Is an OML on your medical worse in rotor than in FW?
 

Given the nature of many helicopter jobs, is an OML (Operational Multi-Crew Limitation) a bigger problem for RW prospects than it is in the FW world? The RW culture often seems more pragmatic, which is probably a good thing, but jobs are fewer, and your career will usually involve some years of instructing (i.e. being the only fully qualified pilot in the aircraft).

If any of you guys have been there, how is life as a restricted RW pilot? Is it a big factor, having your career scrutinized every year, do you feel very limited in the industry?

Interesting question. I have an OML (legacy of cancer 3 years ago) which I am now trying to get removed. It’s not been an issue at my current operator as we have lots of young pilots and few other OMLs. However at smaller bases etc it could be an issue with aging pilots and other OMLs. A base with 10 pilots of which 5 >60 or OML starts to get challenging and can affect flexibility.

I think that’s the benefit of being FW with an OML you’re probably among hundreds of other pilots and it’s easy to roster you accordingly, but the rotary world is a lot smaller and you are more ‘difficult’ to assimilate. Hence why I’m trying to remove mine….

Depends to a large extent where you live, and what sector you are in. For multi-engine multi-crew qualified people in the UK, Netherlands, Germany, Denmark and Norway there is offshore work where it becomes more of a rostering limitation (and a potential recruitment consideration).

Elsewhere, there is a significant reliance on single-pilot charter for CAT operations. If this is your line of work and you are freelance, or don’t have a good sick pay scheme, you may be out of pay for some time…

Very interesting consultation on OMLs recently completed by the CAA, removing rostering issues for OMLs is a very common sense approach indeed! Hopefully this will happen:

https://consultations.caa.co.uk/safe...o-operational/