FAA CFI/CFII moving back to Europe.
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Location: An Irish dude in Houston, TX. I miss home!!!
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FAA CFI/CFII moving back to Europe.
Hi there,
This is my first post on here.
I am an Irish national who got his ratings in California. I got my Commercial, Instrument, CFI and CFII and I am doing some Instructing here, much to my delight. I currently have around 300 hours and unfortunatly I have to move back to Europe because of a lack of Visa.
I know that I'm going to have to do the CPL or ATPL course and exams(thinking of Bristol GS or captonline.com), but this won't entitle me to instruct, I dont think. The reason I'm wondering about instructing is that in the US thats usually the first job, but it maybe be different in Europe.
Unfortunately it is very hard to get information about getting started as a Helicopter pilot in Europe, compared to the US where there is almost a set regime of Studant from 0-200 hours, Instructor from 200-1000 hours, Helicopter Tours or Oil Rig Work from 1000-2500 and then whatever you choose after that. Maybe there is a similar regime that I am unaware of in Europe, that you could possiibly shed some light upon.
Any information would be greatly appriciated. I have trolled through these forums and others looking for this kind of info, but haven't found really what I was looking for.
Thanks,
Darren.
This is my first post on here.
I am an Irish national who got his ratings in California. I got my Commercial, Instrument, CFI and CFII and I am doing some Instructing here, much to my delight. I currently have around 300 hours and unfortunatly I have to move back to Europe because of a lack of Visa.
I know that I'm going to have to do the CPL or ATPL course and exams(thinking of Bristol GS or captonline.com), but this won't entitle me to instruct, I dont think. The reason I'm wondering about instructing is that in the US thats usually the first job, but it maybe be different in Europe.
Unfortunately it is very hard to get information about getting started as a Helicopter pilot in Europe, compared to the US where there is almost a set regime of Studant from 0-200 hours, Instructor from 200-1000 hours, Helicopter Tours or Oil Rig Work from 1000-2500 and then whatever you choose after that. Maybe there is a similar regime that I am unaware of in Europe, that you could possiibly shed some light upon.
Any information would be greatly appriciated. I have trolled through these forums and others looking for this kind of info, but haven't found really what I was looking for.
Thanks,
Darren.
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It's the same here.
Do your JAA CPL(H) then a FI(H) and there are plenty of jobs to build hours and get the right contacts. The most secure way of going.
In Ireland you might find a R-44 owner who let's you fly a bit, but don't expect much flying that way.
Start the groundschool asap, so you'll be ready for the 2008 season.
Do your JAA CPL(H) then a FI(H) and there are plenty of jobs to build hours and get the right contacts. The most secure way of going.
In Ireland you might find a R-44 owner who let's you fly a bit, but don't expect much flying that way.
Start the groundschool asap, so you'll be ready for the 2008 season.
Thread Starter
Join Date: Oct 2007
Location: An Irish dude in Houston, TX. I miss home!!!
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&tThanks for the reply guys, that link was very useful.
From what I see so far, it's pretty much the same over there regarding first jobs, with the exception that some low time pilots are lucky enough to get picked up for off-shore work.
So far I haven't seen anything mentioned about the equivilent JAA rating to the FAA CFII. Does this mean that you are automaticlly able to teach Instrument with a FI rating and an Instrument Rating?
Thats really all you are able to do over here in the US for your first hundered hours of instruction because ;Pathfinder", the most popular insurance company won't cover sub-300 hour instructors with student pilots.
I'm not that bothered about getting work in Ireland as such, but do you not need the local language to work for helicopter companies in non-english speaking countries.
I'm a little torn between 2 schools that do distance learning courses. 1 is Bristol GS, the big 1 and what seems to be the obvious choice. The other is Caledonian Advanced Pilot Training, who seem to be smaller but have been very helpful in answering some of my questions, whereas Bristol GS just tell you to look at their website when you try to have a telephone conversation with them. Has anyone on here had any expirence with Caledonian guys? - website; www.captonline.com
This forum is a wealth of information, keep up the good work guys.
Darren.
From what I see so far, it's pretty much the same over there regarding first jobs, with the exception that some low time pilots are lucky enough to get picked up for off-shore work.
So far I haven't seen anything mentioned about the equivilent JAA rating to the FAA CFII. Does this mean that you are automaticlly able to teach Instrument with a FI rating and an Instrument Rating?
Thats really all you are able to do over here in the US for your first hundered hours of instruction because ;Pathfinder", the most popular insurance company won't cover sub-300 hour instructors with student pilots.
I'm not that bothered about getting work in Ireland as such, but do you not need the local language to work for helicopter companies in non-english speaking countries.
I'm a little torn between 2 schools that do distance learning courses. 1 is Bristol GS, the big 1 and what seems to be the obvious choice. The other is Caledonian Advanced Pilot Training, who seem to be smaller but have been very helpful in answering some of my questions, whereas Bristol GS just tell you to look at their website when you try to have a telephone conversation with them. Has anyone on here had any expirence with Caledonian guys? - website; www.captonline.com
This forum is a wealth of information, keep up the good work guys.
Darren.
Darren
I'll attempt to answer the CFII question from memory. Assuming that a CFII can teach the FAA instrument rating, the equivalent rating in JAA land is the IRI. Prior to which you need a JAA IR, at least 500hr IFR flight time of which 250 shall be instrument flight time in Helicopters. A big difference I am sure you will agree. With the issue of you JAA FI(R) you will be able to teach the instrument appreciation exercises in the PPL syllabus, but not for the IR. Of course I could be wrong about the priveleges of the CFII as I am not an FAA man.
A lot of us did our ground school at Bristol and they are good. Capt is the first UK Approved Modular Ground School to offer the ATPL(H) exams and not the interim aeroplane ones (as far as I am aware). Capt is run by an experienced helicopter pilot who has been around for a quite some time and has a lot experience writing training material.
In the past it would have been Bristol for me, but now it'd have to be Capt.
Just my opinion.
Good luck with the return to the UK.
Gary
I'll attempt to answer the CFII question from memory. Assuming that a CFII can teach the FAA instrument rating, the equivalent rating in JAA land is the IRI. Prior to which you need a JAA IR, at least 500hr IFR flight time of which 250 shall be instrument flight time in Helicopters. A big difference I am sure you will agree. With the issue of you JAA FI(R) you will be able to teach the instrument appreciation exercises in the PPL syllabus, but not for the IR. Of course I could be wrong about the priveleges of the CFII as I am not an FAA man.
A lot of us did our ground school at Bristol and they are good. Capt is the first UK Approved Modular Ground School to offer the ATPL(H) exams and not the interim aeroplane ones (as far as I am aware). Capt is run by an experienced helicopter pilot who has been around for a quite some time and has a lot experience writing training material.
In the past it would have been Bristol for me, but now it'd have to be Capt.
Just my opinion.
Good luck with the return to the UK.
Gary
B73
Might sound that way, but definitely 100% not. I know him as do a few of us here, I respect his work and if I had to choose today thats what I'd do. No commercial aspect to it whatsoever, just plain advice which may or may not be right just like anyone elses.
Having seen some of the other schools CPL(H) groundschools 2 years ago , and compared them to the Bristol notes I have, the Bristol notes were far superior however the content of the helicopter groundschool notes was actually relevant to helicopters (at least from an examination if not day to day point of view). I think its a good move that someone (regardless of who) has bothered to create an ATPL level helicopter groundschool for helicopter pilots.
Gary
Might sound that way, but definitely 100% not. I know him as do a few of us here, I respect his work and if I had to choose today thats what I'd do. No commercial aspect to it whatsoever, just plain advice which may or may not be right just like anyone elses.
Having seen some of the other schools CPL(H) groundschools 2 years ago , and compared them to the Bristol notes I have, the Bristol notes were far superior however the content of the helicopter groundschool notes was actually relevant to helicopters (at least from an examination if not day to day point of view). I think its a good move that someone (regardless of who) has bothered to create an ATPL level helicopter groundschool for helicopter pilots.
Gary
Don't worry VNE, I was only teasing. (Hence the winky smiley thingy.) 
If I had to do my ATPLs again, I would also go with CAPT/Paco.
PS Just remind me though, how much do we get for every recommendation?
If I had to do my ATPLs again, I would also go with CAPT/Paco.
PS Just remind me though, how much do we get for every recommendation?
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Just try saying, "ha, ha, very funny dear!"
Cheers
Whirls
For what it's worth, and I may have to do ATPL exams if I want an IR as I missed out on amendment whatever it is, I'd seriously look at paco's course!
Cheers
Whirls
For what it's worth, and I may have to do ATPL exams if I want an IR as I missed out on amendment whatever it is, I'd seriously look at paco's course!
Whirls,
re the ATPL exams. You only really need to do them if you intend to become the Captain of a multi-pilot aircraft. In the UK, this basically means offshore.
If you only intend on staying onshore, I would just take the additional IR exams (as and when the time comes.) A CPL/IR will be sufficient for the majority of onshore IFR jobs in the UK.
HTH
re the ATPL exams. You only really need to do them if you intend to become the Captain of a multi-pilot aircraft. In the UK, this basically means offshore.
If you only intend on staying onshore, I would just take the additional IR exams (as and when the time comes.) A CPL/IR will be sufficient for the majority of onshore IFR jobs in the UK.
HTH
