Flying for CHC Scotia or Bristow: info needed by french pilot
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Flying for CHC Scotia or Bristow: info needed by french pilot
Good day
I have a few questions about becoming a pilot for North Sea operators based in Aberdeen and flying to offshore platforms.
I have a CPL IR, 1000 hours TT including 500 multi engine and 250 hours on EFIS helicopters (EC145). I currently fly for the french gendarmerie (Police) and would like to move to something different in the coming 2 to 3 years (which should bring me to 2000 hours TT).
1 Do I need the ATPL (H) theory to fly for a north sea operator or my current licences and experience is enough?
2 Is life in Aberdeen enjoyable (for a foreign family)?
3 What is the « take home after taxes » salary when starting?
4 How many days of leave?
5 Is it possible to go to Aberdeen and visit Bristow or CHC Scotia and meet pilots? (I'd like go there with my family to see if everyone would like this new life)
Thanks.
I have a few questions about becoming a pilot for North Sea operators based in Aberdeen and flying to offshore platforms.
I have a CPL IR, 1000 hours TT including 500 multi engine and 250 hours on EFIS helicopters (EC145). I currently fly for the french gendarmerie (Police) and would like to move to something different in the coming 2 to 3 years (which should bring me to 2000 hours TT).
1 Do I need the ATPL (H) theory to fly for a north sea operator or my current licences and experience is enough?
2 Is life in Aberdeen enjoyable (for a foreign family)?
3 What is the « take home after taxes » salary when starting?
4 How many days of leave?
5 Is it possible to go to Aberdeen and visit Bristow or CHC Scotia and meet pilots? (I'd like go there with my family to see if everyone would like this new life)
Thanks.
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Working for CHC
Are you sure you're French? Your English puts most of the contributors to this forum to shame.
1. You will not require ATPL theory as a co-pilot and a lack of this should not be a factor on employment on the North Sea; however, you would need this to gain an ATPL in order to become a commander.
2. You can make it as enjoyable (or miserable) as you like. Fantastic walking/fishing/shooting within easy reach, and low(ish) house prices once you move a few miles from the city centre.
3. This will depend on your experience at the time of starting, but they do employ some of the most experienced pilots in the industry, so it is likely to be more than you're on at present (and CHC leads the industry as regards pay and roster deals (see 4)).
4. No leave as such, but an equal-time roster gives you a day off for every day worked.
5. I'm sure that someone will reply with an offer to show you around; it's a very friendly company, certainly made me feel welcome.
1. You will not require ATPL theory as a co-pilot and a lack of this should not be a factor on employment on the North Sea; however, you would need this to gain an ATPL in order to become a commander.
2. You can make it as enjoyable (or miserable) as you like. Fantastic walking/fishing/shooting within easy reach, and low(ish) house prices once you move a few miles from the city centre.
3. This will depend on your experience at the time of starting, but they do employ some of the most experienced pilots in the industry, so it is likely to be more than you're on at present (and CHC leads the industry as regards pay and roster deals (see 4)).
4. No leave as such, but an equal-time roster gives you a day off for every day worked.
5. I'm sure that someone will reply with an offer to show you around; it's a very friendly company, certainly made me feel welcome.
Last edited by the beater; 29th Aug 2006 at 10:25.
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Hi EC145
Unless the French have recently signed up to JAR Ops 3 and FCL2, you will have to get your license converted, and from my experience with the French licensing authority, that is not going to be easy.
The French have taken JAR Ops 1, and FCL 1, but as at a year ago, they were not JAR for helicopters.
Best wishes
Si
Unless the French have recently signed up to JAR Ops 3 and FCL2, you will have to get your license converted, and from my experience with the French licensing authority, that is not going to be easy.
The French have taken JAR Ops 1, and FCL 1, but as at a year ago, they were not JAR for helicopters.
Best wishes
Si
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Re: income
So that everyone knows, I make around 4500€ "after taxes" per month as captain and unit commander for the french Gendarmerie.
Thanks for this quick answer.
Thanks for this quick answer.
Nigerian In Law
Beater
OK. Just re-read your post and it doesn't jump out at me which company in that particular context, but maybe I need to wait for the hangover to wear off a bit more.........
Cheers,
NEO
Cheers,
NEO
NEO,
It's all in the title above the Beater’s first post, didn't see it the first time myself.
Know all about the "Star" effects...
EC145,
You probably will not see a big rise in your take home pay to start with but the earning potential is greater in the long run. But living cost here are more expensive, in my experience one Pound here will buy you the same as one Euro does on the continent. Housing cost wise it will depends where you are currently living in France, have a look on this website for prices around Aberdeen: http://www.aspc.co.uk/
As SiClick says I would contact the DGAC to make sure where they stand on the JAR front to avoid problems later on.
Good idea to come and see it for yourself (and family), also a good time to go and meet the different companies, let me know when you are going to be around.
Bonne chance
Greetings,
Finalchecksplease
It's all in the title above the Beater’s first post, didn't see it the first time myself.
Know all about the "Star" effects...
EC145,
You probably will not see a big rise in your take home pay to start with but the earning potential is greater in the long run. But living cost here are more expensive, in my experience one Pound here will buy you the same as one Euro does on the continent. Housing cost wise it will depends where you are currently living in France, have a look on this website for prices around Aberdeen: http://www.aspc.co.uk/
As SiClick says I would contact the DGAC to make sure where they stand on the JAR front to avoid problems later on.
Good idea to come and see it for yourself (and family), also a good time to go and meet the different companies, let me know when you are going to be around.
Bonne chance
Greetings,
Finalchecksplease
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More details from EC145pilot
Thanks to you all.
I've already checked with the DGAC (french CAA) as the JAR FCL were implemented this year in France. I now have a JAR FCL 3 CPL and took my IFR training and checkride under the JAR FCL3 "reign". So no problem anymore, I now have a "real" (just kidding!) CPL IR ME JAR licence.
I live in Paris (I am in charge of the Gendarmerie Unit for the region around Paris) so the cost of living is high. But the housing is paid for by the Gendarmerie. When I wrote that my income is 4500€/month; it's 3500€ salary and the equivalent of 1000€ for housing.
Cheers.
I've already checked with the DGAC (french CAA) as the JAR FCL were implemented this year in France. I now have a JAR FCL 3 CPL and took my IFR training and checkride under the JAR FCL3 "reign". So no problem anymore, I now have a "real" (just kidding!) CPL IR ME JAR licence.
I live in Paris (I am in charge of the Gendarmerie Unit for the region around Paris) so the cost of living is high. But the housing is paid for by the Gendarmerie. When I wrote that my income is 4500€/month; it's 3500€ salary and the equivalent of 1000€ for housing.
Cheers.
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Hello les bleues (by opposition to the red's).
Why don't you think to the french offshore operator like H.U?
IMHO it'll grow up your logbook easier than a foreign company.
I'm, as you're, engaged with the nation, and looking what's the matter outside.
My opinion is that if you don't need the ATPL(H) for being a co-pilot, most of the applicants hold a dry one (meaning the theory part).
For instance, the H.U prerequisites are CPL-I.R(H)-ME+PL certificates.
Are you sure you already convert your old 81' license into a brand new FCL 2 one?
It's now possible since the 1st of July and requires a huge paperwork as DGAC likes (have a lookTHERE)
Why don't you think to the french offshore operator like H.U?
IMHO it'll grow up your logbook easier than a foreign company.
I'm, as you're, engaged with the nation, and looking what's the matter outside.
My opinion is that if you don't need the ATPL(H) for being a co-pilot, most of the applicants hold a dry one (meaning the theory part).
For instance, the H.U prerequisites are CPL-I.R(H)-ME+PL certificates.
Are you sure you already convert your old 81' license into a brand new FCL 2 one?
It's now possible since the 1st of July and requires a huge paperwork as DGAC likes (have a lookTHERE)
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GNZ
Paperwork is being processed for my CPL and IR. It might take a month or two but I consider it done.
I won't work for HU (Héli Union a french offshore operator for those who don't know) since I intend to move to the UK to work and live with my family. Spending six months (or even weeks) in africa and coming back in France does not suit my wife, nor I.
Rather keep my job in that case.
More info about CHC Scotia and Bristow welcomed.
Cheers,
Paperwork is being processed for my CPL and IR. It might take a month or two but I consider it done.
I won't work for HU (Héli Union a french offshore operator for those who don't know) since I intend to move to the UK to work and live with my family. Spending six months (or even weeks) in africa and coming back in France does not suit my wife, nor I.
Rather keep my job in that case.
More info about CHC Scotia and Bristow welcomed.
Cheers,
There are three flights a day from Paris CDG to Aberdeen so you could pop up to Aberdeen to see the companies. The contact point at CHC is Pete Walmsley, switch board number 01224 846000. Bristows Aberdeen number is 01224 723151, good luck.
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Are you not also considering Bond offshore helicopters ? They run a fleet of 7 AS332 L2's and will be getting the EC225 in early 2008, they are primarily a crew change operation but have 2 offshore based SAR machines.
NST
NST
EC145Pilot,
Good luck - along with others on the thread I am pleasantly surprised by your command of English. It looks like the Gendarme's loss will be the UK's gain. You will not be the first French pilot working on the UK side of the North Sea, in the late 70s there were others - all working as Commanders.
SiClick,
I cannot let your remark pass without comment; the French were one of the first States to incorporate JAR-OPS 3 in their regulations (many years ago) - as French Ops 3. Whilst it is true that they have some local variations, they are no more - and probably less - than some States closer to home.
Jim
Good luck - along with others on the thread I am pleasantly surprised by your command of English. It looks like the Gendarme's loss will be the UK's gain. You will not be the first French pilot working on the UK side of the North Sea, in the late 70s there were others - all working as Commanders.
SiClick,
I cannot let your remark pass without comment; the French were one of the first States to incorporate JAR-OPS 3 in their regulations (many years ago) - as French Ops 3. Whilst it is true that they have some local variations, they are no more - and probably less - than some States closer to home.
Jim
Bonjour EC145,
As a French, I've worked for a North Sea operator in late 90's and settled in whith my family in a small Linconshire market town .
I can tell you it hes been a wonderfull experience, I've met true professionals doing their job without the fus and show-up as we usually find elsewhere amongst our noisy and windy rotorhead community. I can say I've learned a lot, professionaly but also humanly.
My family also enjoyed it very much.
Only reasons not directly linked to the "UK environment" made me leave this country. I must also admitt that the routine aspect of the flights made me looked again towards the helicopter gipsy-free-lance job I had known before...But as you already know, we are cursed....
As a French, I've worked for a North Sea operator in late 90's and settled in whith my family in a small Linconshire market town .
I can tell you it hes been a wonderfull experience, I've met true professionals doing their job without the fus and show-up as we usually find elsewhere amongst our noisy and windy rotorhead community. I can say I've learned a lot, professionaly but also humanly.
My family also enjoyed it very much.
Only reasons not directly linked to the "UK environment" made me leave this country. I must also admitt that the routine aspect of the flights made me looked again towards the helicopter gipsy-free-lance job I had known before...But as you already know, we are cursed....
Just to clarify JimL's point (if I dare!) of course he will be correct about when France adopted JAR-OPS, but its JAR-FCL 2 that has been the problem for French pilots. The French have very recently adopted JAR-FCL 2. So EC145pilot if you have / will be getting a JAR-FCL2 compliant licence there is no problem (don't know what a JAR-FCL3 licence is - a mistake I hope!). French pilots only having a French National licence have a bit of a problem as the UK CAA doesn't recognise the licence directly, though they can be persuaded to give a validation.
Regarding the salary, I think you can expect more as a captain but bear in mind you will not walk into a command if you have no offshore experience and no ATPL.
But I would expect that Parisians endure a higher cost of living that Aberdonians, though the coffee is better in Paris!..
HC
Regarding the salary, I think you can expect more as a captain but bear in mind you will not walk into a command if you have no offshore experience and no ATPL.
But I would expect that Parisians endure a higher cost of living that Aberdonians, though the coffee is better in Paris!..
HC
However all that being said....a French gal will catch your attention....but a Scottish lass will keep it.
Should not matter to our friend here as he is bringing his own.
Should not matter to our friend here as he is bringing his own.
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For those who didn't know
JAR-FCL3 is the medical part of the JAR's so no license from that.
JAR-FCL3 describes the health requirements for the issue of medical certificates to pilots, mechanics and air traffic controllers and maybe some other good people that I didn't read about.
JAR-FCL3 describes the health requirements for the issue of medical certificates to pilots, mechanics and air traffic controllers and maybe some other good people that I didn't read about.
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JimL
Last year I was involved in a JAR Operation, that employed French Pilots. The French licensed pilots all had to fly on temporary validations as the French had not accepted JAR-OPS 3.
The French would not accept the JAR type ratings, OPC's or IR renewals done by JAA examiners, as the examiners were not approved by the French authority. This meant a lot of checks needed to be done twice.
I am not familiar with the French regulations, and it may be that they are compliant with JAR OPS 3, but whilst they had not signed up, their compliance was useless.
I am pleased to hear that these problems will now remain in the past as the French signed up this year.
Best wishes
Si
Last year I was involved in a JAR Operation, that employed French Pilots. The French licensed pilots all had to fly on temporary validations as the French had not accepted JAR-OPS 3.
The French would not accept the JAR type ratings, OPC's or IR renewals done by JAA examiners, as the examiners were not approved by the French authority. This meant a lot of checks needed to be done twice.
I am not familiar with the French regulations, and it may be that they are compliant with JAR OPS 3, but whilst they had not signed up, their compliance was useless.
I am pleased to hear that these problems will now remain in the past as the French signed up this year.
Best wishes
Si