Questions about obtaining an Instrument Rating

[Bravo 99 (AJB)]

Waiting for a call from Brain Ruck at Humberside tommorow with regards CHC it probably be later in the year July/august time. Bristows there last letter to me stated that there was a down turn in the Oil market but I dont think is so if you have a look at the CHC web site they seem to be winning a lot of contracts I have spoken to Wess Loran at Bond off shore last week he says that the will be recruiting about march 2005

I will keep you posted when I have spoken to Brain tommorow and go from there.

regards
Bravo 99 (AJB)

[Camp Freddie]

Hey Bravo 99,

my understanding of the way CHC and Bristow operate is that all recruitment goes through Aberdeen and that nothing can be agreed at the local bases.

I could be wrong though ! have you been up to aberdeen to see all the companies as that seems to be the way that people get their names nearer the top of the list ?

I am suprised that instructing jobs are so hard to come by, when I got my instructor ticket in the late 90's there were 10 unemployed instructors on every street corner (well almost) and anecdotally I had heard it was much better now, but this is the time of year to get work, if you are mobile I am sure you will get work this summer of some sort.

good luck

CF

[Bravo 99 (AJB)]

Hi C/F

Brian at Humberside is the Base manager there and from the conversations i have had he is in aberdeen today speaking to pete Bakke the new guy that has taken over from Alan Veile at CHC in Aberdeen regarding crewing requirements

(but i could be wrong) I have also been to aberdeen the day that alans Job changed when CHC took over the european deal i think feb 4 I have emailed Pete Bakke recently

I have had a couple of enquiries regarding F I work looking in the not to distant future ( i think the last conversation this afternoon) was e-mail me in a couple of weeks so it could be looking good but i am trying to patch up the hole in the bank account at the moment so i am a little looth to travel the country on promises unless they are a little more specific.

But as in my earliar posting i will next week have bag and travel and hopefully lets see what happens

you dont happen to have any info at present of any body by chance wanting a part time full time etc F.I (r) or a charter pilot i have e-mailed phoned etc all in the BHAB book.

by the way do all companies advertise in there or is there somwhere else i can find flying schools to get contact info

Any thoughts would be appreciated

Regards
Bravo 99 (AJB)

[hughey]

JAA Basic instrument training.

Hi all

Searched training thread and found nothing regarding my query.

The JAA requires 10hrs basic instrument training as a part of the CPL(H) syllabus. I assume this means ADF, NDB and gyro instruments.

My question is - Has anybody done their 10hrs basic instrument training in Australia or NZ?

If so where?

Was it recognised in UK?


Thanks

[Grungefuttock]

Helicopter Instrument Rating

I would like to know where I can do Instrument Rating training on a helicopter? Ideally I want to do maximum time on a simulator to keep the cost down. Any help appreciated.

[Bravo 99 (AJB)]

Hi charlie

Pas do there IR for £29995 + vat 35 hours in the as355 remaining on the fnpt 1.
they do the type rating for the twin squirrel for £3600 + vat
so total 33.6k +vat or there abouts.

These figures include everything test fees landing fees etc. ( all up to and including first test) any additional training after that required you will pay more but you should get through at that.

Also
Register your self as a company with the vat man first so you can claim the vat back.

Speak to Mike Kent Or paddy Connelly they can advise you further

Best training you will get i have to say
I hope it helps but if you want any more information PM me and i will give you my number

Sincerely

Bravo 99 (AJB)

[Pete O'Tewbe]

Speak to Helicopter Services on 01494 513166

[zygote]

Helicopter Services have been doing them for a couple of years at Wycombe Air Park, Bucks. AS355/A109. Speak to Leon Smith.

[ossie_lation]

how many instrument rated pilots in uk

Just intreagued to know the percentage of IR rated helicopter pilots operating, of the total of commercial pilots out there. If it was say 25% how do operators get on with our somewhat changeable weather and keeping clients satisfied? I know you can check the forcast, but it is only so accurate.
Is the number of IR rated commercial pilots increasing or decreasing bearing in mind the cost of a rating?

[Head Turner]

Rated and current probably you can count them on four hands. Just a guess. North Sea = lots, Commercial and Corporate = very few.
Just how you are going to find out is a mystery.
I'm rated but not current

[Head Turner]

Kissmysquirrel

I have work but maintaining currency is difficult and expensive when you look at the times that you will use the IR.
As most flying is VFR keeping current is not easy.

[CyclicRick]

I started out on an IR course (self funded) to get myself more qualified for a job but ran out of steam (funds) in the process after the sim hours with the light at the end of the tunnel (frustrating to say the least), it's terribly difficult to finance especially if you are between jobs, but the trend is that it is increasingly important to have one. I wish!

[Helinut]

My position is the same as Head Turner - I have the rating but it is not current. I think there are a lot out there like us in the UK.

If you consider onshore and the way that helicopters are actually used, the true value of IFR is pretty limited. The value of helicopters is to fly point to point. To make best use of IFR, you need to fly between destinations which have IFR approaches. Since helicopters rarely fly to or from such locations, you gain little.

Even if you go to all the expense of setting up IFR(pilot/aircraft/operator), it will rarely be used. It is more difficult to make the average flight IFR. Usually the weather will allow VFR - since it is easier and quicker to go VFR, this is what will usually occur. In the absence of simulators, it is therefore very difficult for the pilots to remain IFR/IMC current and, if they are not already very IFR experienced, gain such experience. You need at least 1 hr IMC per month and at least one IFR approach, to remain current for PT IFR.

It may just be worth doing to prove that you have the ability to fly VFR, but its an expensive way to demonstrate this.

I would love to get work that allowed me to gain significant IFR/IMC experience, but it seems very difficult if you don't go offshore.

[Stinger]

re your original question - sorry cannot imagine how many - or what proportion of pilots are rated.

But - it is the way the business is going. That is Corporate and Charter, Public Transport helicopter operations are, in my opinion, tending towards the twin engine, IFR capable aircraft. And instrument rated pilots are needed to fly them.

I think the industry, in UK (no experience elsewhere), is maturing, growing up (god forbid) and approaching 'stiff wing' standards of operation. Low level, marginal VFR, 'scud running' is no longer an acceptable operation. But, be careful not to assume that IFR necessarily equals 'bad weather'. The average B747 spends the vast majority of its flight in blue skies, but rarely, if ever, flies VFR. Rather, consider IFR flight as a higher level of safety for the fare paying passenger. This is most definitely not to detract from any VFR operation, my point, as above, is regarding Public Transport Ops only. Obviously a good portion of the helicopter world is involved in many other types of operation - where IFR would be irrelevant.

The same discussion can be had regarding helicopter performance. The new generation of machines just coming to market are able to demonstrate Class I performance at weights and in conditions that we have only dreamed of previously. This offers a whole new level of safety to the punter.

The point regarding airfield to airfield operations and their irrelevance to helicpter ops. is taken. But this is an important area that needs to be, and is being, addressed to further these developments.

[spinwing]

Stinger ....well said..

You are quite right ... the modern (?) trend is towards IFR capability even though your aircraft may not have to venture into IMC ... I fly mostly offshore and outside the UK (though do have a UK ATPL in my collection) and find it interesting when talking to some collegues that there can quite a lot of confusion about IFR Vs IMC and even when one can be (Spec) VFR in a Heli but be (legally) in IMC ... sometime not helped by the fact that "Heli Special VFR" minimas can be lower than some IFR minimas!!!

Ironic aint it!

Cheers

Having said that the I/F Rating IS arguably the most useful thing you can have after getting your CPL.

[Bravo 99 (AJB)]

Hi KMS

PM sent to you ref IR

I would agree with spinwing an IR is the most usefull rating you can get and definately the one that helps you get the better Jobs

Sincerely
Bravo 99 (AJB)

[Staticdroop]

Hi,
Regarding the IR in the UK it is getting to be more of a requirement for the future especially for police and HEMS. A colleague flys corporate and has no wish or requirement for an IR, his thoughts. The problem with the IR is:
1. The cost (frightning)
2. Staying in practice when you have the licence, it is easy enough to get the licence, cost not withstanding, it is a different matter after 2 months of VFR to get in the a/c and fly an IFR flight
without any practice in the previous months. If you can get an IR, get it, if not ?

if only life was easy

[rotorspeed]

As someone who did the IR three years ago and has maintained it, can't agree with Helinut. The only benefit is definitely not just flying from one airfield to another with procedural approaches. There are many times when weather at destination is VFR, but en route and/or at departure point is below VFR minimums, especially with the hill ranges in the UK. The ability to fly in IMC well above is safer, more relaxing and often faster, considering time spent slowing and dodging the worst weather when flying VMC. It is also easier to keep legal, avoiding breaches of the 500ft rule. Of course you've got to know you can get down, which means careful met checks, sensible fuel and alternate planning, but only occasionally do I end up having to divert to an airield with an IFR approach procedure.

And then there are other benefits, like being able to benefit from better winds at say 5000 ft, better fuel consumption and speed, smoother flight. Night flying too becomes much safer with an IR. The interest and satisfaction is not to be under-estimated either. Biggest limitation - cold winter days and icing. In UK during Jan & Feb icing level at best leaves narrow slot above MSA and often means no IFR.

Of course you need an IFR acft to benefit from the IR, but I would thoroughly recommend doing it to anyone, though do appreciate that it does escalate the cost of flying substantially, and is often simply not affordable.

[rotorspeed]

Did mine at Bristows Norwich, using their B206. Thoroughly recommend them. Great bunch of guys and at least you emerge feeling you have had thorough enough training to lob up into a dark, wet, claggy night SP/IFR and be reasonably relaxed and professional.

[charlie s charlie]

KmS a couple of prices in your PMs