someone
from Europe (however, some of the
remarks below could apply to other
very large countries with few roads).
One of the first things you will have
to get used to is distance—it's quite
possible, for example, to fly the
equivalent distance from London to
Manchester (that is, halfway up the
country) and not see a soul. It's for
this reason that companies operating
in such areas have fuel caches, and a
pump and water detection kit which
always stays with the machine,
despite how tempting it is to make
room for baggage. These caches are
refilled at regular intervals and it's
part of a pilot's responsibility to
report the contents back to base on
the regular daily check, which is
typically done in the late afternoon.
Actually, position reports are done
(with HF or satphone) every hour or
so, just to make sure you're still
around, as the Ops Manager must
know where you are for legal
reasons, but the daily report is also
for scheduling purposes, namely to
tell you what you're doing the next
day (and you thought you were going
home!). It’s generally OK to use fuel
from another company’s cache, but
it’s considered good manners not to
do it too often, or to use too much,
and to leave a note somewhere as to
how much you’ve taken and to let
them know about it as soon as
possible, and replace it.
Then there is the job, which could
be anything from the usual delivery
of passengers, and waiting around,
through long-lining fuel drums and
assorted mining equipment into
strange positions, to dropping grass
seed from a giant hopper over areas
that oil companies have dug up to
lay pipeline and want to have
looking normal again, not to
mention fire bombing and support.
In many cases, you will find that
some customers have as much of an
idea how to operate a helicopter as
you do, if not more, and will have a
considerable input into the type of
work you do.
Heliskiing is popular, too, with lots
of short trips in the mountains, and
the added attraction of trying to land
on postage stamps and what look
like very rudimentary landing stages
made out of logs, which can only be
8 The Helicopter Pilot’s Handbook
approached from one direction,
regardless of the wind. It doesn’t
help to look down!
So, the work is definitely not boring,
but an extra twist is doing it all by
yourself, which is not actually for
commercial reasons—you will be
typically taking equipment into
places that ground crews can't get to
anyway, and, in the Arctic, you can't
risk leaving a team on the ground
while you go away with a load in
case you don't get back. The fact
that it's cheaper in terms of
manpower is a hidden bonus for the
company. Being in remote areas,
other aspects also come into play—
for example, you need a police
certificate to carry firearms, because
you may need it if you come across a
bear by surprise – a polar bear will
trash a helicopter in very short order.
European pilots (well, military ones,
at least) have it drummed into them
throughout their training that they
shouldn't fly over trees with one
engine. However, in many areas, all
you can see for miles around is—
trees! Under these circumstances you
rapidly learn to trust your engine,
and be nice to the engineers who
look after it. You also learn to take
extra care over preflights, and start
doing afterflights more often, where
oil leaks are more obvious, and there
won’t be time to fix things in the
morning. You will also be taught
elementary servicing tasks, such as
removing the battery and changing
the odd bulb, and 50-hour checks.
Duty Hours are longer, too. Again,
this is not necessarily to make slaves
of the pilots but to ensure that the
maximum benefit is obtained from a
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The Helicopter Pilot’s Handbook(6)
