The International Airline Pilots Association (IFALPA) was established more than 50 years ago. Consequently, a tool for the purpose of exchanging information should be available for many of us.
Status Europe:
The vast majority of pilots flying in the North Sea as well as SAR in Ireland are members of their respective national pilots associations. The membership percentage for line pilots is at or above the 90 % mark.
Bond offshore, which seems to be less than friendly towards pilot unions might possibly have a lower percentage og BALPA members.
All 5 pilot unions in companies owned by CHC are members of CHC Pilots Association - CHCPA. This includes
* CHC Denmark
* CHC Ireland
* CHC Netherlands
* CHC Helikopter Service AS
* CHC Scotia.
Status US: The pilots of AirLog, PHI, LSSI at Fort Rucker, Air Methods are members of a national labour organization named Office and Professional Employees International union - OPEIU, as well as the Professional Helicopter Pilots Association - PHPA.
PHPA also accepts as members individual pilots, worldwide. Check out their web site:
http://www.autorotate.org.
Pilot representatives from all countries communicate informally to stay updated. We cooperate on a formal level through the IFALPA Helicopter Committee.
Information regarding terms and conditions has been made available to a certain degree, enabling the pilot unions to create realistic benchmark targets to pursue.
As far as flying in Africa, I'm sure it has it's charm. To most of us it would seem like an exotic theatre of operations. Of course, at the end of the day the bills have to be paid, creature comfort has to be ok, the safety net of pensions and insurance coverage has to be acceptable. The fun factor deteriorates considerabley if the needs of your family is not met.
Here's a few comment related to this:
* Remuneration levels for pilots flying in Africa for Britows and CHC seem to be lower than the European average for flying medium and heavy aircraft in the petroleum industry.
* Pension and insurance coverage seem to be insufficient.
* Travel arrangements as well as rest periods following long haul travel do not seem to adequately focus on the need for a satisfactory and safe work environment.
* Accomodation: The standard seem to vary, with some sub standard alternatives.
* It would not be surprising to find numerous other items to be less than satisfactory, if viewed from a northern European perspective.
In light of the majority of the operators facing a long predicted pilot shortage, all parties seem to have a vested interest in finding common ground as far as terms and conditions are concerned.
Regards from Norway