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offing, but that is outside the scope
of this book. If your Company is like
any other, they will try to recruit
already qualified crews—they're
cheaper, but once in a while they
may have to take on somebody who
needs a top-up as far as licences are
concerned. If so, they will have to
submit proper training syllabuses
and include them in the Ops Manual
if they do it regularly. If they don't
intend to do type conversions, they
should say so.
Actually, the trend now is to have a
separate Training Manual, one for
each fleet, in fact, but the whole
thing could end up in the Ops
Manual if it’s small enough. It’s for
people concerned with training,
including sub-contractors, or even
those from manufacturers
converting you on to a new type, but
it doesn’t need to be carried on
board. If you have to write one, it
will need the same official stuff as
the Ops Manual, that is,
amendments, training organisation,
duties, responsibilities, etc.
Licensing
As you know, an aircraft cannot fly
unless it carries a properly licensed
and type-rated flight crew of the
numbers and descriptions required
by law. Licensing and training
requirements (in UK, anyway) are
covered by the ANO. CAP 54 gives
a detailed look at what's required for
the grant of a Professional Pilot's
licence, but a brief summary is given
shortly. In Canada, look at the Pilot's
Licensing Handbook.
Most people who start flying as a
career do so for other reasons than
money; they see themselves as being
permanently engaged on their
favourite hobby and being paid for
the privilege. Professional flying is a
bit different, though.
You must realise from the start that
you need a professional attitude
towards your financial rewards as
well as your flying. In many cases
(except when there's a shortage), you
could probably get just as much
308 Operational Flying
satisfaction and much more money
in your pocket day from working in
another field and flying for fun.
Think about it this way; to gain a
CPL/IR for an aeroplane at current
rates on a full-time approved
residential course costs over
£100,000 ($150,000)—of your money
(or at least somebody else's that you
have to pay back in some way),
assuming you do it in the minimum
time. That gives you a licence that
makes you employable only by an
Air Taxi Company without having
extensive continuation training that
may consist of anything up to 35
hours, depending on how good you
are. An airline will require you to do
a Jet Orientation Course (JetOC) on
top of your CPL, which just about
takes you on-line as a co-pilot once
you’ve done Line-Oriented Flight
Training (LOFT) as well. Even in a
simulator where you don't actually
have to fly the aeroplane to get your
type rating, that will cost at least
£20,000 more.
It’s not that much different for
helicopters—in Europe, where it’s
over 3 times more expensive and
you need more hours to get your
licence (700 under JARs, for the
moment, anyway), anyone who can
afford their own training would, in
terms of pure financial reward, have
to think twice before working as a
pilot, because that sort of money can
be considerably more productive
elsewhere. Mind you, it’s ultimately
not that different in North America.
Even though you only need 100 or
150 hours to get your ticket, you are
still unemployable, unless your
family owns the company (and even
then the insurance companies would
have something to say), so you either
have to do a couple of years as a
hangar rat, that is, washing
windscreens until your company sees
what you’re like and trains you up, or
buy the hours yourself. To be even
remotely interesting to an employer,
you need at least 1000 hours on top
of your CPL, or some sort of
specialised training, such as a
mountain course (preferably both)
and maybe an instrument rating,
depending on the job.
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 that you may well
need more than the minimum hours
required – certainly, as far as the
PPL is concerned, the average time
taken to pass is 67.7 hours, against a
　
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