Myself I have a completely civilian background which stated with a UK private helicopter licence. Then nearly eight years ago got myself a 'J1' visa for the US and went to get the commercial/instrument CFI, CFII licences. Found a job at a different flight school and then instructed for 18 months.. .. .At this school we also did flight tours in a turbine helicopoter so at about 1000 hours the boss transitioned me and off I went in that aircraft. Its amazing how all of a sudden you become willing to sell that aircraft to customers when you are flying it!!! <img border="0" title="" alt="[Wink]" src="wink.gif" /> . .. .My next step was a US ATPL(H) and then look for my next move. I found a short term co-pilot position , offshore oil support, on the other side of the world and jumped at it. Two months later I had the grand total of 100 hours of twin turbine hours and was unemployed. . .. .But I now had 100 hours single turbine and 100 twin turbine hours so I was 'above' instructing and spent the next couple of months unemployed. My licences were now two years old and I had about 1500 hours total.. .. .I managed to get a position flying tours and was given a transition by the company into their aircraft. It was a seasonal job and went about flying as much as I was rostered for. I had two months left of the summer contract when I was called by the company that I had worked the short term contract for. I quit flying tours and headed back to offshore oil support. . .. .That was nearly 5 years ago. I have since been transitioned into all the company aircraft, twin and singles. And grown from a Co-pilot into a Captain. . .. .It's 7 years since I finished my licences and I have 3900 helicopter time with a grand total of 4 hours fixed wing..... This year I have completed my UK ATPL(H) and now have three ATPL licences two with instrument, guess which one is without.. .. .Enough about me, your question what to do with a brand new licence. Well in the UK I am not the best person to ask that question (maybe Whirlybird is better but she's looking so might not be so willing) as I didn't go that route. . .. .I do know that last year, CHC Scotia took on about 60 pilots. And seriously struggled to get persons with any kind of experience. Meaning that a large percentage had brand new tickets. These all got UK instrument and type training and will be bonded for between 24-36 months for about 50K.. .. .I think it was the year before last that Bristows sent a few guys off at their expense to get all licences and then lost a contract. They were picked up by Scotia. CHC Ireland have this year put a 600 hour guy through instrument and type training. The North Sea companies are telling everyone that they are only taking on people with instrument tickets which is true up to a point, the odd one keeps slipping into Cabair. CHC Ireland currently have a couple of guys doing helicopter instrument course at Cabair.... company expense. Bristow Helicopters (5 year bond) also have guys currently instrument training at Norwich.. .. .If you don't fancy instructing or can't get into the North Sea or it isn't your wish to go there. Then maybe starting with tours of some discription. Robinson has helped so many with a four seater piston helicopter, the R44. Perfect for a tour aircraft. I know of a guy who's first 1000 was flying tours in a Bell 47. . .. .Others that didn't pick up an instructor ticket went the tuna boat route. The aircraft get stationed on the boat and go spotting every day. Find a school and steer the boat to it. The faster you find the fish the quicker you will be back to dry land. Normally 5-6 hours flying a day. Very big hour builder and a fairly good wage as you get a percentage of the catch. If anyone is interested try your local supermarket and start backward from the tin. Most of the companies have their phone numbers on them!!!. .. .I have heard of low time guys doing seismic work in recip helicopters. Down under all the cattle mustering is done from R22's. Crop spraying has also been know to be done by low time guys. . .. .I will admit hardest part is working a route out to your first 1000 hours. In the UK it is harder than overseas as the weather can be so bad to just stagnate your hour building. The only thing on your side in the UK is that the instructors get so much more money per hour. I did find in the US that weather kept the airplanes on the ground and the helicopter instructors kept working!!!. .. .Then transition into turbine aircraft. Hopefully at someone elses expense. Then deciding which direction to go. Offshore, Heavy Lift, Tours, EMS, Police or any other of the specialized areas that helicopters operate in.. .. .Companies are really struggling to get people with the right kind of experience and are only too willing to give some kind of training but the bean counters are trying to keep it down to as little as possible. But in the time I have been here we have trained 6 other guys with 1000-2000 hours of mostly piston time, each have gone on to become Captains twin engine helicopter.. .. .Nobody said this industry was easy, fixed or rotary and I have seen a huge amount of guys waste large sums of money on training but also have friends around the world working in all sectors of the helicopter industry.. .. .Hope that helps.. .. . <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" />