CHC Global
Join Date: Dec 2005
Location: Vancouver
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ICAO, FAA, JAA, all nonsense. As everybody knows there is only one standard and that is the Canadian maple leaf. We took over a rubbish, money-losing European company and have now improved standards tremendously. Everybody knows and can see that standards in Nigeria have improved 500% since we took over. No more rubbish about needing proper conversions or things taking months right? Now we have pilots on line in days because if they meet the Canadian standard they already exceed every other known standard right? It's just do some antsy little air law exam, learn how to make the lousy radio calls and get on with the job. After all, we have to send people for a solid 2 or 3 weks of groundschool to get a Canadian ATPL(H), so that tells you something straight away right?
The S76 is the right aircraft for the job, except where the world-beating AW139 is the aircraft for the job. How do we know that? Because we say it is right? We're the world's largest helicopter company right? We didn't get where we are today by being wrong right? we're just gonna carry on with our superb values, drink the milkshakes, take the maple syrup on our icecream and just let everyone know that the right way is what we say it is because we have the right to say it because we're always right, right? Awwwww.......right!
The S76 is the right aircraft for the job, except where the world-beating AW139 is the aircraft for the job. How do we know that? Because we say it is right? We're the world's largest helicopter company right? We didn't get where we are today by being wrong right? we're just gonna carry on with our superb values, drink the milkshakes, take the maple syrup on our icecream and just let everyone know that the right way is what we say it is because we have the right to say it because we're always right, right? Awwwww.......right!
Join Date: Nov 2004
Location: USA
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Flying Bajan
You may not like the humor, but don't totally ignore posts like the one above. If you read between the lines there's more than a little truth in those words.
Building 76 time with Helijet probably isn't an option for you as a non- Canadian. Your best bet might be a year or 2 in the GOM to try to pick up some offshore experience and time on a relevant type.
You may not like the humor, but don't totally ignore posts like the one above. If you read between the lines there's more than a little truth in those words.
Building 76 time with Helijet probably isn't an option for you as a non- Canadian. Your best bet might be a year or 2 in the GOM to try to pick up some offshore experience and time on a relevant type.
Join Date: Sep 2002
Location: In Between Places
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bell4can - I know of the partnership CHC has with Helijet, but that is only good to you if you have your Canadian CPL, with IR and have the ATPL exams written. I have had friends go the Helijet route as well, but as FlyingBajan only has FAA ratings this option is no good to him, unless he wants to fork out the cash for the Canadian licenses and have the legal ability to work in Canada. Also, you dont work for CHC when they place you with Helijet for building your twin time, you work for Helijet, and would be on the Helijet pay roll, which is not very much. Since you have to be able to legally work in Canada to work for Helijet before going to CHC, and like a lot of people are learning these days, sponsorship is a viable option for getting to work in Canada, however Helijet is not allowed to sponsor foreign piots as they do not meet the requirements for HRSDC.
As far as the Bristow route, I would say once you have your ATPL you would have a pretty good chance working with them globally. Good luck either way.
As far as the Bristow route, I would say once you have your ATPL you would have a pretty good chance working with them globally. Good luck either way.
Join Date: Dec 2006
Location: Here and there...
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FB,
It is the same as any other company that is hiring, ie, the people that have the required qualifications (ratings, hours IFR etc etc) get first preference to the ones who don't.
It is only difficult to get in if you do not meet the initial requirements.
UL
It is the same as any other company that is hiring, ie, the people that have the required qualifications (ratings, hours IFR etc etc) get first preference to the ones who don't.
It is only difficult to get in if you do not meet the initial requirements.
UL
Join Date: Sep 2007
Location: USA
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Chc Global
Hello all:
My first time here.Great website and forum.
I have 4300 tt,1350 twin(Seakings and BO105) an FAA ATP,valid passport and Navy experience.However, I haven't heard a word from CHC since I filled out their on line application.They send me e-mails to update my resume, which I do, on a regular basis.But no response yet.I guess the time in type (S76, AS365,et.al.) might be the clincher.Also, there might be a slight Canadian bias to all things USA.I hope I am wrong on this but that is what the impression is south of the Canadian border.
Cheers,
Alt3.
My first time here.Great website and forum.
I have 4300 tt,1350 twin(Seakings and BO105) an FAA ATP,valid passport and Navy experience.However, I haven't heard a word from CHC since I filled out their on line application.They send me e-mails to update my resume, which I do, on a regular basis.But no response yet.I guess the time in type (S76, AS365,et.al.) might be the clincher.Also, there might be a slight Canadian bias to all things USA.I hope I am wrong on this but that is what the impression is south of the Canadian border.
Cheers,
Alt3.
Join Date: Jun 2007
Location: Nigeria
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I can see the problems as time on useful types (the 61 is being phased out wherever possible) and licencing.
I have seen others with the FAA ATPL have trouble overseas due to a lack of type endorsements. The US does not use type endorsements for all helicopter types and this has caused troubles getting licences converted.
1350 twin doesn't meet most captaincy requirements and copilot expat positions are hard to come by. The Helijet option has been discussed.
You didn't mention multi-PIC, another hurdle.
I have seen others with the FAA ATPL have trouble overseas due to a lack of type endorsements. The US does not use type endorsements for all helicopter types and this has caused troubles getting licences converted.
1350 twin doesn't meet most captaincy requirements and copilot expat positions are hard to come by. The Helijet option has been discussed.
You didn't mention multi-PIC, another hurdle.
Join Date: Jul 2001
Location: ...in view of the 'Southern Cross' ...
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CHCmanagement ......
Errrrrr ........ you wouldn't happen to have a close relative working in management for a company in the middle east would you???????
Errrrrr ........ you wouldn't happen to have a close relative working in management for a company in the middle east would you???????
Join Date: Jul 2006
Location: Jankara
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Helijet and CHC .......... hmmmmmmm. Remember the ex- Helijet pilot who came out from Helijet to Nigeria last year, but never returned from his differences course at FSI? Maybe he'd have been better off staying in Nigeria if he wanted to pass everything? 
Join Date: Sep 2007
Location: USA
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Swamp76:
Going by what is on their website I seem to meet co-pilot requirements.You may be right in saying that ex-pat positions are hard to come by.My point is, on the one hand they seem to be short of pilots,on the other hand they have a lot of FAA ATP guys sitting around with adequate experience but are reluctant to hire them.As for the time in type issue:there is no way anyone on this board will have a tough time converting to another type, even the S76.After all , we are not talking spring chickens here.The simple fact is that the FAA license has validity in all countries except those that are of the Commonwealth.So be it Canada or Australia or the UK, you are out of luck with an FAA ticket.
Alt3.
P.S.I have 1100 hours PIC in twins.
Going by what is on their website I seem to meet co-pilot requirements.You may be right in saying that ex-pat positions are hard to come by.My point is, on the one hand they seem to be short of pilots,on the other hand they have a lot of FAA ATP guys sitting around with adequate experience but are reluctant to hire them.As for the time in type issue:there is no way anyone on this board will have a tough time converting to another type, even the S76.After all , we are not talking spring chickens here.The simple fact is that the FAA license has validity in all countries except those that are of the Commonwealth.So be it Canada or Australia or the UK, you are out of luck with an FAA ticket.
Alt3.
P.S.I have 1100 hours PIC in twins.
Join Date: Jun 2007
Location: Nigeria
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Ability has nothing to do with it, this is the oil business. It doesn't matter if you can convert to type. We just converted to new aircraft on this contract and had to have 50 hours on type to fly revenue. Same job, same base, same people, but 50 hours of trg/non-rev req'd. A new-hire PIC would need even more.
Time in type is a contactual requirement, that's all.
When converting an FAA ATPL to a licence that uses type endorsements, you need some paperwork that proves you have a type endorsement or equivalent thereof. A buddy of mine in Nigeria needed to dig up an old Saudi licence he hadn't used in a decade. It had the type endorsement on it, his current FAA licence didn't. Without it he was hooped.
Again, it is the oil business tied up in international aviation bureaucracy. Check all common sense at the door.
It's always easier to know the nature of your enemy. If you really want a job with CHC, call them. Be persistent, research where they operate, which base best suits you, all the rest.
Personally, I've never just sat and waited for the autoreply.
Time in type is a contactual requirement, that's all.
When converting an FAA ATPL to a licence that uses type endorsements, you need some paperwork that proves you have a type endorsement or equivalent thereof. A buddy of mine in Nigeria needed to dig up an old Saudi licence he hadn't used in a decade. It had the type endorsement on it, his current FAA licence didn't. Without it he was hooped.
Again, it is the oil business tied up in international aviation bureaucracy. Check all common sense at the door.
It's always easier to know the nature of your enemy. If you really want a job with CHC, call them. Be persistent, research where they operate, which base best suits you, all the rest.
Personally, I've never just sat and waited for the autoreply.
Join Date: Feb 2007
Location: Canada
Age: 60
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Certain criteria that eliminates potential employees may not be published on the CHC website because their clients (oil companies) may dictate other criteria that may be discriminatory. For example, a friend of mine had put his resume in, CHC promptly asked for his hours and a passport photo. CHC replied back to him within a week thanking him for considering CHC, but at this time he was not required. After a few emails to determine why, the simple fact came back that because my colleague was 59, he was deemed too old by the client's requirement. It is not a CHC policy, but rather a client issue. CHC complies with their client's wishes. I don't think age should have been a factor, but ultimately the insurance companies have there say. Anyway, there may be other reasons that may eliminate a pilot from flying for CHC, this is only one that I have heard of, and I can't go on record for confirming this.
Join Date: Nov 2006
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CHC Global
Hi Guys and Girls,
I'm looking for some contact details for CHC Global. Anyone out there have an email address that pilots can send their CV's to?
Any large scale recruitment going on in Global at the moment? I hear there's big new contracts in Nigeria and Thailand...
HLP
I'm looking for some contact details for CHC Global. Anyone out there have an email address that pilots can send their CV's to?
Any large scale recruitment going on in Global at the moment? I hear there's big new contracts in Nigeria and Thailand...
HLP
Nigeria or Thailand?????? Gosh but that is a hard choice to make!
Join Date: May 2008
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try this. www.chc.ca/employment_global.php
best wishes
best wishes
Join Date: Feb 2004
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There may be big new contracts in Nigeria, but as a result of its present bust up with Nigerian partner Aero Contractors, it's quite likely it will have no presence in Nigeria within a matter of months. CHC is imploding worldwide
Join Date: Mar 2005
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Hi all,
Try [email protected] she is the HR bod.
Heard that they dont have any positions at the moment. I think they might be waiting to see what happens in Nigeria.
Hope it helps
Cheers,
L'
Try [email protected] she is the HR bod.
Heard that they dont have any positions at the moment. I think they might be waiting to see what happens in Nigeria.
Hope it helps
Cheers,
L'