直升机飞行员手册直升机操作手册 The Helicopter Pilot’s Handbook

时间：2011-04-05 11:37来源：蓝天飞行翻译 作者：航空 点击：次

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Typically, in a large company, there will be an internal course for ground staff with commercial licences, and who have been observed for a couple of seasons for suitability. It will be run by senior pilots who are also instructors, and is a good thing to get on, as it will markedly improve your prospects over other pilots with the same hours as you, assuming that other companies recognise the standards. In fact, your training background is so important that you should pick your school carefully if you can’t get on such a course. Make sure whoever teaches you has actually been out and done the job themselves, and have maybe run their own companies. Unfortunately, it is possible for people to become instructors at 200 hours and stay there. Granted, if this wasn’t possible, the industry wouldn’t have nearly as many pilots as it needs, but there are many who would prefer that instructors have a minimum of 1000 hours before they start, because trouble is best avoided by not getting into it in the first place, and you only know how to do that with experience. You can’t teach what you don’t know.
Many schools indicate they might hire you once you complete your training, but don’t include that as a factor in your choice, as it’s generally only those that are part of a larger commercial organisation that can afford to do it, and the competition is keen. The employment situation can change from day to day, and it can be impossible to keep up with. Just regard it as a bonus.
When you budget for your training, don’t just count in the cost of your course, but the time afterwards going around companies to get hired; just sending resumes is no good at all (this could take up to four years). Note also that you may well need more hours than you think
– certainly, the average time taken to pass is the PPL 67.7 hours, against a minimum requirement of about 40. It won't be much different for the commercial licence.
The machine you train on often counts, too – it took a long time for the Robinson R22 to get accepted over a Bell 47, and then only because the spares ran out (the fact that the Robbie only needs a can of oil occasionally probably helped). However, both are underpowered and are good for teaching you power management, if nothing else.
So, now I’ve painted a pessimistic picture of your prospects (by request, actually, from people who have been there before you), let’s have a look at what you need to get your licence, then what you might get up to after that, so you know what you’re letting yourself in for.
First of all, though, get a Class 1 medical, because all the training in the world will useless if you fail it. Then do a trial lesson in a helicopter, to see if you have the aptitude.
Otherwise, there are distinct stages in the average pilot's career. First, you fly single-engined piston machines, then turbine ones, then multis, then you might go IFR (in fixed wing, you go multi, IFR, then turbine). Along the way, you pick up specialist stuff like longlining, and by the time you retire you finally have enough qualifications to get a job.

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