North Sea Job Prospects
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I'm just the wannabe so take my word with a spade of salt...
but when I spoke to CHC the other week, I was told that a type rating on the Puma would be required. Only if the company failed to get enough of a response from people with the type rating, would others be called for interview.
I'm guessing a phone call to them would probably be the best option for someone with your significant experience.
Thanks
Nick
(currently mulling over the cost of training
)
but when I spoke to CHC the other week, I was told that a type rating on the Puma would be required. Only if the company failed to get enough of a response from people with the type rating, would others be called for interview.
I'm guessing a phone call to them would probably be the best option for someone with your significant experience.
Thanks
Nick
(currently mulling over the cost of training
)
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Heard today that CHC Scotia NEED(!) 12 co-pilots immediately!! I'm assuming CPL (IR) will be the minimum. As for type ratings, how many non North Sea pilots have 332L/L2 on their licences??
Give them a call.
bondu
Give them a call.
bondu
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The requirement for a Puma rating is based purely on cost: that is, the cost that any company has to lay out to get you on line. The priorities would be something like:
1. Puma rated, offshore experience
2. Twin time + IR
3. SE + IR
4. Twin time
5. SE only
Believe it or not there are some Puma rated guys (and gals!) out there who wish to return to the North Sea - the working conditions now compare much more favourably with the fixed wing world than 4-5 years ago.
A note of caution though. No matter how much experience you bring to the North Sea, DON'T expect a command slot within the first 5,6 or even more years: there are a lot of very senior co-pilots waiting for command slots and they should take up any movement in that direction for some time.
Good luck to any wannabies, you could do a lot worse than the North Sea.
Wiz
1. Puma rated, offshore experience
2. Twin time + IR
3. SE + IR
4. Twin time
5. SE only
Believe it or not there are some Puma rated guys (and gals!) out there who wish to return to the North Sea - the working conditions now compare much more favourably with the fixed wing world than 4-5 years ago.
A note of caution though. No matter how much experience you bring to the North Sea, DON'T expect a command slot within the first 5,6 or even more years: there are a lot of very senior co-pilots waiting for command slots and they should take up any movement in that direction for some time.
Good luck to any wannabies, you could do a lot worse than the North Sea.
Wiz
Last edited by Wizzard; 18th Jun 2005 at 11:23.
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North Sea Job Prospects
Any info on the business situation in the north Sea would be greatly appreciated.Who's Hiring for Pilots?What is the outlook?I am European and I Have been working in the Gulf of Mexico for the last 10 years, thinking about getting my licences in Europe. Anyone hiring with FAA ratings?Any advices appreciated.CHEERS!
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Working in the North Sea as a long distance commuter
I've been working on the USA west coast as an EMS pilot for several years. As my kids get older I'm considering getting back into the offshore industry, but keeping my home in the US Pacific NW. Do any of the North Sea companies employ pilots in a routine that would allow long distance commuting? (ex RAF Sea King and Wessex, British citizen, FAA ATP, expired CAA ATPL(H)).
What kind of start pay could I expect as an experienced IFR pilot, current on Bell mediums and Agustas and the like, and a little time on S-61s in the GOM.
Thanks folks; I seem to have contacts in most places now, but have lost touch with my home area.
What kind of start pay could I expect as an experienced IFR pilot, current on Bell mediums and Agustas and the like, and a little time on S-61s in the GOM.
Thanks folks; I seem to have contacts in most places now, but have lost touch with my home area.
Last edited by EMSslug; 7th Dec 2005 at 16:23.
We used to have a pilot who commuted from Oz to Shetland in days of yore (where are you now DT?), however I doubt whether you would get a roster like that these days.
[What is Peter Boor doing nowadays? - One of the best roster writers/managers I ever worked for!]
TeeS
[What is Peter Boor doing nowadays? - One of the best roster writers/managers I ever worked for!]
TeeS
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Thanks, I expected that. I had started to look at 6/6 or 6/4 in the Middle East or Africa and I just wondered if somewhere I'd operated in the the past had something similar.
I'm not thinking out of Aberdeen, but maybe some offshore jobs or maybe something in the Faroes area. I'll probably make contact with the CHC folks up the road in Vancouver, but some local input is appreciated.
I'm not thinking out of Aberdeen, but maybe some offshore jobs or maybe something in the Faroes area. I'll probably make contact with the CHC folks up the road in Vancouver, but some local input is appreciated.
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Bristow operate out of Scatsa in the Shetlands on a 2 week on 2 week off routine. They have guys living all round europe, the West coast USA is a bit further to travel though, and i think the weather over there is a little better.
BS
Sorry to be pedantic but this is what management thinks:-
"And the Offshore based AS365 works 14 days on and 14 days off."
It is actually 15 days on 13 days off and highly unlikely that there will be any vacancies in the future if at all
HF
Sorry to be pedantic but this is what management thinks:-
"And the Offshore based AS365 works 14 days on and 14 days off."
It is actually 15 days on 13 days off and highly unlikely that there will be any vacancies in the future if at all
HF
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North Sea Job Prospects
Firstly apologies for logging on as a new "anonymous" user - small industry - current job - etc.
Secondly, apologies if this thread has been flogged to death already (a redirection would be appreciated to save you the effort of replying).
It has long been my dream to join the guys on the North Sea, the reality of which began a few years ago with a 'foreign' CPL.
I'm now about to receive my results for the last set of ATPL(H) exams (did quite well in the first round so am confident of a pass in the final 5), and am going to repeat my initial contact with the North Sea operators to test the water.
However, before I put pen to paper, I would be grateful of your comments (as I know there are quite a number of seasoned North Sea pilots that read these threads) on the following points:
I have:
- "foreign" CPL(H)
- approx. 200 hours (R22, R44, H300, B47 and B206) + low flying, mountain and sling load endorsements
- assumed pass in all JAA ATPL(H)
- will be sitting my JAA CPL(H) test in the coming few weeks
- no money left for an IR(H)
- a "few" years working for a Heli org (flight ops + ususal "everything" of a smaller organisation)
- various other life skills that I can bring to the party
Questions:
- Is it a dumb move to contact all the North Sea operators at the same time, or just concentrate on 1 (I would guess that the small world grapevine is alive and well in Scotland and I don't want to appear desperate)
- Is there any substance to the rumour that "decent" new pilots (by that I mean the right character, not the right experience) are in short supply ?
- Do I really need to go to the expense (debt) of obtaining my IR before job hunting (don't know if the wife'll swallow that kind of debt - no jokes please) ?
- Do I stand a chance with only approx. 200 hours ?
- Are there any tips for interview technique ?
- Does a personal visit to back up the CV help, or just frustrate the Chief Pilots who "get hassled all the time" !?
I feel I bring the necessary bare basic skills required for the role and would relish the opportunity to learn from the experienced guys in the seat next to me, however, we all think we're wonderful and ideally suited and therefore an objective view would be of benefit.
Thank you in advance for responding - I look forward to flying with some of you in the future (all except ChopperPilot2006 - by the sounds of his North Sea thread the odd dork slips though the application process - bad luck CHC).
"Warrington"
Secondly, apologies if this thread has been flogged to death already (a redirection would be appreciated to save you the effort of replying).
It has long been my dream to join the guys on the North Sea, the reality of which began a few years ago with a 'foreign' CPL.
I'm now about to receive my results for the last set of ATPL(H) exams (did quite well in the first round so am confident of a pass in the final 5), and am going to repeat my initial contact with the North Sea operators to test the water.
However, before I put pen to paper, I would be grateful of your comments (as I know there are quite a number of seasoned North Sea pilots that read these threads) on the following points:
I have:
- "foreign" CPL(H)
- approx. 200 hours (R22, R44, H300, B47 and B206) + low flying, mountain and sling load endorsements
- assumed pass in all JAA ATPL(H)
- will be sitting my JAA CPL(H) test in the coming few weeks
- no money left for an IR(H)
- a "few" years working for a Heli org (flight ops + ususal "everything" of a smaller organisation)
- various other life skills that I can bring to the party
Questions:
- Is it a dumb move to contact all the North Sea operators at the same time, or just concentrate on 1 (I would guess that the small world grapevine is alive and well in Scotland and I don't want to appear desperate)
- Is there any substance to the rumour that "decent" new pilots (by that I mean the right character, not the right experience) are in short supply ?
- Do I really need to go to the expense (debt) of obtaining my IR before job hunting (don't know if the wife'll swallow that kind of debt - no jokes please) ?
- Do I stand a chance with only approx. 200 hours ?
- Are there any tips for interview technique ?
- Does a personal visit to back up the CV help, or just frustrate the Chief Pilots who "get hassled all the time" !?
I feel I bring the necessary bare basic skills required for the role and would relish the opportunity to learn from the experienced guys in the seat next to me, however, we all think we're wonderful and ideally suited and therefore an objective view would be of benefit.
Thank you in advance for responding - I look forward to flying with some of you in the future (all except ChopperPilot2006 - by the sounds of his North Sea thread the odd dork slips though the application process - bad luck CHC).
"Warrington"
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First of all, good luck for the written exams as we all know how much of a pain it can be to do and especially the amount involved!! You certainly are doing the right thing with obtaining your frozen ATPL (H)
Secondly, with all due respect - how old are you? The reason i ask is because as you know it can affect acceptance through experience etc..
Thirdly, the instrument rating is and has always been the "golden key" to get into the right door (most of the time)
I.e if they only need a few pilots then they will tend to take on guys with an IR. This is because they know that they can find a few pilots with one. Unfortunately its down to money saving for company's these days as you probably already know! But then again, if they are screaming for pilots & can't get enough, they will pay the course!
With no IR, yours chances will (yet again) come down to whether or not they need pilots at the time! i.e if the industry is booming, with more contracts won - hence more workforce. You could then have good chances of being accepted (whether or not you have IR) & therefore put through the course (all expenses paid - with a bond at the end (normally 3 years once multi-engine upgrade is accomplished & up to 6 years depending on what company & circumstances)
However, since its not a perfect world, most of the time the north sea operators tend to prefer you to have/obtain an IR before applying!!
I believe you should apply to all companys (bristow, bond & CHC) as it will increase your chances - nothing to lose! & no you won't look desperate as many people do just that!
A lot of pilots usually go under the "instructor route" to gain experience & most importantly hours building before applying for a job as they tend to have more chance.
I also believe you should go up to all 3 bases in aberdeen with your CV etc and show your keen interest etc etc. At least then you have a greater chance of having your CV towards the top of the already huge waiting list!!
Don't worry too much about low hours. Again, its down to whether or not they need pilots. My advice to you is to tell them exactly what you have & what you wish to accomplish
I hope this helps so far, & if you want more info or to get in contact PM me
All the best
Secondly, with all due respect - how old are you? The reason i ask is because as you know it can affect acceptance through experience etc..
Thirdly, the instrument rating is and has always been the "golden key" to get into the right door (most of the time)
I.e if they only need a few pilots then they will tend to take on guys with an IR. This is because they know that they can find a few pilots with one. Unfortunately its down to money saving for company's these days as you probably already know! But then again, if they are screaming for pilots & can't get enough, they will pay the course!
With no IR, yours chances will (yet again) come down to whether or not they need pilots at the time! i.e if the industry is booming, with more contracts won - hence more workforce. You could then have good chances of being accepted (whether or not you have IR) & therefore put through the course (all expenses paid - with a bond at the end (normally 3 years once multi-engine upgrade is accomplished & up to 6 years depending on what company & circumstances)
However, since its not a perfect world, most of the time the north sea operators tend to prefer you to have/obtain an IR before applying!!
I believe you should apply to all companys (bristow, bond & CHC) as it will increase your chances - nothing to lose! & no you won't look desperate as many people do just that!
A lot of pilots usually go under the "instructor route" to gain experience & most importantly hours building before applying for a job as they tend to have more chance.
I also believe you should go up to all 3 bases in aberdeen with your CV etc and show your keen interest etc etc. At least then you have a greater chance of having your CV towards the top of the already huge waiting list!!
Don't worry too much about low hours. Again, its down to whether or not they need pilots. My advice to you is to tell them exactly what you have & what you wish to accomplish
I hope this helps so far, & if you want more info or to get in contact PM me
All the best
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CHC recently hired two pilots with aprox 200 hrs each. They were among the 4 out of 30 to make it trough the screening process, good work! Instrument rating is more important than hrs.
I know BHL recently (summer ish) hired two young low hours co-pilots for the S-61. I think they had self paid IRs.
btw WM; what a lovely image to conjure with! especially after a hard night at Mr Smiths
btw WM; what a lovely image to conjure with! especially after a hard night at Mr Smiths
Last edited by 212man; 14th Dec 2005 at 05:40.
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Thanks
Thank you all for your replies.
Horny Frog - great reply, dodgy name - thanks.
I am early 30's, so like to think I'm still young enough to be considered but old enough to show maturity and a level head.
I shall certainly follow your advice and visit all 3 - I may end up down the instructor route although the limited finances for an IR also limit the instructor route for the time being - more desk flying !
Offtrack - Encouraging news - lets hope I am of the right calibre to make it through selection also.
212Man - Again, ditto - I aim to please !!
I just can't wait for the ATPL(H) results as this has been "several" years of hard work to reach this stage and I feel so close.
Wish me luck for the exams and thanks again for all the advice.
PS - Any useful interview techniques, or DO's and DONT's would be gratefully received.
Horny Frog - great reply, dodgy name - thanks.
I am early 30's, so like to think I'm still young enough to be considered but old enough to show maturity and a level head.
I shall certainly follow your advice and visit all 3 - I may end up down the instructor route although the limited finances for an IR also limit the instructor route for the time being - more desk flying !
Offtrack - Encouraging news - lets hope I am of the right calibre to make it through selection also.
212Man - Again, ditto - I aim to please !!
I just can't wait for the ATPL(H) results as this has been "several" years of hard work to reach this stage and I feel so close.
Wish me luck for the exams and thanks again for all the advice.
PS - Any useful interview techniques, or DO's and DONT's would be gratefully received.