Becoming a Police Pilot
Join Date: Jun 1999
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This is a currently advertised job for Baton Rouge, LA.
Hope it helps
.... Couldn't find a wage.
STATE POLICE PILOT
The examples of work given are intended only as illustrations of the various types of work performed in positions allocated to this job. The absence of specific statements of duties does not exclude those tasks from the position if the work is similar, related or a logical assignment of the position.
JOB TITLE: STATE POLICE PILOT
FUNCTION OF WORK: To pilot helicopters and/or airplanes in order to perform duties related to law enforcement; and to provide highway traffic enforcement and support objectives of State Police by providing aerial transportation, survey operations, surveillance, and other related aerial activities.
LEVEL OF WORK: Journeyman.
SUPERVISION RECEIVED: General from a higher ranking State Police Pilot.
SUPERVISION EXERCISED: None
LOCATION OF WORK: Department of Public Safety and Corrections; Office of State Police.
JOB DISTINCTIONS: Differs from State Police Master Pilot by piloting only one type of aircraft (either airplanes or helicopters) and by the performance of less complex tasks.
Differs from other aircraft pilots by the type of aircraft piloted and by law enforcement activities.
EXAMPLES OF WORK: Performs all functions of State Police Commissioned Police Officer.
Pilots either helicopters or airplanes in patrolling Louisiana highways, water ways, and airports, checking for violation of state and federal laws.
Provides aerial transport for agency and other officials.
Provides aerial assistance to victims of natural disasters, hazardous material spills, and other disasters.
Directs efforts in quelling riots and other disturbances.
Directs and coordinates enforcement activities of units during law enforcement operations.
Coordinates with necessary personnel and determines methods to be used, time to complete, number of units required to complete projects assigned by Deputy Command Pilot.
Assists law enforcement units by providing an airborne observation platform to determine placement of men and equipment, access to areas not visible from the ground, and detection of violators such as escapees or lost persons.
Checks aircraft for airworthiness and determines if any factors such as weather would affect the safe operation of the aircraft.
Files appropriate flight plans and flight reports with necessary agency.
MINIMUM QUALIFICATIONS: A baccalaureate degree plus possession of a current FAA Commercial Fixed-Wing Pilot's license with Instrument Rating or a Commercial Rotorcraft Pilot's License.
SUBSTITUTIONS: Experience in law enforcement will substitute for the required degree on a year for year basis.
Experience in aviation will substitute for the required degree as follows:
500 recorded flight hours for one year of college course work.
1000 recorded flight hours for two years of college course work.
1500 recorded flight hours for three years of college course work.
2000 recorded flight hours for four years of college course work.
Note: There is no substitution for the aviator's license or the Louisiana State Police law enforcement experience.
NECESSARY SPECIAL REQUIREMENTS Ability to check out on the models and types of aircraft to be flown.
Possession of a current FAA medical certificate.
Must be a fraduate of the State Police Training Academy and be P.O.S.T. certified. Must continue throughout appointment to meet the State Police P.O.S.T. requirements for recertification.
Note: Any college hour or degree must be from a school accrredited by one of the following regional accrediting bodies; the Middle States Association of Colleges and Secondary Schools; the New England Association of Schools and Colleges,Incorporated; the North Central Association of Colleges and Secondary Schools; the Northwest Association of Secondary and Higher Schools; the Southern Association of Colleges and Secondary Schools; the Western Association of Schools and Colleges.
Hope it helps
.... Couldn't find a wage.STATE POLICE PILOT
The examples of work given are intended only as illustrations of the various types of work performed in positions allocated to this job. The absence of specific statements of duties does not exclude those tasks from the position if the work is similar, related or a logical assignment of the position.
JOB TITLE: STATE POLICE PILOT
FUNCTION OF WORK: To pilot helicopters and/or airplanes in order to perform duties related to law enforcement; and to provide highway traffic enforcement and support objectives of State Police by providing aerial transportation, survey operations, surveillance, and other related aerial activities.
LEVEL OF WORK: Journeyman.
SUPERVISION RECEIVED: General from a higher ranking State Police Pilot.
SUPERVISION EXERCISED: None
LOCATION OF WORK: Department of Public Safety and Corrections; Office of State Police.
JOB DISTINCTIONS: Differs from State Police Master Pilot by piloting only one type of aircraft (either airplanes or helicopters) and by the performance of less complex tasks.
Differs from other aircraft pilots by the type of aircraft piloted and by law enforcement activities.
EXAMPLES OF WORK: Performs all functions of State Police Commissioned Police Officer.
Pilots either helicopters or airplanes in patrolling Louisiana highways, water ways, and airports, checking for violation of state and federal laws.
Provides aerial transport for agency and other officials.
Provides aerial assistance to victims of natural disasters, hazardous material spills, and other disasters.
Directs efforts in quelling riots and other disturbances.
Directs and coordinates enforcement activities of units during law enforcement operations.
Coordinates with necessary personnel and determines methods to be used, time to complete, number of units required to complete projects assigned by Deputy Command Pilot.
Assists law enforcement units by providing an airborne observation platform to determine placement of men and equipment, access to areas not visible from the ground, and detection of violators such as escapees or lost persons.
Checks aircraft for airworthiness and determines if any factors such as weather would affect the safe operation of the aircraft.
Files appropriate flight plans and flight reports with necessary agency.
MINIMUM QUALIFICATIONS: A baccalaureate degree plus possession of a current FAA Commercial Fixed-Wing Pilot's license with Instrument Rating or a Commercial Rotorcraft Pilot's License.
SUBSTITUTIONS: Experience in law enforcement will substitute for the required degree on a year for year basis.
Experience in aviation will substitute for the required degree as follows:
500 recorded flight hours for one year of college course work.
1000 recorded flight hours for two years of college course work.
1500 recorded flight hours for three years of college course work.
2000 recorded flight hours for four years of college course work.
Note: There is no substitution for the aviator's license or the Louisiana State Police law enforcement experience.
NECESSARY SPECIAL REQUIREMENTS Ability to check out on the models and types of aircraft to be flown.
Possession of a current FAA medical certificate.
Must be a fraduate of the State Police Training Academy and be P.O.S.T. certified. Must continue throughout appointment to meet the State Police P.O.S.T. requirements for recertification.
Note: Any college hour or degree must be from a school accrredited by one of the following regional accrediting bodies; the Middle States Association of Colleges and Secondary Schools; the New England Association of Schools and Colleges,Incorporated; the North Central Association of Colleges and Secondary Schools; the Northwest Association of Secondary and Higher Schools; the Southern Association of Colleges and Secondary Schools; the Western Association of Schools and Colleges.
Join Date: Apr 2001
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One of the best places to look for that type of info is at www.alea.org (airborne law enforcement org).
That being said, the requirements vary a fair amount depending on what side of the country.
Most require that you are a current police officer. The understanding for that is you know what is happening on the ground and what your partner is doing.
I have heard of some training pilots from scratch, but that is very rare. Most require you to have some kind of license. LAPD requires a fixed wing pilot license and then they will start you from scratch on the helicopter. LASD requires a commercial helicopter license and then gives you around 80-90 hours of flight training plus ground stuff. Both require you be a ground officer several years, then an observer for several years before you can work into the pilot slot.
Prior flight time, other then what is required for the license, does not make a big difference at these departments. They will give the time required to bring you up to what they want.
Most departments pay the pilots several pay grades above the ground guys.
That being said, the requirements vary a fair amount depending on what side of the country.
Most require that you are a current police officer. The understanding for that is you know what is happening on the ground and what your partner is doing.
I have heard of some training pilots from scratch, but that is very rare. Most require you to have some kind of license. LAPD requires a fixed wing pilot license and then they will start you from scratch on the helicopter. LASD requires a commercial helicopter license and then gives you around 80-90 hours of flight training plus ground stuff. Both require you be a ground officer several years, then an observer for several years before you can work into the pilot slot.
Prior flight time, other then what is required for the license, does not make a big difference at these departments. They will give the time required to bring you up to what they want.
Most departments pay the pilots several pay grades above the ground guys.
Gatvol
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Having done a bit of that myself in another life I can say it depends on where you are located and how wealthy the agency is.
Most require you to be a Police Officer first and even to have a couple years or m ore on the street.
Pay is usually above that of a non flying type of equal rank, but again that varies as to the wealth of the agency..
Most require you to be a Police Officer first and even to have a couple years or m ore on the street.
Pay is usually above that of a non flying type of equal rank, but again that varies as to the wealth of the agency..
Join Date: Nov 2002
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Selection and Training for LAPD Air Support Division
The requirements to apply for Command Pilot are
minimum of 5 years with the Department
at least three years in patrol
an FAA Private pilot’s license
100 hours PiC.
After selection
approx six months of intense helicopter training
includes obtaining FAA commercial rotorcraft rating
check ride with our Chief Pilot to get Command Pilot "Wings".
Then the usual ongoing training, proficiency check rides.
The requirements to apply for Command Pilot are
minimum of 5 years with the Department
at least three years in patrol
an FAA Private pilot’s license
100 hours PiC.
After selection
approx six months of intense helicopter training
includes obtaining FAA commercial rotorcraft rating
check ride with our Chief Pilot to get Command Pilot "Wings".
Then the usual ongoing training, proficiency check rides.
Join Date: Jul 2002
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Police Pilots!
Thomas, you're not thinking of working on the other side of the pond are you? Or have you had enough of being a Special Constable and fancy some full-time police action? I knew that police life would rub off on you sooner or later. Good luck!
Join Date: Dec 2002
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Qualifications for Police ASU
Does anybody now if a JAA CPL(H) is suffice for employment as a Pilot in a Police ASU even though they often advertise the need for a JAA/CAA ATPL(H). Have all the Hrs for ATPL including multi-crew time and ATPL theory credits. However, no civilian IR and thus cannot be issued with a full licence. My concern is that a UK CAA ATPL(H) does not require an IR therefore placing me at a disadvantage in comparison with an individual with a UK licence although I would be no more or less qualified than said individual. Reluctant to invest in Helicopter IR as firstly, already spent a small fortune on a fixed wing fATPL and secondly I believe IR not required for police ops. Any advice, info etc greatly received.
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When I saw the title, I thought this was going to be a re-run of a request that comes up every few months, but you have raised an interesting question.
There is absolutely no need for an ASU pilot to hold a JAA ATPL(H), rather than a CPL(H). You do not need an IR nor MCC experience, which is the significant difference between these two licences.
The requirements for ASU pilots are set down in the relevant PAOM. All PAOMs are based upon a standard "Part 1" published by the CAA as CAP 612. In there it says that the min qualification shall be a CPL(H). It then goes on to say that the operator shall stipulate the minimum levels of acceptable experience in the Part 2 of the PAOM. The Part 2 is written by the PAOC holder.
I think that the reference to an ATPL(H) goes back to the "old days" i.e. pre-JAR FCL. The only difference between a CPL(H) and an ATPL(H) then was the different minimum levels of experience. You needed the same ground exams and flight test and no IR. Thus, a CAA ATPL(H) and a JAA ATPL(H) are not the same beast.
I suspect that what PAOC holders have done is specify an ATPL(H) as part of the minimum experience requirements, when they wrote their PAOM back in the olden days. No one has caught up yet to the fact that almost all ASU pilots will not get an ATPL(H) when they renew their licence, but only a CPL(H).
If it becomes an issue in a particular case, you can only raise it and suggest that an JAA ATPL(H) is not needed, and that any requirement should be changed in the light of the changed requirements for an ATPL(H). However, until a PAOM is changed the PAOC holder may well be held to it by the CAA.
There is absolutely no need for an ASU pilot to hold a JAA ATPL(H), rather than a CPL(H). You do not need an IR nor MCC experience, which is the significant difference between these two licences.
The requirements for ASU pilots are set down in the relevant PAOM. All PAOMs are based upon a standard "Part 1" published by the CAA as CAP 612. In there it says that the min qualification shall be a CPL(H). It then goes on to say that the operator shall stipulate the minimum levels of acceptable experience in the Part 2 of the PAOM. The Part 2 is written by the PAOC holder.
I think that the reference to an ATPL(H) goes back to the "old days" i.e. pre-JAR FCL. The only difference between a CPL(H) and an ATPL(H) then was the different minimum levels of experience. You needed the same ground exams and flight test and no IR. Thus, a CAA ATPL(H) and a JAA ATPL(H) are not the same beast.
I suspect that what PAOC holders have done is specify an ATPL(H) as part of the minimum experience requirements, when they wrote their PAOM back in the olden days. No one has caught up yet to the fact that almost all ASU pilots will not get an ATPL(H) when they renew their licence, but only a CPL(H).
If it becomes an issue in a particular case, you can only raise it and suggest that an JAA ATPL(H) is not needed, and that any requirement should be changed in the light of the changed requirements for an ATPL(H). However, until a PAOM is changed the PAOC holder may well be held to it by the CAA.
When the time comes to renew your CAA ATPL(H) you currently have the option to renew with a JAR licence or a CAA one. Therefore your old ATPL will become a new ATPL with the CAA. The paperwork didn't go into enough detail to indicate that conversion to a JAR licence would entail dropping back to a CPL(H) equivalent. However, most police pilots with ATPL(H)'s have enough hours to obtain a JAR ATPL.
Anyway, that aside, until the market dries up with ATPL pilots, no-one is going to take a CPL pilot in their place. Given the choice, you go for the most experienced guy for the job...value for money etc. Eventually someone will take on a CPL pilot either because of a lack of ATP pilots or because they think they can pay CPL pilots less money
The military are currently paying their helo pilots to take ATPL exams, so unless this pool dries up, it looks unlikely that many CPL's will find themselves in a position to take a job with the police world...sorry.
Anyway, that aside, until the market dries up with ATPL pilots, no-one is going to take a CPL pilot in their place. Given the choice, you go for the most experienced guy for the job...value for money etc. Eventually someone will take on a CPL pilot either because of a lack of ATP pilots or because they think they can pay CPL pilots less money
The military are currently paying their helo pilots to take ATPL exams, so unless this pool dries up, it looks unlikely that many CPL's will find themselves in a position to take a job with the police world...sorry.
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Many thanks for the quick replies and the solid information. However, as one of the military helo pilots given financial assistance towards an ATPL(H) I am not short of twin turbine time or experience in general, just a civilian IR. Therefore the conundrum still exists for me. Looks like my only hope is try and persuade any future employer that I have the required experience and that a CPL would be suffice.
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Since you're from the Northants area I hope you popped an application in to the post for the recently advertised Line Pilot position at Husbands Bosworth? Why don't you give the CP or UEO a call and discuss it directly? 
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The point raised here may be of more importance more often than TC implies. Everyone will be doing the ATPL ground exams (no one offers CPL ground school), but there are a number of other hurdles that need to be jumped before someone is given a JAA ATPL(H). This includes an IR and significant multi-crew (not multi engine) time. Lots of perfectly suitable pilots for ASU work will not have the money or relevant experience to get the full JAA ATPL(H). Time will tell, but my guess is that PAOCs will start to revise the experience parts of their Part 2s as time goes on
Incidentally, TC is right that those of us who do hold CAA licences will be able to get like for like CAA new licences. What I should have said was that if we did try to apply for JAA ATPL(H) licences many of us would not have the necessary combination of IR(H) qualification and multi-crew time.
Incidentally, TC is right that those of us who do hold CAA licences will be able to get like for like CAA new licences. What I should have said was that if we did try to apply for JAA ATPL(H) licences many of us would not have the necessary combination of IR(H) qualification and multi-crew time.
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Police/EMS - previous flying experience required
Hi peeps,
what REALISTICALLY do you need in flying experience to get a Police job in the UK ?
I have seen police adverts which state
1. 2000 hours TT
2. 500 twin
3. 100 night
4. Low level experience an advantage
if for example you have more than the minimums all through civil flying only, made up of offshore twn IFR, and onshore single VFR.
will that be enough ? I am trying to sort out the difference between the minimums and what you need realistically. ?
also is it easier or harder to get an EMS job over a police one. ?
regards
what REALISTICALLY do you need in flying experience to get a Police job in the UK ?
I have seen police adverts which state
1. 2000 hours TT
2. 500 twin
3. 100 night
4. Low level experience an advantage
if for example you have more than the minimums all through civil flying only, made up of offshore twn IFR, and onshore single VFR.
will that be enough ? I am trying to sort out the difference between the minimums and what you need realistically. ?
also is it easier or harder to get an EMS job over a police one. ?
regards
The minima you quote are probably about average for most UK police operators/contractors, though I'm not sure if many of us have people with as little time as that.
As far as getting the position, as ever so much of it comes down to interview and personality - most ASUs involve considerable amounts of time cooped up in an office for long periods of standby with precious little flying. There's very little of the sort of stuff you occasionally see on TV. You need to be an individual who can adapt to that environment with a fairly easy-going outlook, yet still produce the goods on a sh***y night at 4a.m.
I can't really comment on the EMS question.
All I can say is give it a go, you never know.
As far as getting the position, as ever so much of it comes down to interview and personality - most ASUs involve considerable amounts of time cooped up in an office for long periods of standby with precious little flying. There's very little of the sort of stuff you occasionally see on TV. You need to be an individual who can adapt to that environment with a fairly easy-going outlook, yet still produce the goods on a sh***y night at 4a.m.
I can't really comment on the EMS question.
All I can say is give it a go, you never know.
Join Date: Jul 1999
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There has certainly been a leaning towards ex-military pilots by most ASU's because much military experience (Low level, night, map-reading, surveillance etc) is relevant to Police work.
I will stick my head above the parapet and say that the more North Sea offshore experience you have the less likely you are to be employable in demanding roles onshore. Its a whole different world..you are on your own mostly, with little back-up. That does not mean I don't respect the offshore guys... I have done it, both NS and South China Sea..its just different.
Don't know about EMS - it certainly has its own stresses but since its usually daylight only, that does ease the burden on your skills.
A small point - I don't think Police work pays particularly well either compared to present NS deals.
I will stick my head above the parapet and say that the more North Sea offshore experience you have the less likely you are to be employable in demanding roles onshore. Its a whole different world..you are on your own mostly, with little back-up. That does not mean I don't respect the offshore guys... I have done it, both NS and South China Sea..its just different.
Don't know about EMS - it certainly has its own stresses but since its usually daylight only, that does ease the burden on your skills.
A small point - I don't think Police work pays particularly well either compared to present NS deals.
The minima quoted are just that. Some ASUs may be more demanding in their requirements. 'On-shore' experience is sometimes stipulated, but that does not mean that a pilot whose experience is substantially off-shore is to be ruled out, provided he can demonstrate sufficient land-based ability.
Flying is very hands-on and the task requires a good level of airmanship, generally founded on solid Command experience.
Ex-military pilots have a lot of good experience to offer, especially in the low-level environment, but I know at least one ASU pilot, whose background is purely civil who is a very safe pair of hands and a respected operator.
ASU salaries have improved. Pilots who are directly employed are earning £40K or more (plus benefits, especially a civil service pension!) a year around UK. The Contractors may still not have caught up. This doen't equate to N.Sea salaries and the hours are long. In the Met Police area, where houses are predicatbly expensive, most of the pilots travel some distance from home to duty over roads that can best be described as unpredictable, which extends the effective 'working day'.
If it's just the money, I hear that building worker on LHR T5 are going to earn £55K per year: so there are some well-paid on-shore jobs in aviation after all!
Back to ASU/EMS. Immensely satisfying, though sometimes frustrating jobs, with lots of challenges and very worthwhile.
SFIM, if you think the cap might fit, why not give it a try next time somebody is recruiting?
Flying is very hands-on and the task requires a good level of airmanship, generally founded on solid Command experience.
Ex-military pilots have a lot of good experience to offer, especially in the low-level environment, but I know at least one ASU pilot, whose background is purely civil who is a very safe pair of hands and a respected operator.
ASU salaries have improved. Pilots who are directly employed are earning £40K or more (plus benefits, especially a civil service pension!) a year around UK. The Contractors may still not have caught up. This doen't equate to N.Sea salaries and the hours are long. In the Met Police area, where houses are predicatbly expensive, most of the pilots travel some distance from home to duty over roads that can best be described as unpredictable, which extends the effective 'working day'.
If it's just the money, I hear that building worker on LHR T5 are going to earn £55K per year: so there are some well-paid on-shore jobs in aviation after all!
Back to ASU/EMS. Immensely satisfying, though sometimes frustrating jobs, with lots of challenges and very worthwhile.
SFIM, if you think the cap might fit, why not give it a try next time somebody is recruiting?
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Police Pilot Experince (UK)
Hi SFIM
As importantly as the hours minima you will need to have:
a. A god sense of humour (if you can't laugh at yourself, the
Police Observers certainly will!)
b. A Robust chararacter - a Captains four gold/silver bars won't
automatically generate respect from the passengers (CAA
agreed). This has to be hard won, as the Police Observers
are by now well educated as to what Police Aviation is all
about and they may well be paid more than you to boot!
c. Honesty - by this I mean the ability to put your hand up and
admit you f***ed up. Everyone makes mistakes, some never
admit it, pilots always, always should.
d. Enthusiasm - to do any job as well as flying.
e. Willingness to get your hands dirty, and I mean this literally
when it comes to sharing duties such as cleaning the aircraft
and the night kitchen at the end of the shift.
f. Ability to work in a very small team (typically you plus two
Observers)
g. Ability to work as a pilotwith very little supervision. You will
only see another pilot briefly at shift changeover and a
Training Captain every 6 months or so for IFP/OPC/LPC &
Line Checks etc. You need to set and be seen to maintain
the highest professional standards by a most educated and
critical Police crew.
h. Ability to provide vast quantities of tea and cake for the
crew
The above are just a few of what will matter at any interview and
when you start flying for the Police. It is a most rewarding career (if not always in financial terms). As always you get out of it in direct proportion to what you are prepared to put into it. So good luck and keep scanning the back pages of Flight International!
PS What is the current record for length of service as a Police Pilot in the UK? Ten, Fifteen years or more and why do you still do it?
As importantly as the hours minima you will need to have:
a. A god sense of humour (if you can't laugh at yourself, the
Police Observers certainly will!)
b. A Robust chararacter - a Captains four gold/silver bars won't
automatically generate respect from the passengers (CAA
agreed). This has to be hard won, as the Police Observers
are by now well educated as to what Police Aviation is all
about and they may well be paid more than you to boot!
c. Honesty - by this I mean the ability to put your hand up and
admit you f***ed up. Everyone makes mistakes, some never
admit it, pilots always, always should.
d. Enthusiasm - to do any job as well as flying.
e. Willingness to get your hands dirty, and I mean this literally
when it comes to sharing duties such as cleaning the aircraft
and the night kitchen at the end of the shift.
f. Ability to work in a very small team (typically you plus two
Observers)
g. Ability to work as a pilotwith very little supervision. You will
only see another pilot briefly at shift changeover and a
Training Captain every 6 months or so for IFP/OPC/LPC &
Line Checks etc. You need to set and be seen to maintain
the highest professional standards by a most educated and
critical Police crew.
h. Ability to provide vast quantities of tea and cake for the
crew
The above are just a few of what will matter at any interview and
when you start flying for the Police. It is a most rewarding career (if not always in financial terms). As always you get out of it in direct proportion to what you are prepared to put into it. So good luck and keep scanning the back pages of Flight International!
PS What is the current record for length of service as a Police Pilot in the UK? Ten, Fifteen years or more and why do you still do it?
Tipstrike: If you're ever in need of a job change, give us a call will you...you sound too good to be true
I believe (ready to be corrected) DA in Yorkshire, an ex PAS pilot now boss of his own company (still in the same industry), is the longest serving 'police pilot' [14+ years, is it DA??].
SFIM: We would look at a pure civvy and/or offshore pilot (we had one for a while!) provided they fitted the criteria Tipstrike listed! We do police/day HEMS/night casevac 24/7.
It's got to be said, the ems bits are the most exciting/challenging, but the police stuff has its moments.
If you are serious about doing this line of work SFIM, next time there is a vacancy -go visit, get to meet the crew (and I mean crew, not just the pilots), tell them you really want the job...it means much more than another Cv on the CP's desk
Good luck to you.........
I believe (ready to be corrected) DA in Yorkshire, an ex PAS pilot now boss of his own company (still in the same industry), is the longest serving 'police pilot' [14+ years, is it DA??].
SFIM: We would look at a pure civvy and/or offshore pilot (we had one for a while!) provided they fitted the criteria Tipstrike listed! We do police/day HEMS/night casevac 24/7.
It's got to be said, the ems bits are the most exciting/challenging, but the police stuff has its moments.
If you are serious about doing this line of work SFIM, next time there is a vacancy -go visit, get to meet the crew (and I mean crew, not just the pilots), tell them you really want the job...it means much more than another Cv on the CP's desk
Good luck to you.........