What should I expect as a helicopter pilot?

Hello everyone!

The help and responses I've got from everyone in the HangarChat community have been amazing! I thought I might inquire from some of you experienced helicopter pilots what I'm in store for as I continue to pursue my helicopter ratings.

After several holdups due to damage (it wasn't me!) and maintenance requirements of the 300CBi that I train in, I'm going on a year trying to complete my rotorcraft private. While I wish I was further along at this point, I'm certain this is a situation in which it was for the best in the end. Had things gone according to plan, I would probably be well into my commercial rating with experience in only one aircraft.

After talking to several helicopter pilots, it seems that gaining all of your ratings in an aircraft other than a Robinson could make it difficult to find a job in that vast spans between having a commercial rating and enough hours to operate a turbine aircraft. What are your thoughts on this? I've heard somewhere in the number of 90% of flight schools use Robinson. Since many of us look to become flight instructors as a means of time building, isn't it best to seek instruction in Robinsons so that I meet the SFAR requirements when I'm eligible to become a CFI?

Now, beyond the instruction stages... What is the market like for a commercial rated helicopter pilot with low hours? I've heard that there may be a demand for helicopter pilots shortly as many of them are Vietnam era pilots. While I personally interact with several helicopter pilots at the FBO I work at, and several of them are, in fact, Vietnam pilots, I've also heard from a particular operator that he gets several applications for pilot positions from students who received their ratings and were given a pat on the rear and a "good luck" from the institution they attended.
As with 99% of the Federal Code, I'm not entirely sure how CFR 14 Part 135 works. Is this related to pilots, or is it in reference to the operator?

So, lets say everything goes according to plan and I build some time, get my turbine transition and I'm looking at stepping up my career. My background in the Marine Corps infantry has bled over into my aspirations for my future. I was lucky enough to be able to get a ride along with the local PD air unit and it was a BLAST. I could definitely see myself enjoying a career with the law enforcement in an air unit. Unfortunately, it seems that most law enforcement agencies require a minimum of "x" number of years on the beat before you're considered for such a job, and often it isn't based on who is most qualified for the position. In fact, when I inquired further with the pilot, it sounds as though the PD was more interested in forking over the tens of thousands of dollars to train up someone with zero flight experience than to hire from the outside and get someone who could step into the position with next to no training. Did I mention that they are running HALF of the staff pilots required for the air unit? Now, I certainly understand the need for the pilot to have an understanding of what type of situation they are operating in support of. But are there even any agencies that will hire on with some kind of "contract" that they will fill any opening that comes up as a pilot?
Another intrest is in the field of aerial video. Shooting for movies seems like it would be a blast. And I particularly remember a tv series that followed around a bunch of xgames riders and filmed them as they rocketed off of sand dunes. That one really got my interest.

Operating a helicopter, in general, is something that I would probably enjoy no matter what it entailed. And, while I'm still in my "honeymoon" stage as a helicopter pilot, I can definitely see myself wiggling the sticks well past retirement age. Though, I don't think this is a strange idea. I've met several helicopter pilots who say that they still enjoy it as much as their first flight.

How have you guys felt about past positions? Are there certain jobs that were far and above more enjoyable than others? I think that the atmosphere plays a great role. As an *almost* instrument rated fixed wing pilot, I can say that one of the biggest joys of helicopter flying is not sitting back behind a wall of instruments, which leads me to believe that flying in beautiful surroundings can probably make up for a mediocre job.

Thanks for your time, folks. Don't feel like you have to address every question I brought up. I'd just like to get some understanding from some of those who have been there and done that.

I look forward to hearing from a community of so many helicopter pilots.

Take care,

Aaron

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Permalink Reply by John Spencer Flexman on August 23, 2011 at 5:48pm

Talk to Bristow, if you are good they will take you on and your career will be on its way.

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Permalink Reply by JUAN ARBELAEZ on August 24, 2011 at 8:18am

Remember this, helicopters are most of the time where no body wants to be. Very few are fortunate enough to be working for a fat cat.

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Permalink Reply by Nathan Stowell on August 24, 2011 at 9:01am

Well Aaron, lots of questions there for sure, and if you're not comfortable with the uncertainty of your future in helicopter aviation, that would be the first thing I'd recommend you settle into!

Next, the considerations of training aircraft you mention are certainly valid. I did all my training in Robinson aircraft, so I had no issues meeting SFAR requirements. Even though I've come to recognize the potential benefits of training in other models, the fact remains that opportunities to instruct will be limited without R22 time. Without equivocation, my suggestion would be that you absolutely acquire the time necessary to instruct in Robbies.

Bristow is a great company, and although they haven't hired for the last couple years, it may not be too much longer before they need to open the doors again. That depends on drilling activity in the GOM. Likewise, there's ERA, RLC, & PHI... and you may see one as an "easier" start than another, but right now, Bristow is the pretty clear leader out there and the place most folks want to be.

As you may know by now, only a few operators will take someone with zero turbine time and train them up - EMS, ENG, and several others require turbine time and often time in type, but while that may seem daunting from where you are at the moment, the opportunities do actually present themselves as you get ready for them.

Jobs will be available as the economy improves, and you're right, the Vietnam era guys will continue to retire, but that brings me to the first of two points that have proven to be true in my own experience:

~ You have to be willing to go where the work is. How many helicopters do you see buzzing around you neighborhood everyday? A couple trainers? Maybe the Sheriff or local PD? A news bird? Maybe a private or corporate copter? The point is, there aren't really that many helicopters operating in most communities, and that translates to only a handful of jobs. That's why the GOM, with hundreds of helicopters, and tours end up offering turbine transitions! They NEED people! But living by the GOM??? Uh.... maybe for some, but most pilots commute in to work... but then you're absent from your home (if you have one) and your FAMILY (if you have or want one). This is a very real consideration that I feel like I had exposure to as a student pilot, but it didn't seem to be too serious of a consideration. Of course, before long, I was gone M-F every week to fly R44 tours in Orlando, and only saw my wife on weekends. That was followed by work in the GOM, 7 on/7 off, which became 14/14. Nearly 5 years later, that continues, and doesn't necessarily get any easier when it's time to leave for work. The work IS where the work IS, and I recommend you offer some real thought and consideration to what sort of situation in which you might ideally like to find yourself, and if there's a significant other involved, have some discussion about locations where helicopters operate, and which operations are in which areas and what might lie ahead on your path. These are the uncertainties you can look forward to 5, 6, 7 years from now!

~ Second, and it may seem contradictory in some ways, but Thomas Carlyle said, "Go as far as you can see; when you get there you'll be able to see farther." ...and he wasn't talking about flying in crappy weather!!! The point is, if you are confident that you want to do this, keep your sites firmly on the next step in front of you, focusing on earning your certificates one at a time. Endeavor to embody professionalism in every facet of your aviation life. Something you might have heard already, the aviation community is pretty small... the helicopter community even more so! Have integrity in your dealings with people. Recognize the opportunity you're given when a small flight school puts their reputation and their students in your hands, and recognize the responsibility of conveying professionalism, skill and knowledge to your students. When you fill out a job application in the future, prospective employers will want to know everything you've done for the last X years, and they DO follow-up, so have respect and consideration for the people and organizations that help you on your path, because as you walk away from them, you may be back asking for even MORE help sooner than you think!

I could go on... but the unknown that lies ahead for you is also part of the fun & excitement. It's yours alone to discover and a great deal of it will probably unfold in unexpected ways. Your job is to get yourself qualified, comport yourself professionally and treat people well along the way. Like most worthwhile things in life, it's a journey and not necessarily a destination.

Cheers and good luck!

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Permalink Reply by Richard Bakker on December 15, 2011 at 4:21pm

There are many "cheaper" options when it comes to learning but as with all things in life you get what you pay for. I personally decided to go with the best flightschool I could find. This has major benefits. For one, if a heli breaks they have many many more. Secondly you are spoiled for choice. My flightschool has 22's, 44's, a 66, 206's, hell even a 47. MOST importantly you can fly with more than one instructor and this has its benefits also. You can learn the best that each instructor has to offer. Location also makes a big difference. If you were to learn for example in California where the weather is mostly perfect, you will never learn what we learn here in the UK. The weather is mostly poor here and you are allways challenged by wind. During my last lesson I had to struggle in 25 knott winds but since I have been learning in wind from day one, it was a piece of cake. My first solo away from the airport was not in the best vis and this gave me precious experience. The weather was good when I took off but on return it became a bit foggy. Vis was still good enough to fly but bad enough to make Nav harder.

I do not want to start an argument with the following statement but I have heard many a pilot say the 22 is the hardest thing to fly and therefore propably the best machine to learn in. The first time I took controll of a 44 showed me just how hard it is to fly a 22. Like I said before, there are cheaper options but cheaper instructors have no benefit over a good flight school other than cost. You are also more likely to secure a job as a CFI if you train with that school because they allready know how you fly, and hence they are more likely to give you the job over some other guy who trained lord knows where.

My personal goal in life is to become a rescue pilot. Possibly air ambo. I feel your pain when it comes to breaking into this field. It is insanely expensive and it comes with no guarantees. I guess that is what makes heli pilots such a special breed. You really need to be tenacious. If you have the tenacity you will never give up. If you dont have the tenacity consider a different career.

This is just my two cents so please dont flame me guys.