Training, hours building and first job prospects in America
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I know of a couple of schools in that area, but none that are JAA trainers. I think you can only go to Bristow Academy for JAA helicopter training in the States. As far as B.C., no chance of JAA training around there.
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Here is what I recommend:
Come to the U.S to a JAA certified school, then go to a time builder operation to build time. We sell R44 Raven time at 410 per hour.
Come to the U.S to a JAA certified school, then go to a time builder operation to build time. We sell R44 Raven time at 410 per hour.
But maybe you meant something different.
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I would imagine..for people who need to do hour-building. Eg, you get your JAA CPL on an integrated with a total time of 135 hrs and you want to get your JAA FI rating. You can't start the JAA FI course until you have 250 hours. Hence you need to 'hour build'.
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Not sure if anyone can help but here goes. It looks like I am moving to Connecticut (wifes job) and will have some time on my hands.
I have a CAA CPL(H) but am grounded at present for medical reasons.
So how easy would it be to gain a FAA CPL(H) once living in the US?
and does anyone know of any school in Connecticut area.
Thanks
Jarvy
I have a CAA CPL(H) but am grounded at present for medical reasons.
So how easy would it be to gain a FAA CPL(H) once living in the US?
and does anyone know of any school in Connecticut area.
Thanks
Jarvy
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I think "north east helicopters" are up there, but I know nothing about them.
You will need a Class 2 or 3 FAA Medical and 150 hours total time to get a FAA CPL. You need a Class 2 medical to work as a Commercial Pilot, but you can sit the checkride with a Class 3.
Full FAA CPL(H) Requirements for FAA CPL here:
(c) For a helicopter rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with a rotorcraft category and helicopter class rating must log at least 150 hours of flight time as a pilot that consists of at least:
(1) 100 hours in powered aircraft, of which 50 hours must be in helicopters.
(2) 100 hours of pilot-in-command flight time, which includes at least—
(i) 35 hours in helicopters; and
(ii) 10 hours in cross-country flight in helicopters.
(3) 20 hours of training on the areas of operation listed in §61.127(b)(3) of this part that includes at least—
(i) 10 hours of instrument training in an aircraft;
(ii) One cross-country flight of at least 2 hours in a helicopter in day VFR conditions, consisting of a total straight-line distance of more than 50 nautical miles from the original point of departure;
(iii) One cross-country flight of at least 2 hours in a helicopter in night VFR conditions, consisting of a total straight-line distance of more than 50 nautical miles from the original point of departure; and
(iv) 3 hours in a helicopter in preparation for the practical test within the 60-day period preceding the date of the test.
(4) 10 hours of solo flight in a helicopter on the areas of operation listed in §61.127(b)(3) of this part, which includes at least—
(i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 50 nautical miles from the original point of departure; and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).
You will need a Class 2 or 3 FAA Medical and 150 hours total time to get a FAA CPL. You need a Class 2 medical to work as a Commercial Pilot, but you can sit the checkride with a Class 3.
Full FAA CPL(H) Requirements for FAA CPL here:
(c) For a helicopter rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with a rotorcraft category and helicopter class rating must log at least 150 hours of flight time as a pilot that consists of at least:
(1) 100 hours in powered aircraft, of which 50 hours must be in helicopters.
(2) 100 hours of pilot-in-command flight time, which includes at least—
(i) 35 hours in helicopters; and
(ii) 10 hours in cross-country flight in helicopters.
(3) 20 hours of training on the areas of operation listed in §61.127(b)(3) of this part that includes at least—
(i) 10 hours of instrument training in an aircraft;
(ii) One cross-country flight of at least 2 hours in a helicopter in day VFR conditions, consisting of a total straight-line distance of more than 50 nautical miles from the original point of departure;
(iii) One cross-country flight of at least 2 hours in a helicopter in night VFR conditions, consisting of a total straight-line distance of more than 50 nautical miles from the original point of departure; and
(iv) 3 hours in a helicopter in preparation for the practical test within the 60-day period preceding the date of the test.
(4) 10 hours of solo flight in a helicopter on the areas of operation listed in §61.127(b)(3) of this part, which includes at least—
(i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 50 nautical miles from the original point of departure; and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).
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Bristow
Evening all! I got into the FAA Pro Pilot Course course in Bristow Academy Florida by a cancellation. Due to start in November. I'd like to hear anyones thoughts on the school, good bad or indifferent.
Cheers,
Wardy
Cheers,
Wardy
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First of all, congratulations.
I think if it were me, I'd just be glad I'd got in and be prepared to form my own opinion of the facility when I used it. The very last thing I'd want would be a load of old farts saying what they thought of it.
Its what you think of it that counts.
Good luck.
Taff
I think if it were me, I'd just be glad I'd got in and be prepared to form my own opinion of the facility when I used it. The very last thing I'd want would be a load of old farts saying what they thought of it.
Its what you think of it that counts.
Good luck.
Taff
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Great Opportunity
Congratulations. I am one of the 'Old Farts' and suggest you are on the right road. I am a bit biased, but believe Bristow is a great outfit to work for and has a great safety record.
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Bristow
You're right Taff. I am delighted to get it. there was a 2 year waiting list for the combined jaa/faa course so i'm glad to get a foot in the door. and besides, its yee old farts that i'm gonna be learning from, so yee must know a thing or 2..................
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Florida Visit
I've just visited the Bristow Academy in Titusville and I was really impressed by the operation. It is quite an impressive sight seeing so many helicopters in one place cordinating various training, I felt sorry for the person in the tower!
Having done all my training on Robinson's, It was very intersting to spend some time in a Schweizer, I felt reasonably confident after a short time flying.
The student support staff were great, really helpful, answering all my questions both via email and when I arrived. I would recommend a visit to make your own mind up.
Tonge
Tonge
Having done all my training on Robinson's, It was very intersting to spend some time in a Schweizer, I felt reasonably confident after a short time flying.
The student support staff were great, really helpful, answering all my questions both via email and when I arrived. I would recommend a visit to make your own mind up.
Tonge
Tonge
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I have been looking at doing Bristow's Pro Pilot Program too (if I can get a place), one thing I am worried about is the prospect of getting a job to build hours afterward considering the current Economic climate. I have about the same ecomomic knowledge as a house brick, so was wondering if anyone had any thourghts on how the economy/fuel prices will effect the US Helicopter Industry in the near future?
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The way I see it, it could work both ways - on one hand there will almost certainly be less flying because it will become more expensive, on the other hand, the offshore business will continue to grow due to investment in the deep water stuff. Helicopter operating costs are less affected by fuel than FW ops because it's a smaller % of our total costs (high maintenance, insurance, etc works in our favour.)
I was at Bristows Academy from March 05 to March 06. As far as beginning training is concerned, be 100% sure in your mind that you want to do this because it's a real battle. First you have the anguish of all the tests and checkrides during your training. When you've worked your heart out and completed your training you have the battle of trying to get your first CFI job. Some of my friends took several months to find their first job, and that really ate into their J-1 visas, and their self-confidence.
Once you have landed your first job CFI'ing then you have a very intensive year of students trying to kill you, and then when you reach the 'magic' 1000 hours (and qualify for an entry level turbine job) you have another battle getting a job flying turbines.
Add to this the fact that you are being tested all the time - if you have a bad day in this job your career is over - you could have a student or employer putting pressure on you to fly in marginal weather, you could have miscalculated your fuel burn, you could simply have a mechanical problem that isn't even your fault... there's so many ways these things can get you it's bewildering.
So there's a lot of downsides to this game.
On the other hand, when the weather is nice and the flying is easy, it's about as close as you can get to the best job in the world...
If you love flying, just do it.
I was at Bristows Academy from March 05 to March 06. As far as beginning training is concerned, be 100% sure in your mind that you want to do this because it's a real battle. First you have the anguish of all the tests and checkrides during your training. When you've worked your heart out and completed your training you have the battle of trying to get your first CFI job. Some of my friends took several months to find their first job, and that really ate into their J-1 visas, and their self-confidence.
Once you have landed your first job CFI'ing then you have a very intensive year of students trying to kill you, and then when you reach the 'magic' 1000 hours (and qualify for an entry level turbine job) you have another battle getting a job flying turbines.
Add to this the fact that you are being tested all the time - if you have a bad day in this job your career is over - you could have a student or employer putting pressure on you to fly in marginal weather, you could have miscalculated your fuel burn, you could simply have a mechanical problem that isn't even your fault... there's so many ways these things can get you it's bewildering.
So there's a lot of downsides to this game.
On the other hand, when the weather is nice and the flying is easy, it's about as close as you can get to the best job in the world...
If you love flying, just do it.
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Training in the USA??
Hi,
Just started my PPL fixed wing, but heli's is where the heart is. I'm to old to join the boy's in green so would need to fund the training myself. Has anyone on here gone to the US for training (i'm UK based) then had any problems when they got back with hireing on a PPL. I have heard some places just won't let you hire from them? Also, getting a CPLH over there is around 25k rather than the 60k over here, so same question, has anyone done this and had any good / bad experiances?
I suppose the last question is, that I have a pretty well paid job, (I think more than I would earn as a heli pilot for at least 6 years) I dont actually work that hard and travel loads....... Should I give it up to pursue a this dream? What would you do?
Cheers
Just started my PPL fixed wing, but heli's is where the heart is. I'm to old to join the boy's in green so would need to fund the training myself. Has anyone on here gone to the US for training (i'm UK based) then had any problems when they got back with hireing on a PPL. I have heard some places just won't let you hire from them? Also, getting a CPLH over there is around 25k rather than the 60k over here, so same question, has anyone done this and had any good / bad experiances?
I suppose the last question is, that I have a pretty well paid job, (I think more than I would earn as a heli pilot for at least 6 years) I dont actually work that hard and travel loads....... Should I give it up to pursue a this dream? What would you do?
Cheers
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A requirement is certainly to work hard (do your research first and THEN ask questions) and to be able to read: http://www.pprune.org/forums/rotorhe...ter-pilot.html
Please try that thread first.
good luck!
Please try that thread first.
good luck!
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it's usually 'poor' pilots wanting to be pros for real (especially helis in Europe) who save a lot, sell house or remortgage (the lucky ones) or get wad of money some other way - except Bond's part-sponsoring scheme, there's hardly any sponsorship or cadet scheme (except GAPAN's few freebies to another lucky few) in rotary world at the moment. So there goes damn huge loan option like some youngsters at CTC or OAT have..
People here also tend to say /write/ that rich folks don't need to be pro pilots and REALLY enjoy flying what, when and where to, rather than as a job (doesn't mean it'll have to be mundane, common agreement is that helis are far from mundane 'autopilot on' jobs).
If you can see you'd have to work half decade to get to your current level of earnings, well, it's kinda no-brainer. You either want to fly for fun, or for living. There are FW pilots who took the paycut in order to achieve goals and have even better earnings way further down the line.
It all depends on you. I'll select good school in the US for training (doesn't have to be 6-12 months) you can do few times at once, maybe, depending on your circumstances. Or fly as go in the UK. All up to you.
I wish I could say what you do.
Surely, the sticky thread is first thing to do.
If you started FW PPL, take intro heli ride and then let the bug keep bite more and more. Considerable savings can be made by training helis in the US, for sure. Guess you have idea about hourly rates incl instructor etc.
I've got almost 50 hours into RW PPL (I'm not finishing this year as it seems..) and going to do two nice XC trips before heading back to UK early.
I'm still looking forward to any flying. It's all great. I had some hard work, now I'll have some more fun gliding.
BTW, don't forget to check out the thread 'would you do it all over again knowing what you know now' or this sort, think also purely helicopter one here on Rotorheads. It'll give you an idea of why you may not have to plunge into career when you can really enjoy yourself. You may not do very long XCs in the UK in S300 or R22, but still have fun. Doing 'flying holidays' once you have PPL - even both, FW and RW. Best of both, you'd be able to choose which aircraft where if you do the check-outs and lic revalidations etc.
Off you go reading and searching..
People here also tend to say /write/ that rich folks don't need to be pro pilots and REALLY enjoy flying what, when and where to, rather than as a job (doesn't mean it'll have to be mundane, common agreement is that helis are far from mundane 'autopilot on' jobs).
If you can see you'd have to work half decade to get to your current level of earnings, well, it's kinda no-brainer. You either want to fly for fun, or for living. There are FW pilots who took the paycut in order to achieve goals and have even better earnings way further down the line.
It all depends on you. I'll select good school in the US for training (doesn't have to be 6-12 months) you can do few times at once, maybe, depending on your circumstances. Or fly as go in the UK. All up to you.
I wish I could say what you do.
Surely, the sticky thread is first thing to do.
If you started FW PPL, take intro heli ride and then let the bug keep bite more and more. Considerable savings can be made by training helis in the US, for sure. Guess you have idea about hourly rates incl instructor etc.
I've got almost 50 hours into RW PPL (I'm not finishing this year as it seems..) and going to do two nice XC trips before heading back to UK early.
I'm still looking forward to any flying. It's all great. I had some hard work, now I'll have some more fun gliding.
BTW, don't forget to check out the thread 'would you do it all over again knowing what you know now' or this sort, think also purely helicopter one here on Rotorheads. It'll give you an idea of why you may not have to plunge into career when you can really enjoy yourself. You may not do very long XCs in the UK in S300 or R22, but still have fun. Doing 'flying holidays' once you have PPL - even both, FW and RW. Best of both, you'd be able to choose which aircraft where if you do the check-outs and lic revalidations etc.
Off you go reading and searching..