Becoming a Helicopter Pilot

If you are considering a career as a helicopter pilot, a UK CAA Commercial Pilots License (CPL) is the key to almost every pilot job worldwide. A wide variety of industries incorporate helicopters in to their operation, which creates instructional opportunities for pilots as well as roles within the emergency services, oil and gas rig flying, crop spraying among much else.The minimum age to obtain a CPL(H) is 18 and you will need to hold a Part MED Class 1 Medical Certificate.
There are a number of medical conditions that could prohibit you from making a career in flying, so obtain your Class 1 medical...

Pilot medical - your first priority

To operate as a commercial helicopter pilot you must be 18 or over and will require a Class 1 medical certificate and have general medical fitness, good eyesight and hearing.There are a number of medical conditions that could prohibit you from making a career in flying, so obtain your Class 1 medical before you take any other step. This will ensure that either you are fit to complete the training and pursue the career, or identify that you have underlying medical issues that could prevent you from achieving your goals.If you encounter a medical issue that prevents you becoming a commercial pilot, it is better to find out at the start rather than after you have spent thousands of pounds on flight training. There is little point taking aptitude tests, visiting FTOs and signing up for courses if you cannot pass a Class 1 medical.If you do identify a medical issue that immediately prohibits you from getting a Class 1 medical – the most common reason for failure being eyesight – all is not lost with regard to becoming a commercial pilot. Restrictions can occasionally be lifted if certain criteria have been met. This will of course be specific to the individual, and you should consult an Aviation Medical Examiner (AME) for advice on specific medical conditions, if any are found.

Remember...

If you are starting your Private Pilots Licence (PPL) with the intention of completing further training and becoming a commercial helicopter pilot, it is strongly recommended to obtain your Class 1 medical from the outset. It would be incredibly disappointing to successfully complete your PPL(H) - only to find out you cannot be a commercial pilot for medical reasons.

Your first medical

The initial medical must be obtained from an Aeromedical Centre (AeMC), and once complete, the yearly revalidations can be performed by a number of aviation medical examiners around the country. The initial medical is quite extensive and starts with your completion of their application form (available from the AeMC) and a medical consisting of an ophthalmology examination, ECG, audiogram, hemoglobin, lipid profile, lung function and cholesterol tests.

Medical Examination Class 1

You should be fit, have good eyesight and hearing and have no current or previous illness which may interfere with the safe exercise of a commercial or airline transport pilot’s licence.The initial medical examination must be done at an Aeromedical Centre (AeMC) and will involve external consultants to verify the information gathered. The medical officer doing your physical examination should be able to tell you whether all seems normal. Once the results are collated, and are satisfactory, your medical certificate will be issued. Often this is possible on the same day as your initial examination. Medicals usually take around four hours.
You do not require perfect vision to be a Commercial Pilot

The tests

Vision - Distance This is the most common cause of difficulty during the examination. The exact requirements are listed at JAR Class 1 Visual Standards/European Class 3 Visual standards. If you are in any doubt you should take a copy of the standards to an optician who will be able to interpret them. This will allow you to have an initial eye test before your examination. If there is any further doubt you should send the optician’s report to the AeMC for assessment.Your visual acuity (measured by your ability to see, in this case, lines of letters on a chart at 6 metres) must be at least 6/9 in each eye separately and 6/6 using both eyes together, with or without glasses or contact lenses (correction). If you need correction, the refractive error (the amount of correction) must not exceed +5.00 dioptres of long sight or -6.00 dioptres of short sight. This is in the most ametropic meridian (taking into account any astigmatism). Astigmatism must not exceed 2.00 dioptres. The difference in correction between each eye (anisometropia) must not be more than 2.00 dioptres. Your optometrist will be able to explain these terms.Vision - Near: On the standard near vision eye chart you must be able to read the N5 print between 30 and 50 cm and the N14 print at 100 cm, with or without correction.Hearing: The basic hearing test used throughout JAR-FCL 3 is the ability to hear conversational speech when tested with each ear at a distance of 2 metres. An audiogram is required and measures the ability to hear sounds at different frequencies (pitch). If you have doubts about your hearing, the required hearing levels are listed in JAR Class 1 Hearing Requirements/European Class 3 Hearing Requirements. It may be possible for you to have a preliminary test at a local hospital.

Tip: If you can hear a normal voice in each ear separately at two metres, you should not have a problem.

If there is any major illness in your past, it is important to bring reports about it from your family doctor or specialist.

The medical examination

Medical History: These are questions about any previous illness declared on your application form. You will be asked about them by the examining doctor, and if there is any major illness in your past, it is important to bring reports about it from your family doctor or specialist. Simple appendicitis or a broken arm are not regarded as major illnesses.Physical Examination: A general check that all is functioning correctly. It will cover lungs, heart, blood pressure, stomach, limbs and nervous system.Electrocardiogram – (ECG): This measures the electrical impulses passing through your heart. It can show disorders of the heart rhythm or of the conduction of the impulses, and sometimes it can show a lack of blood supplying the heart muscle. In the unlikely event of these changes showing on your ECG, further tests with a report from a cardiologist will have to be sought (these can sometimes be carried out at the AeMC). Most changes turn out to be of no significance and if they appear again on your subsequent ECGs they can normally be discounted, as they have already been investigated.Lung Function Test (Spirometry): This is a test to evaluate the efficiency of your airways. Having asthma does not disqualify you from holding a Class 1 medical, but it must be controlled by your medication and this is assessed by spirometry. If these results are outside the acceptable limits you will be required to undertake an exercise test.Haemoglobin Blood Test: This is a finger prick blood test which measures the oxygen carrying capacity of the blood. A low haemoglobin is called anaemia and will need further investigation.Cholesterol Blood Test: The same finger prick as above. There is no disqualifying level, but the possible health risks of a high cholesterol will be explained by the doctor at the time of your examination.Urine Test: Mainly looking for sugar (diabetes), protein or blood.
Estimated Medical Cost: £660

Choosing a course

There are three accepted routes to obtaining a licence that will enable you to fly for an operator. They are commonly known as:
Integrated
Modular
MPL
The Integrated and Modular paths lead to exactly the same licence while the MPL gives you a Frozen Air Transport Pilot Licence (ATPL), which has certain restrictions. Each route has its pros and cons and will suit some people more than others. The individual circumstances and preferences of the student will usually dictate the choice of route. Researching each option is essential to determine which route is most suited to you.

The CPL(H) Integrated Route

The Integrated Programme provides intense, structured training over a relatively short period, maintaining a standard and continuity that is essential to the successful completion of any flying course. It provides a key element that any recruiter is said to be looking for – continuity of training.There are no pre-requisites for this course however before being accepted onto the Integrated Programme you may have to pass a selection test. This will give you some idea of your aptitude and suitability for this career and will highlight any areas of weakness – vital information for you to have prior to a significant financial outlay.Once on the course as a trainee pilot, you follow a strict syllabus during all elements of your training, which allows you to track your progress and keep an eye on what is coming up next.

Tip: Ask the school what would happen if any of your training was delayed.

Each of these elements follows a chronological order, and once it is completed you will be issued with a CPL(H). The down-side to this type of training is that it can be expensive. One of the advantages of this route is that you are at a single Flight Training Organisation (FTO) throughout your training, and they are contracted to get you through to completion.It is important to keep this in mind when choosing your FTO, as you will suffer significant penalties, both financially and from a training perspective, should you choose to withdraw before completion. Furthermore, if you are not on a sponsored integrated route (i.e. you have not been pre-selected by an operator before or during your training) there could be a risk you will suffer training delays first if for example the training aircraft has technical issues.The style of teaching of the Integrated Programme must also be considered as it may not suit everyone, particularly the more mature candidate. It can be regimented and if you have been out of education for some time, this may not be the ideal option for you. Do not rule the Integrated route out solely for this reason however – research thoroughly and preemptively determine what will be expected of you.

Tip: Visit many FTOs before you commit, and speak to the people already there.

You will need to complete at least 350 hours of theoretical knowledge training. This theoretical knowledge course will only be sufficient for attempting the thirteen CPL(H) theoretical knowledge examinations. If you wish to take theoretical knowledge examinations at ATPL(H) level or for an IR(H), you will need to complete additional study. If you hold a PPL, you need only complete at least 200 hours of theoretical knowledge training.Once you have completed the Integrated CPL(H) course you will have at least 135 hours Flight Training, including all progress tests, of which five hours may be instrument ground time. If you hold an ICAO compliant PPL(H), 50% of the hours flown can be credited, up to a maximum of 40 hours, of which up to 20 hours can be dual instruction if you have a helicopter night rating, or 50 hours, of which up to 25 hours may be dual instruction.Most Integrated Courses are classed as ‘minimum hours’, which means that any flying required above the prescribed minimum – for example, a failed test requiring some re- training – will have to be paid for in addition to the normal course fees.It would be sensible to enter training with the mindset that you are probably going to go over minimum hours, and it is going to take longer and cost more than anticipated. Requiring extra hours at the multi-engine aircraft stage will be considerably more expensive than at the single-engine phase, so make sure you investigate these extra hour fees before signing up.

The Modular Route

The Modular Programme will furnish you with the same licence as the Integrated Programme but will give you an additional level of flexibility because it allows you to complete one section at a time, at a pace that suits you and your finances, and in a more convenient location for you.You will complete the same content as the Integrated Route, however the absence of a pre-prescribed rigid completion programme may dovetail better with your lifestyle. It is important to note that whilst the Modular Route affords more flexibility in comparison to the Integrated Route, self-imposing measured structure is important if the course is to be completed in a timely manner.A defining feature of the Modular Route is that you start the commercial training after gaining a PPL(H) and a minimum of 155 hours flight experience, including 50 hours as PIC, of which 10 hours must be cross-country. The prospective commercial pilot needs to use these hours wisely and utilising flight time with your commercial goals in mind is crucial.

Tip: Look at the Integrated Course flying syllabus and fly similar exercises when building hours on the Modular Route.

You will take the same ground school exams and the same CAA flight exams as the Integrated Route cadet once the 155 hours have been completed. On the Modular Course, however, you avoid all the interim flight tests involved in the Integrated Course so you are examined less during training. An advantage of the Modular Route is that you can specify how and when you would like to take your tests.If you are taking your skill test on a multi-engine helicopter you must have completed the prerequisites for the issue of a type or class rating for a multi-engine helicopter. You must complete your flight training in one continuous course at an ATO.You will also need to complete at least five hours of night flight instruction, comprising three hours of dual instruction, which will include at least one hour of cross country navigation and five solo night circuits, each including a take-off and landing. You will not need to complete the additional night flight instruction if you already hold a night rating (H).If you hold a valid IR(H) you will be fully credited the 10 hours instrument instruction time requirement. If you hold an IR(A) you will be credited with five hours. The remaining five hours must be completed in a helicopter.You must have at least 185 hours of flight time before conducting the skills test. This must include the following for Pilot in Command (PIC); 50 hours as PIC, of which 10 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 185 km (100NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure must be made.

Choosing a Flight School/Flight Training Organisation

There are many factors to be considered, and ultimately your choice of school will be influenced by personal preference and your selected training route. You should take into account the type of course on offer, aircraft types used, location of the school, whether all training can be accomplished in the UK, associated costs, and very importantly, the overall feeling of the school or Flight Training Organisation (FTO).Try not to be overwhelmed by excellent marketing, sparkling facilities or the promise of flying modern aircraft. There is no point in flying wonderful aircraft if the instructors are poor or the aircraft type is temperamental, resulting in excessive downtime with maintenance work leaving you on the ground unable to fly.Always visit a school before signing up to any course. When on the tour, don’t be afraid to ask questions. Try to dig beneath the surface of the glossy marketing, and get an idea of how the other students are really feeling. Try talking to students there who have been enrolled for some time and are able to form a holistic opinion on their experience so far.If you are lucky enough to secure some form of sponsored training, generally there will be no choice of FTO as the operator will probably have agreed a deal with the approved training organisation they feel best meet their needs.The fleet of aircraft used by the FTO is very important; one thing to consider is the number of different types you will have to fly during training. If there are many, coping with the differences can place more pressure on you when you least need it.Note the age and state of the aircraft. Are they in poor condition or in good repair? Sit it in an aircraft and inspect the cockpit. Is everything serviceable? Are they offering glass cockpit or standard instrument-based layouts? Don’t be swayed simply because an FTO has an all-glass cockpit fleet. It might be nice to have, however it makes little difference and can even hinder your training in some aspects. Having a glass cockpit does ease the cockpit scanning process however it should be only one of many factors determining your choice of school.Try to get a feeling for how the instructors operate. Do they seem approachable? Do they have a student-centric approach, do they understand different learning styles and invest in the students and their training? Flying training is challenging and you will make mistakes. The manner in which instructors deal with your mistakes is important, some instructors may shout, whilst some are reassuring and comforting.Generally the latter type is preferred by most students, though some respond well to the shouting approach. You will not generally be invited to fly with an instructor when visiting an FTO, so ask the students how the instructors behave in the air and decide whether that’s the way you wish to be taught.Overall, when visiting the FTO trust your gut feeling; if it doesn’t feel right for whatever reason, do not sign up. There are plenty of FTOs to choose from; finding the one that best suits your needs and personality calls for a methodical and meticulous approach. Some key questions to ask when choosing a training school are:

Try to avoid this, but if it is unavoidable, be very careful about the refund policy and ensure that you pay by credit card so if the company goes into liquidation you are protected.

Financing your training

Once you have decided to embark upon a career as a professional pilot, the biggest initial challenge will be financing your training. The projected course cost should not be underestimated and a significant contingency budget should be allocated to accommodate for any unanticipated delays or additional costs incurred.
Average training costs are currently between £85,000 - £100,000 for a CPL(H) and approximately £140,000 if you embark on the integrated CPL/IR(H) route.
Financing options will vary according to the type of course selected. Unless you are fortunate enough to have access to significant funds you will need to obtain some form of financing. Funding options are quite limited in even the most favourable of economic climates and generally security and/or guarantees are required. Here we outline the options available for each type of training pathway:

Financing the Integrated and Modular Route

Modular training is however generally cheaper than the integrated route and you can spread your training over a longer period of time, allowing you to work in between modules and keep debt to manageable levels. During unfavourable market conditions funding a type rating in order to be eligible to apply for limited employment opportunities is strongly discouraged.

Getting a job

Securing your first commercial pilot position is arguably the most difficult challenge of your career, and no flying training organisation offers absolute guarantees. Bear in mind that the training path takes approximately two years, and as aviation is extremely volatile, the job market can change drastically between commencing and completing your training.Before embarking on a costly and time-consuming training programme it is important to ask some key questions:
  • What is the likelihood of securing a commercial pilot position upon graduation from training?
  • Where are the growth areas going to be in the future – if these are outside the UK, am I prepared to move and live abroad for significant periods of time?
  • Am I going to be able to secure a position that will service any training debts sufficiently?
  • Will the financial commitment I need to make in my career be a worthwhile investment in the long term?
  • Does the profession offer me the rewards and lifestyle I am looking for?
  • Is the profession able to give me the security that I would need if I have a family to support?
Traditionally helicopter operators recruit at very short notice. It is vital therefore to keep your CV, covering letter, logbook and medical updated appropriately, in order to enable prompt application submission. Recruitment departments usually email or ring to schedule an interview at short notice, so it is imperative you are contactable during this time. Ensure you reply to any emails and complete any online application steps promptly. Expect to be flexible with start dates as there is considerable pressure on simulator slots for Initial Type Ratings.Operators can change their requirements at very short notice, so maintaining regular contact and keeping up to date with current aviation affairs will ensure you are well placed to take advantage of any opportunities.If you are unable to secure a position immediately upon graduation, temporary employment in an aviation-related environment is recommended. This will help you to keep informed of changes within the industry and create beneficial connections.Companies receive large numbers of CVs from pilots, so you must ensure that you meet their expectations in terms of presentation. Time should be spent after graduation preparing for interviews and ensuring that you meet all the selection criteria – not just on technical flying skills. Your social skills play an important part, and often a recruitment officer will state that the ultimate deciding factor was whether they would like to spend 10 hours in a cockpit with that individual.Perseverance and resilience are key to obtaining a job. Candidates should be prepared to be flexible, particularly in the early stages of their careers where hour building and gaining experience are important factors. Many roles will not be eligible to low-hours pilots so consider which roles you would like to apply for at the start of your career.

Tip: The Honourable Company of Air Pilots offers careers guidance, including techniques for interview preparation and job searching.

Roles available

Offshore Flying

Helicopters are the primary means of transport for workers in the offshore energy sector. Offshore pilots fly multi-crew, multi-engine aircraft to a variety of installations and vessels offshore. Hours are generally high and offshore flying has traditionally been a good hours-building option for low-hours pilots, as well as a challenging and rewarding career for many crews. Salaries are competitive and the roster patterns allow for plenty of time at home.

Onshore Flying

There are numerous roles available onshore, such as HEMS, Air Ambulance, Police, VIP transport, sight-seeing tours, utility work and many more. The flexibility of helicopters makes them ideal for operating to remote, challenging sites and the roles are enormously rewarding.

Search and Rescue

Search and Rescue offers a hugely varied and rewarding – and challenging – career. The role involves mountain flying, winching to cliffs, boats and survivors in the water, landing in confined areas, searches and much more. The weather can be hugely challenging and each job is different – you never know what you are going to get when you start your shift.

VVIP Roles

Corporate roles are varied but you could find yourself flying all around the world operating to remote locations, yachts, etc. These roles tend to be for very experienced pilots.Many of these roles will require experience so you may need to think about gaining experience elsewhere before you are eligible for your dream job. They are also common roles for ex-Military pilots who have also gained valuable experience in the Services before leaving to pursue a role in the commercial sector.

Salary and Benefits

Salaries for helicopter pilots have improved in recent years as the demand for crews currently outweighs the number of pilots available. While salary is an important factor, there are also several other important considerations when applying for roles.Helicopters are unique in terms of complexity and the varied roles in which they operate. As such, there are often minimum hours and experience requirements for roles, based on the challenging nature of the job. You may not be eligible for your preferred role until you have gained experience elsewhere. There may be co-pilot roles available; however, if the flying rates are low then you will accrue hours and experience slowly and opportunities for progression may then be limited. It is strongly advised to speak to those currently within the industry for advice about your chosen profession and the most suitable route for your circumstances.
Helicopter pilots’ routines differ from airline pilots as they are normally operated from a home base. Shift work will be based around a roster pattern, which will be set by the operator. Roster patterns vary based on the role and it is important to consider whether the role is right for you, particularly if you are commuting for the job or have significant commitments where early/late starts will be tricky to accommodate. You may also be required to operate from other bases so check to see if this will be the case. You may be required to reside within a particular distance/time from the base so confirm details such as these during the application process.Type ratings are normally offered by the operator; however, be aware you may be bonded for this training and will have to pay back the costs if you leave the company within the specified bonding period.Benefits packages are important and you should check that the Company is offering appropriate sickness, life insurance and loss of licence cover.

Joining the Army, Royal Navy or RAF

The Armed Forces have operated helicopters all over the world and in some of the most challenging roles imaginable. Helicopters allow a huge amount of flexibility for the military and have been utilised to great effect for many years. Roles range from Support Helicopters to Attack Helicopters to maritime roles operating from ships, as well as training roles and VIP tasks. The military offers flying opportunities which are not available to commercial pilots; however, operating helicopters in combat zones is not for the faint hearted and you should certainly research the roles well when considering military flying as a career.
It is important to note that if you join the military as a pilot, you will be streamed for further training based on your performance during flying training and also the demands of the Service at the time. You may be asked your preferences but there is no guarantee that you will fly in your preferred branch and role. That said, there are many challenging and rewarding roles across all branches of all three Services.Another option if you want to become a helicopter pilot but do not want to work in the commercial sector and can’t afford to train privately, is to join one of the Armed Forces as a pilot.There are a number of requirements to bear in mind, including having GSCEs in Maths, English and three other subjects, meeting health and fitness criteria and being able to swim. You also commit to being a part of the service for a certain amount of time, such as 12 years, if you join the RAF.

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