Helicopter Jobs 2023

[212man]

A small offshore operator in Romania is looking for EC155 pilots (but will take 365 N3 too and give a differences course). Basic requirements are:

EASA ATPL(H)
- Total hours as a minimum: 2500 FH
- Total hours as PIC: 1500 FH
- Total hours on 155: min 100
- O&G Experience

The operation is based in Constanta, with a 4 weeks on 4 weeks off rotation. Attractive accommodation provided - modern 1 bedroom apartment on beach front.

PM me if interested, for details.

[hargreaves99]

this job, again?

https://helijobs.net/2021/12/eoi-ec155-offshore-captains-copilots-romania-3/

[212man]

this job, again?

https://helijobs.net/2021/12/eoi-ec155-offshore-captains-copilots-romania-3/
yes indeed. 2-3 slots

[SKH1]

Silver King Helicopters DoM (Director of Maintenance) Position.

Silver King Helicopters (SKH), based in Smithers BC, is seeking applicants for a DoM position. We currently operate a fleet of 10 AS350 Helicopters in the utility market, supporting several industries in Northwestern BC, including mineral exploration and heli-ski operations. SKH has been serving Northwestern BC since 2011 and has built a reputation on providing high quality service to its clients. The successful applicant will have a lengthy transition option into the position, excellent pay, and a flexible work schedule.

AS350 experience is an asset. This position will require the candidates to relocate to the Smithers area. Candidates will need to meet the following requirements outlined in the company’s MCM:

- Hold an AME License with M1 and / or M2 ratings

- Minimum six years of experience either performing or supervising helicopter maintenance; six months of which has been within the preceding two years,

- pass the Transport Canada PRM interview.

If interested please reach out to Ryan Hinds for more information. [email protected] / ph: 250.847.1989.

[212man]

For the member that PM'd me, that lives in Cannes and user name ends in 6, I cannot reply as you are new (I think - it says your inbox is full but, as you joined today, I doubt it!) e-mail me your CV at [email protected].

[VEMD]

A small offshore operator in Romania is looking for EC155 pilots (but will take 365 N3 too and give a differences course). Basic requirements are:

EASA ATPL(H)
- Total hours as a minimum: 2500 FH
- Total hours as PIC: 1500 FH
- Total hours on 155: min 100
- O&G Experience

The operation is based in Constanta, with a 4 weeks on 4 weeks off rotation. Attractive accommodation provided - modern 1 bedroom apartment on beach front.

PM me if interested, for details.
Vega Offshore is well known for not paying salaries and when they pay it is never on time.

[212man]

Vega Offshore is well known for not paying salaries and when they pay it is never on time.
Not an issue that I have heard discussed (or experienced)

[feathering tickles]

Helicentre.com are advertising on social media for an FI and Line Pilot based at Manchester & Liverpool.

[helicrazi]

I hear NHV are looking for Captains & Copilots for Aberdeen

[Variable Load]

I hear NHV are looking for Captains & Copilots for Aberdeen

I hear that almost every week :E

[MightyGem]

NPAS looking for pilots.
https://westyorkshirepolice.tal.net/vx/mobile-0/appcentre-External/brand-0/candidate/so/pm/6/pl/1/opp/4536-XP256-NPAS-Line-Pilot-External/en-GB?fbclid=IwAR0CebiDngo3mMlYAjh7TEoJLSoa3lsAyyZ9-6Qa2JzEnWp4LDzrKTrH024

[ShyTorque]

A major stumbling block there for many might be the requirement to possess a single pilot IR.

[hargreaves99]

The IR is not an essential requirement, only a "desirable" requirement

NPAS dropped the IR as being essential in 2019

[ShyTorque]

The IR is not an essential requirement, only a "desirable" requirement

NPAS dropped the IR as being essential in 2019

That’s not what the advert says….

In order to be considered for the role you must have the following:

• Minimum of a UK Commercial Pilot’s Licence (Helicopter) with RT Licence and Class 1 Medical (unrestricted)

• A minimum of 1,500 hours total helicopter flying time which must include an absolute minimum of 50 hours flying at night, including 20 hours PIC at night, 500 hours PIC overland under VMC and a single pilot helicopter Instrument Rating. You must also be able to evidence significant overland experience in a comparable operating environment. Those applications that do not meet the above requirements will not be progressed.

[hargreaves99]

from the role profile PDF....
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/1256x710/screen_shot_2023_03_13_at_15_16_22_2cabf40150b2e800b0cda5b34 4b5a3943dce7280.png

[ShyTorque]

But that isn’t what the advert suggests. It says “must include” an SPIR.

What they actually do need should be clarified.

[212man]

But that isn’t what the advert suggests. It says “must include” an SPIR.

What they actually do need should be clarified.
It is odd that they put it in the experience requirements bullet, and not the qualifications requirements in the first bullet

[hargreaves99]

NPAS dropped the IR requirement in 2019 as they could not attract any applicants. They still struggle to recruit. They strongly prefer ex-mil people, most civvy people that join leave after a year or so.

[Hughes500]

why do you need a SPIR for what is essentially a VFR job. If the cloud is that low one cant fly VFR then not sure one is going to be chasing anyone . I realise the weather can change before one gets hot under the collar

[Bravo73]

why do you need a SPIR for what is essentially a VFR job. If the cloud is that low one cant fly VFR then not sure one is going to be chasing anyone . I realise the weather can change before one gets hot under the collar

In order to fly the 2hrs+ across the country to get to a job? Or, maybe, to recover back to base after being 2hrs too late getting to a job?

[ShyTorque]

I’d say that probably sums it up! ;)

[Hughes500]

Bravo but does the heli have the fuel to fly 2 hours with IFR reserves ?

[Bravo73]

Bravo but does the heli have the fuel to fly 2 hours with IFR reserves ?

I imagine that an EC45 could do that (and more), if it wished.

But, no, it would be little point to fly 2hrs to then fly an ILS. Not many baddies hang out at the end of an ILS.

[SilsoeSid]

Not many baddies hang out at the end of an ILS.
Not been to Birmingham then! :ok:
Sheldon Country Park m/bike pursuits were an absolute blast… or so someone told me :oh:​​​​​​​

[Thud_and_Blunder]

Plus 1 to SilsoeSid's post - my very first solo task as a civ pilot was a 50+ minute pursuit (stolen estate car, oldest occupant 15, driver 13..) right underneath the ILS to 15 at Brum in marginal-limit VFR. As a side-note, the driver had already finished his youth custody before I left 2 years later, and was arrested again almost immediately afterward for virtually identical behaviour.

[heliboy999]

NPAS dropped the IR requirement in 2019 as they could not attract any applicants. They still struggle to recruit. They strongly prefer ex-mil people, most civvy people that join leave after a year or so.

I strongly disagree. There are many "Civvy" pilots in NPAS at the moment and most of those have been there for years.
A few have not made it through training as well as some Ex Mil pilots.

The biggest hurdle for a lot of Non Military and on-shore applicants is the Night hours requirement. Some High hour HEMS pilots have very little night hours.
That's starting to change now with NVG and Multi crew ops but there are still a lot of suitable pilots without the necessary night hours to get in the door.

[MightyGem]

In order to fly the 2hrs+ across the country to get to a job?
And once at the job, how do you let down to VMC? IR not required and those that got one(paid for by NPAS when the requirement came out) had problems keeping it current.

[feathering tickles]

https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/1217x1723/9a40ffac_a881_4ae0_a352_bab2a644a3af_8e9ee62a61b2d2d27195ca9 815cc9fb4f1ec477a.jpeg

[EESDL]

Well done you for bringing it back to thread

[hargreaves99]

What's going on at Helicente Leicester? They have at least 4 vacancies for various roles

[feathering tickles]

https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/1220x1736/153920dd_41c9_451a_a2f6_6d7ad82265fa_11f590a98072ad2ebfbed54 f24ee934a62cf2a6a.jpeg
Helicentre Manchester (UK) are looking for a FI(H). They are a very busy school. They tell me there’s good prospects for the right applicant to progress into AOC flying.

[Medevac999]

I see GH are advertising again in Doha. Anyone have a update on working conditions there?

[feathering tickles]

https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/1220x2000/2ef7e634_aa87_4874_b997_913662a2df86_b7a759ae8a180eeea0d511e 11b83b1de86f7622a.jpeg
Helicentre Manchester & Liverpool has expanded it’s training fleet and is recruiting an Instructor and Line Pilot.

[hargreaves99]

NPAS hiring again

https://helijobs.net/2023/07/ec135-145-nvis-police-pilots-england-2/

a single pilot IR is needed now.

[Jacen]

AS355NP Flight Instructor Required

Looking for a experienced instructor on AS355NP to give ground school and flight training. All transportation and accommodation will be provided to and from the facilities. This is initially a once off requirement but could lead to yearly recurrent training. Due to the nature of the operation highly experienced instructors on type would be preferable.

Please PM for further details, daily S&T will be discussed.

[MightyGem]

a single pilot IR is needed now.
They can't seem to make their minds up about that.

[ChoppaHick]

A small offshore operator in Romania is looking for EC155 pilots (but will take 365 N3 too and give a differences course). Basic requirements are:

EASA ATPL(H)
- Total hours as a minimum: 2500 FH
- Total hours as PIC: 1500 FH
- Total hours on 155: min 100
- O&G Experience

The operation is based in Constanta, with a 4 weeks on 4 weeks off rotation. Attractive accommodation provided - modern 1 bedroom apartment on beach front.

PM me if interested, for details.

Hello, I would be very interested in this position and I can start immediately.
I hold and EASA ATPL H IR and I've also been typed and have experience in the EC155.

please contact me via email [email protected] or by phone +41 76 522 5518

Thank you,
Christopher

[Cabby]

They can't seem to make their minds up about that.

Wonder how many NPAS pilots are approaching their 60th birthday?

[212man]

Hello, I would be very interested in this position and I can start immediately.
I hold and EASA ATPL H IR and I've also been typed and have experience in the EC155.

please contact me via email [email protected] or by phone +41 76 522 5518

Thank you,
Christopher
I’ll WhatsApp you…..

[Cleavage]

They can't seem to make their minds up about that.

Seems they can't make up their mind even while posting the advert, as the job description varies between that on Helijobs and that on the actual NPAS website:

...500 hours PIC overland under VMC and a single pilot helicopter Instrument Rating... Helijobs website

...500 hours PIC overland under VMC and significant low flying experience. You will also need to demonstrate instrument flying experience.... NPAS website

The NPAS website also suggests they are reviewing the minimum 1500hrs down to 1000hrs

​​​​​​​

[hargreaves99]

I really don't know why they bother with all the HR, interviewing and advertising stuff, it would be much easier for everyone if they just had an arrangement with the uk military to take ex-mil pilots, as that is what they really want.

[ShyTorque]

And once at the job, how do you let down to VMC? IR not required and those that got one(paid for by NPAS when the requirement came out) had problems keeping it current.

I’m sure you recall that the requirement for instrument flying for police helicopter pilots first came to the forefront in the aftermath of the tragic Husband’s Bosworth accident. The CAA mandated that police pilots had to demonstrate the ability to climb to safety altitude following inadvertent entry into IMC and divert for an instrument approach to an airfield. Pilots were required to fly an instrument training trip and an ILS every month. Another requirement was for a stabilised aircraft (or a second pilot). At that time, our unit flew a floppy stick Squirrel, which obviously didn’t comply.

Letting down below to VMC from an IFR transit at a job location isn’t something that can be guaranteed. Certainly not legal in a public transport aircraft of any type if a descent below SALT is involved. This was one question I pondered over when the push to replace a large number of police helicopters with fixed wing became the fashion.

[mykolamelynk]

The NPAS website also suggests they are reviewing the minimum 1500hrs down to 1000hrs



Not for everyone. This only applies to the “more highly trained and experienced” military pilots.

For an organisation with such breadth you’d think that they would realise that both camps have mutually beneficial experience that all could learn from. Recruitment using a standardized series of flight tests monitored by independent persons might gain more fruit that the current system.

It is not a military organisation. They work with civilians. To civilian rules. In a civilian flight environment. But hey, what would us mere mortals know.

[[email protected]]

Insist on an IR and any ex-mil pilot has to fork out £20K plus to get one - don't insist on IR and take ex-mil pilots with previous procedural IF experience and the problem goes away.

How often does the weather require an IMC transit with a let down to VMC? Unless all the jobs are in the vicinity of an airport with an ILS it would seem better to remain VMC.

[ShyTorque]

Insist on an IR and any ex-mil pilot has to fork out £20K plus to get one - don't insist on IR and take ex-mil pilots with previous procedural IF experience and the problem goes away.

How often does the weather require an IMC transit with a let down to VMC? Unless all the jobs are in the vicinity of an airport with an ILS it would seem better to remain VMC.

The first is how the police aviation organisation first worked. However, the range of IF experience could vary a great deal, depending on the background of military helicopter pilots.

During my time in police aviation we weren’t allowed to transit IMC and as you say, there is no point and it’s impractical anyway. When the fixed wing were being proposed, the ability to do so was very dubiously tabled as an advantage over rotary wing aircraft. It’s total bull shine.

[[email protected]]

Difficult to think of a mil pilot who hasn't had to pass an IRT (whether procedural or not) and demonstrate competence of handling IMC way beyond that of a standard IR.

[Brutal]

CRAB@SAAvn......"Difficult to think of a MIL PILOT who hasn't had to pass an IRT (whether procedural or not) and demonstrate competence of handling IMC way beyond that of a standard IR? Not just higher standard of IMC handling Crab, but obviously higher standards than all other mere mortals........Please see below! :rolleyes:

On 24 January 1990, a Bell 206 (https://en.wikipedia.org/wiki/Bell_206) JetRanger helicopter G-EYEI covering for the unavailable Strathclyde Police (https://en.wikipedia.org/wiki/Strathclyde_Police)MBB Bo 105 (https://en.wikipedia.org/wiki/MBB_Bo_105) helicopter crashed in a snow storm (hit a block of flats)! at Eastwood Toll, Giffnock (https://en.wikipedia.org/wiki/Giffnock), Glasgow (https://en.wikipedia.org/wiki/Glasgow). One police officer observer was killed, the pilot and two other police officer observers survived

On 29 November 2013, a Eurocopter EC135 T2+ helicopter G-SPAO operated by the Police Scotland Air Support Unit (https://en.wikipedia.org/wiki/Police_Scotland) crashed (https://en.wikipedia.org/wiki/2013_Glasgow_helicopter_crash) into the roof of The Clutha Vaults pub in Glasgow City Centre. The three crew (comprising two police officer observers and one pilot) were killed along with seven people on the ground.

On 28 October 2010, a Eurocopter AS355 helicopter G-SEWP on lease to the Police Service of Northern Ireland (https://en.wikipedia.org/wiki/Police_Service_of_Northern_Ireland) crashed whilst approaching a hill top landing site. The helicopter was being used to transport officers and equipment to the site of another helicopter crash which had occurred on 23 October 2010. The four on board (three police officers and one pilot) survived with minor injuries but the aircraft was destroyed

On 17 February 2002, a Eurocopter EC135 T1 (https://en.wikipedia.org/wiki/Eurocopter_EC135) helicopter G-SPAU operated by Strathclyde Police crashed in a field at Muirkirk (https://en.wikipedia.org/wiki/Muirkirk), East Ayrshire (https://en.wikipedia.org/wiki/East_Ayrshire) whilst searching for a possible missing child. The cause of the accident was not positively identified by the Air Accidents Investigation Branch. The three crew survived the accident with a range of non life-threatening injuries

On 25 December 2001, an Agusta A109 (https://en.wikipedia.org/wiki/AgustaWestland_AW109) helicopter G-DPPH operated by Dyfed-Powys Air Support Unit (https://en.wikipedia.org/wiki/Dyfed-Powys_Police) crash landed near Cross Hands (https://en.wikipedia.org/wiki/Cross_Hands) in Carmarthenshire (https://en.wikipedia.org/wiki/Carmarthenshire) when both engines stopped due to fuel starvation. The fuel starvation resulted from a defective fuel pump and incorrect measures taken to manage cross feeding arrangements between the fuel tanks fitted to the helicopter.

On 9 October 1998, a Eurocopter AS355 (https://en.wikipedia.org/wiki/Eurocopter_AS355) Twin Squirrel helicopter G-EMAU operated by the East Midlands Air Support Unit (https://en.wikipedia.org/wiki/East_Midlands_Air_Support_Unit) crashed shortly after takeoff from its base at Sulby (https://en.wikipedia.org/wiki/Sulby,_Northamptonshire), near Welford (https://en.wikipedia.org/wiki/Welford,_Northamptonshire) in Northamptonshire (https://en.wikipedia.org/wiki/Northamptonshire). One police officer observer was killed, the pilot and one other police officer observer survived the accident.

:ugh::ugh::ugh:

[ShyTorque]

The last mentioned was the accident that I mentioned at #42 above. The pilot attempted to land back after encountering night IMC shortly after departure. I remember it well because I was CP at the next nearest unit and had also gone IMC a few hours before, but my contingency plan was successful. The weather forecast was very much incorrect and we had no cloud base indicator and were required to operate from an unlit grass field for our helipad back then. Seems ridiculous in retrospect but that was the way things were a quarter of a century ago.

Those other accidents had little to do with the pilot having an IR or not.

[griffothefog]

IFR flying is an extremely perishable skill set, which in helicopters should only apply to aircraft with a 3 or 4 axis autopilot and a instrument rated monkey boy up front. I did 13 years as a police/hems driver and I can count on one hand the times I needed to transit from or to IMC to complete a tasking. Bond insisted we had a current instrument rating on the Bolkow and a fat lot of good that did us in **** weather…..
Flying in Denmark offshore however required a superior IFR skill set due to daily procedural ILS requirements, I wouldn’t get confused and mix the two up…..

[[email protected]]

Brutal - apart from replying like a bit of a nob, are you saying someone with only civilian IF experience would have fared any better in any of those accidents.

The Clutha one had nothing to do with IF at all.

My point is that mil pilots will have done a lot of IF during basic and advanced training as well as lots of continuity training and requirements to maintain currency both sim and actual.

There are also a lot who have been IRIs and IREs who have to demonstrate even better IF skills. Try being put into a UA/UP IMC at 3 miles on the ILS by a foreign student and you will know what I mean.

Doesn't mean someone can't screw up - as Griffo points out, IF is a perishable skill, whoever you are.

[Brutal]

"Difficult to think of a MIL PILOT who hasn't had to pass an IRT (whether procedural or not) and demonstrate competence of handling IMC way beyond that of a standard IR?"

I'm sorry Crab, but you stated that NPAS shouldn't insist on an I.R. but just take ex-mil with their procedural I.F. and the problem goes away? Really??

I didn't say anything about civilian pilots would have faired better. I wouldn't be so derogatory (unless my buttons were pushed, like with your dig at the lower standards of the civil I.R.) to state Mil pilots do not have I.F. skills like civil pilots, or are not up to the same standards as a civil I.R. rated pilot..I think that was your words the other way around. Hence my reaction, and to point out the multiple crashes by ex-mil in the police role? (I know some were nothing to do with IMC, but you get my drift).
Your point is that mil pilots have done loads of I.F. training blah blah and continuity blah blah to maintain currency! What the *&%$ do you think civil I.R. rated pilots are doing then? Have you flown the N.Sea? Do you know how often these skills are utilised/tested etc?

The I.R. in the police role is dangerous, as ANY pilot that utilises a skill so rarely as they would do in the police is full of risks due to, as it's already been pointed out, a perishable skill.

B.

[ShyTorque]

As I mentioned, U.K. police pilots were required to carry out IF training on a monthly basis, with a safety pilot in the left seat, at least they were during my time in the job. Has this changed?

[[email protected]]

I'm sorry Crab, but you stated that NPAS shouldn't insist on an I.R. but just take ex-mil with their procedural I.F. and the problem goes away? Really??

My actual point was that insisting on an IR forces pilots leaving the mil to pay £20K for it and to pass a test that is only the equivalent of a mil IR that they will have held for years.

I'm not doubting that N Sea flying is demanding but so is a whole lot of mil flying which, I'm guessing from your indignation, you haven't done.

I didn't say anything about civilian pilots would have faired better.​​​​​​​ So why put all those accidents in your post?

What we agree on is that an IR for police work is unnecessary and since they are still (or were up to a few months ago when a colleague was working for them) required to do as Shy says, monthly IF practice.

So if you are NPAS, and you don't require an IR for your pilots, which group will have demonstrated the requisite skills over many years - the ex mil or the civ self starter? And who do you want on the controls when IIMC or difficult conditions are encountered - the person with years of similar experience or the person who has flown only straight line from A to B followed by an ILS?

​​​​​​​

[handysnaks]

Crab, Not all civvy pilots just pole around doing offshore work. Pipeline and power survey pilots are knocking around the country at 500 ft or less and corporate pilots landing and departing from some soggy grouse moor at dark O’Clock are also plentiful (although I doubt the latter group would take the drop in salary). Either of those groups are probably capable of carrying out the police role during the day (and probably at night). I think it is the night work out in the sticks that is probably the area where those pilots who are going to have issues with the role, find that out. As for the IR issue, I still think that as an employer you go for the best qualified of the most suitable candidates first. If you then need to drop your preferred requirements, so be it. Personally, I do see a case for police pilots having an IR, especially if whatever NPAS becomes remains a national organisation rather than an individual force organisation that we used to have pre-NPAS.

[212man]

What we agree on is that an IR for police work is unnecessary and since they are still (or were up to a few months ago when a colleague was working for them) required to do as Shy says, monthly IF practice

This would only be for an IIMC event escape I assume? You can't fly in IMC without an IR.

[Brutal]

And herein is the problem crab, which provoked my reaction in the first place Quote "the person with years of similar experience or the person who has flown only straight line from A to B followed by an ILS"? So that again, is another dig at civil pilots....Thats all you do, straight line a to b?
No shuttling at night with no horizon in crap weather, and landing on tiny decks or ships unaided without HELIVAS landing systems, harpoons, nvg etc.

Again, I didn't say anything about Mil flying not being demanding?

In regards to a group having the pre-requisite skills. If one left the military, and had been flying overland only day/night nvg, and they joined the North sea, they would be Trained to fly offshore, procedural, non nvg night, IMC, ARA's etc. So how about the Police do a little training?

In regards to (non wealthy ) self starters, it takes more effort, work, gusto, resilience to work full time and then some, stress over finances, to get whatever hours you can, over possibly years to try to gain enough experience to get that first job, learning everything the hard way with zero support than it does being sponsored through a professional program or the military. Most of the time these guys and gals just need a break and someone to teach/show them some of the required skills? It's not rocket science but if you have never hovered at 2000' at night you need to be shown what to look for etc. Then test them to the required standard and I'm sure they would be a great asset to a unit. ( And no, I am not a self improver, but I have flown with virtually hundreds of pilots, both Mil and civil over the years to know what I am referring too).

And if you think I am biased against Mil/ex-Mil from my posts you are wrong. You just really pushed my buttons... I have flown with some excellent mil guys over the years, and some were just about average on their best day and wouldn't know what to do in IMC or be able to work out their situation in a month of Sundays...However, I can say absolutely the same in regards to some civvie pilots.

and at the end of the day, we are all fallible.

B.

[[email protected]]

Brutal, you do seem determined to take offence - probably my fault since the written word can be interpreted by the reader differently to the author's intent.

Again, I didn't say the N Sea wasn't demanding flying but the standard IR is pretty much A to B with an ILS - what your company gets you to do as part of your training after that depends on where you fly - yours is a specialised skill set for a particular environment.

There is a reason that they prefer ex-mil pilots for police work - it is more like mil flying than pretty much any other civilian role and the mil pilots will have completed lots of IF throughout their training and careers, where does that happen for a non IR civ pilot?

I'm not for an instant claiming that every ex-mil pilot is a God on the controls or an IF guru but there is a base level standard there before you add in company training - that makes it cheaper for NPAS.

I admire all those self-starters/funders but don't fall into the trap of thinking mil flying is a comfy ride - fail to achieve the standard in the required hours and you are out - and that is after you have been strictly filtered and tested before getting anywhere near an aircraft - calling it sponsored is just not representative of the truth.

[[email protected]]

212 man - Yes, I believe it is for IIMC recovery only

[[email protected]]

Crab, Not all civvy pilots just pole around doing offshore work. Pipeline and power survey pilots are knocking around the country at 500 ft or less and corporate pilots landing and departing from some soggy grouse moor at dark O’Clock are also plentiful (although I doubt the latter group would take the drop in salary). Either of those groups are probably capable of carrying out the police role during the day (and probably at night). I think it is the night work out in the sticks that is probably the area where those pilots who are going to have issues with the role, find that out. As for the IR issue, I still think that as an employer you go for the best qualified of the most suitable candidates first. If you then need to drop your preferred requirements, so be it. Personally, I do see a case for police pilots having an IR, especially if whatever NPAS becomes remains a national organisation rather than an individual force organisation that we used to have pre-NPAS.

I broadly agree but knocking around at low level or delivering/collecting rich people from outdoor pursuits isn't really representative of police work whereas a fair bit of mil flying - especially the night stuff - is.

Therefore if you want the best qualified people because they need less training then you would most likely select the ex-mil people for the police role.

If NPAS had an unlimited bucket of money they might look to develop pilots in house but since NPAS was designed to save money it ain't going to happen.

[handysnaks]

Thanks for that crab, I do have a rough idea of what is required for police work, but that aside and not wishing to get into a pprune he said/she said discussion (which is one of the reasons I don't really spend much time here anymore! The point is that there are civilian pilots who could adapt to police flying pretty much as quickly as military pilots. In particular, the ones I mentioned doing power line or oil pipe surveys or the ones doing surveys for rail track. all operating in aircraft similar to or pretty much the same type as NPAS, some even equipped with camera systems similar to the NPAS fit and pretty much all operating a crewing concept, (at least with regard to the front seats), very much the same as NPAS. That is not to say that NPAS shouldn't recruit military pilots (I was one erm, many years ago). But there are a reasonable number of purely civilian trained pilots flying around the UK at the moment whose training requirement (should they want to join NPAS), would be no more or less that than an ex military pilot.

[handysnaks]

"The I.R. in the police role is dangerous,"

Brutal. You would have made a great senior Officer in the RFC during the first world war. 'We can't give the men parachutes, they might bale out at the first sign of conflict"!

(Actually not a true reason they didn't have parachutes but who doesn't like a bit of fake history to spice things up).

Anyway, an IR in the police role is NOT dangerous.
An IR in the police role without adequate training, a suitable policy for flight in IMC and the correct aircraft might be considered dangerous, but having an IR in the police role is most definitely not dangerous.
That is not to say that it should be a pre-requisite for police flying, not having one can be mitigated for by policy and procedures but we're well into the 21st century and there are far more capable aircraft (and pilots) in the fleet now, than there were back in the growth period of police aviation in the 90's. So if the role can be enhanced operationally or made safer by the use of Instrument qualified pilots and aircraft then within sensible (whatever they are), budgetary constraints, that ought to be a target.

[[email protected]]

But there are a reasonable number of purely civilian trained pilots flying around the UK at the moment whose training requirement (should they want to join NPAS), would be no more or less that than an ex military pilot. Which civilian roles (other than AA/HEMS) would be using NVD? That is a sizeable training burden where mil pilots have a big advantage.

[handysnaks]

"Which civilian roles (other than AA/HEMS) would be using NVD? That is a sizeable training burden where mil pilots have a big advantage."

Well none as far as I know crab.
On the other hand if NPAS want pilots with an I/R then, if a civilian pilot has one and an ex-military pilot doesn't then that is a sizeable burden where the civ pilots (obviously assuming they have I/Rs), have a big advantage.

Anyway, as much fun as point scoring tennis is, the aim here isn't to try and shoot down all of your points. Intuitively a military pilot would seem a natural fit for the police role and generally (but definitely not exhaustively), that turns out to be the case. Fortunately for both NPAS, military pilots and civilian pilots, they don't have you or I deciding on who gets in, so the whole discussion is rather academic. Either way for those who get to do it, I'm sure it is still a rewarding, interesting and sometimes challenging job.

[[email protected]]

On the other hand if NPAS want pilots with an I/R then, if a civilian pilot has one and an ex-military pilot doesn't then that is a sizeable burden where the civ pilots (obviously assuming they have I/Rs), have a big advantage. Which was the point of my original post - NPAS seem to want mil pilots for reasons we agree on but if they insist on an IR it is the pilot who pays for it and not NPAS so there is no training burden just a £20K outlay in order to get a job where I think we agree an IR isn't strictly needed.:ok:​​​​​​​

[UNS-1D]

It's a bit late posting but I've only just seen it. There is still over 24hrs to apply.

www.seek.com.au/job/68679407?type=standout#sol=c7c581327998618d097eaf46ebc370167 03f685d

[JimL]

The initial stipulation made by the (then) JAA Operations Committee to include (regular) instrument training in the competencies was in mitigation for the expected exposure to bad weather conditions that were likely in the role

The subject of the instrument rating was introduced and almost immediately discounted for the very reasons discussed in this thread - not just for the unwarranted expense (in time and resources) but because of the additional level of equipment that would be required for single-pilot operations on the types in use (avoidance of two-pilot operations was a factor).

Those on the committee who had, and had used, their instrument ratings (a surprisingly high number) were acutely aware of the perishable nature of a competence that it might never have to be used because it was more about procedures than handling skills.

The introduction of the technical crew member was also a mitigating factor in the discussion. In fact, more time was spent on this subject than the rating.

[feathering tickles]

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/1238x1857/img_2982_3b496ab8229f5ac21ca33084645eb4b00256bab4.jpeg

[megan]

You would have made a great senior Officer in the RFC during the first world war. 'We can't give the men parachutes, they might bale out at the first sign of conflict"!

(Actually not a true reason they didn't have parachutes but who doesn't like a bit of fake history to spice things up)The Germans started issuing pilots with parachutes in early 1918, the first "save" being on 1st April when Vizefeldwebel Weimar jumped clear of his stricken Albatros DVa. In late June Leutnants Helmut Steinbrecher and Ernst Udet likewise floated safely to the ground beneath their Heinecke chutes. An estimated some 70 or so German crew bailed out but one third of those died for various reasons, the British began issuing chutes in September 1918.


https://cimg9.ibsrv.net/gimg/pprune.org-vbulletin/408x534/ww2gerind028_jpg_c909f89919ea15f323c8a30e201d60c4_fcb4d4ca47 685a2e69383619da0a71d31988bf89.jpg

Back to regular scheduling.

[BigMike]

Anyone have info on this company?
https://airchateau.aero/

They are advertising for H125/A109 pilots.