1993 Australian Flying Training Directory

Many flying schools, stuck with high fixed costs and debt ‘ servicing requirements, have always lived uncomfortably close to the edge of bankruptcy and, as the saying goes, when the economy sneezes, the aviation industry catches a cold. Unfortunately, for flying schools the last couple of years have been more like a severe case of pneumonia, which has all too often proved terminal. A fair number of schools have closed shop, or have been bought out by better financed, larger competitors.

Some of the more enterprising schools have been able to hedge against the Australian recession by training foreign pilots. They have made good use of Australia’s comparative advantages of good weather, flat landscape and, of course, the generally high standard of flying training this country has to offer. For a number of schools, foreign students have become almost their sole course of income. The Australian flying school industry has become truly international, and is now making a small but significant contribution to the nation’s economic recovery.

Despite the overall downturn there are some signs that domestic flying training activity is finally starting to improve, with many schools reporting their hours flown beginning to creep up for the first time in over a year.

Changes in Flying Training

One item of good news for aspiring pilots is that, thanks to recent changes in CAA requirements, it can now take less flying hours to qualify for a pilot’s licence. Completion standards are the same – required skill levels have not been compromised – but at least it is no longer necessary for a good student, who learns quickly and is capable of flying to the required standard, to ”fly off the hours” to meet an excessive minimum hours requirement. In fact, for a CPL, it is now theoretically possible for a private pilot, with a satisfactory experience level who can demonstrate the required level of proficiency, to attempt a CPL flight test with no formal training at all

Hence it is now cheaper than it has ever been (in real terms) to learn to fly, and to qualify for licences at each level.

Some schools are also using new, cheaper aircraft types such as the Australian Skyfox, which can further reduce the initial cost for an expense conscious student pilot (although whether the money saved early on is greater than the extra expense of subsequently getting endorsed on a more practical four seater all metal aircraft is not so clear).

The rotary wing flight training scene has become more competitive during the past year as more operators have entered the market. This has forced prices down considerably so that there has never been a better time to learn to hover.

Ground examinations have also been simplified, at least in form if not in content.

The new CAA minimum hours requirements have removed the apparent cost advantage which the integrated schools were able to offer. However, there remains little doubt that the intensity and quality of training offered by a full time, integrated course is superior to that resulting from learning on weekends, or on a more ad hoc basis. That is not to say, however, that everyone is able to take advantage of this type of course. The main stumbling block for many is coming up with the required amount of money – many thousands of dollars – up front. Many students will obviously still prefer learning on weekends or working to their own schedule, paying as they go.

Another development over the past year which is of more subjective benefit to the industry is that of the various diploma or degree courses which have been springing up around the country; Such courses are usually offered by a flying school in conjunction with a tertiary institution, resulting in something like a “degree in aviation science” or similar. The courses appear to be targeted at students, or perhaps their parents, in whose mind flying would become a more “respectable” profession if there were some level of tertiary qualifications involved

The idea seems to be that eventually such qualifications will become the norm, giving these graduates an edge over their less academically accomplished competitors. While this may eventually be so, it is certainly not the case at the moment, and students should be cautious of claims that such a course will give them a competitive advantage over other commercial pilots. Airlines do not recruit on the basis of academic results alone. They select their pilots on the basis of a range of personal characteristics of which education level is only one element.

Although there is a substantial theoretical content, flying is, when all is said and done, a practical profession (or trade). Although initial training is critically important, in the end pilots are made by experience, combined with a mental approach and attitude which allows the individual to learn and improve from the experience gained. One pilot is not necessarily better than another as a result of grades earned during formal academic training.

Changes in the Market for Pilots

As well as the recession causing survival problems for many flying schools, another consequence is that the market for pilots, and opportunities for career progression through the aviation industry, have been stagnant for some time.

Several years ago, there was a steady throughput of pilots hrough the flying schools, charter operators, and regional airlines, to feed the demand for more pilots by Australia’s major airlines. For those who wished, they could also pursue a career within GA, working up to a job in one of the many executive jets which proliferated for a while through the late eighties.

The recession brought this happy situation to a halt. The major airlines stopped recruiting, the entrepreneurs couldn’t meet their repayments for their new executive jets, and all around the country, flying activity slowed down. To make matters worse, the two domestic airlines reduced the number ofpilots they needed as they began preparing for deregulation (ably assisted, as we all know, by the pilots themselves). The throughput of pilots went into reverse, with a large number of highly experienced pilots coming back down through the system to take many of the best GAjobs, and even into flying schools to take many CF1 jobs and other senior positions.

The situation may be gradually improving, but the recovery is still almost imperceptible. There are occasional signs that airline recruitment is picking up again, at least at the regional level, but there are still many ex-airline pilots clogging up the system. There are also a number who went overseas to wait until the heat died down, and who are only now returning. This will further serve to ensure that the recovery of the market for pilots will be slow and protracted.

Most new commercial pilots can expect to have a very difficult time securing a first job. Instructing remains, as always, the best bet for starting out although, as described above, things are still pretty slow around the flying schools. In addition to the flying rates being low, there is still very little (if any) throughput ofmore senior pilots moving on to bigger and better things, creating vacancies at the bottom of the system.

There is also a lot less ad hoc charter work than there used to be, as smaller businesses watch their pennies more carefully than they might have a couple of years ago.

Ansett is currently not recruiting, and is concentrating on utilising its current aircrew to maximum efficiency. However Alf Gloster, Ansett’s Director of Flight Operations, expects that there will be a need for additional pilots as the recession eases off, although he can’t say exactly when that is likely to be. Since most of Ansett’s pilots are already working quite hard, the time may not be too far away.

Qantas recruiting is also at a standstill, for the moment. David Hailes, who is Manager, Flight Operations Support and has . responsibility for pilot recruitment, says that Qantas has suspended its cadet pilot training scheme for the moment, and there are currently 104 cadet pilots who have actually completed the course but have not yet joined the Company. It is expected that this group will satisfy Qantas’ pilot recruitment needs through to the end of 1996. Beyond then, it will be recruiting a further 98 cadets under the current contract, and this is expected to be sufficient for its needs for some time.

One major, permanent change brought about by the 1989 pilots’ dispute is that we are now dealing with an international market for pilots. This offers both threats and opportunities. The threat for aspiring local pilots is that an airline can, ifit so chooses, recruit all the aircrew it needs, with the precise level of required experience and qualifications required, from anywhere in the world. If it wants 25 qualified Boeing 737 copilots it can probably get them.

On the other hand, this new international market offers Australian pilots the opportunity of applying for airline positions overseas. Many Australian pilots have been successful over the past few years in applying to major overseas operators such as Singapore Airlines, Malaysian and Cathay Pacific, all of which look like continuing their recruiting during the coming year.

A Practical Guidefor Aspiring Pilots

What Sort of People are Pilots?

All sorts of people are pilots, and it is difficult to generalise, other than to say that pilots are usually cautious, methodical, and risk averse people. As the saying goes: There are out pilots, and there are bout piwts, but there are no out, bout pilots.

Pilots are also usually more technically minded, as opposed to being artistically inclined. However, if we are looking at airline pilots, there are a few additional considerations.

It can take a special kind of person to stay alert and maintain concentration over sectors of eight hours or more, monitoring a fully automated aeroplane which is flying in a straight line, and which is already monitoring its own progress; and to keep on doing it for years and years. By “special kind of person” this does not mean some sort of superman (whatever pilots themselves may wish you to believe) but it does require a certain personality type to do the job and not get bored or distracted Pilots are also usually of average intelligence. People of especially high intelligence are often not suited to being pilots – they tend to have difficulty in maintaining concentration over long periods when the task in hand is fairly simple and routine With this in mind, some aspirants may be better offgetting a reasonably well paid job and then doing aerobatics on weekends. Remember, hard to believe though it may be during the early stages, the novelty does wear off. But before we get to that stage, let’s start at the beginning:

How the Licensing System Works

The three main levels of licence are:

• Student (ie a licence to learn)

• Private (a licence to continue to learn by yourself, while carrying passengers) and

• Commercial (for which someone can pay you to learn while carrying passengers).

It is not necessary to commit to a CPL when starting out, although there will always be no shortage of schools which are only too happy to take the money up front.

Student

This is the first step. Here, all that is required is to have a medical examination and fill in the appropriate form. This is a step which any flying school will be only too happy to arrange. The main thing is to select your school. Most will offer a Trial Introduction Flight (TIF) which gives you an opportunity to check out the school, the aircraft, and the instructor (but see Advice below). Then you can start your flying training. First Solo typically occurs somewhere between 10 to 15 hours.

Private Pilot’s Licence (PPL)

With a PPL you are allowed to carry passengers on cross-country flights. To qualify you require a minimum of 40 hours’ flight time. With hourly rates somewhere between $120 to $145, don’t expect too much change from $6000. Typical training aircraft are the Cessna 152 or the Piper Warrior. There are also a couple of theory exams to pass.

Commercial Pilot’s Licence (CPL)

The CPL enables you to carry paying passengers, and to do other flying for which you are paid. This requires a minimum of 150 hours, of which about half must be “in command” (ie flying without an instructor). The formal CPL flying training course will typically be approximately 30 hours, although this can be reduced for some more experienced pilots. To reach this stage it will be necessary to spend about $20,000, although this can sometimes be reduced slightly through cost sharing while building up the command hours. There are also more exams, of course.

After the CPL, many pilots will complete a Flight Instructor Rating or a Command Instrument Rating, each of which will cost somewhere the region of $5000.

Airline Transport Pilot’s Licence (ATPL)

This can be attained after building up a total of 1500 hours, and passing some more exams. It entitles the holder to fly aircraft of a MTOW above 5700kg (ie airliners).

What will a Commercial Pilot’s career structure look like?

After completing the CPL, an ideal path probably goes something like this:

• 1000 hours single engine, flight instructing (or bush flying, either in outback Australia or perhaps PNG);

• twin endorsement and command instrument rating;

• 500 hours twin/IFR instructing, with at least occasional charters (the greater the percentage, the better), working up to bigger twins where possible; • Further experience beyond this should be predominantly twin/IFR charter; until:

• Regional airline job;

• Major airline.

Advice

Which Flying School?

Don’t select your school on the basis of the lowest price.

This is a particularly foolish and short sighted strategy. No future employer will care whether you saved $150 on the price of a course which cost perhaps $20,000 or more to complete. The only thing s/he will be interested in is the reputation of the school.

Comparing costs on the basis of hourly rates is pointless for two reasons:

1. Because it is a poor indicator of the quality of the school; and, in any case;

2. Higher quality training often means you end up reaching the required standard in less hours anyway, and therefore you save money overall.

Beware of schools which claim a fixed price to attain a licence. Individuals learn at different rates, and some people will learn more quickly than others. It is the completion standard which is important- not the number of hours flown.

Go and check out the school. You may not initially be able to judge the technical proficiency of the instructors at their jobs, but you can certainly look for indicators which give you clues. Look for anything which indicates their general approach to their work. Telephone manner, physical appearance of the school, the state of its buildings, facilities, and its aircraft, are all valuable clues. Perhaps most important is the appearance, deportment and behaviour of the instructors. When you walk into the office are they standing upright or are they slumped behind the counter? Do they wear uniforms or not? Are they cheerful and helpful or do you get the impression that they would prefer it if you weren’t there? Some might argue that any or all of these are cosmetic only, and of no real importance. Perhaps so. But, the novice, who cannot really judge how good the training is until possibly many years later, would be wise to use any indicators available, and which can be readily comprehended.

Beware of advice from people with vested interests. If the person providing the advice stands to make money out of the advice being given, then a conflict of interest inevitably exists and the advice must be considered suspect. Think: “What’s in it for them?” The usual traps are paying out a large amount of money up front, perhaps committing to a full CPL course if you are not yet sure that flying is for you, or doing extra ratings and endorsements which are unnecessary.

Beware of flying schools using terms such as “Airline Pilot Intake” or “Airline Cadet Training Course”. Although it may be technically correct that a graduate of such a,course will be qualified for an airline position, students should not be misled into having the impression that this is what will happen on completion of their training.

The First Job

After you have completed the CPL, don’t get stuck at school. Many young students (especially when Daddy is paying) get settled in to the cosy world of “tech. ” or the familiar flying school, doing one course and rating after another, because it postpones the day that they have to go into the big wide world and actually get a job. This temptation should be resisted. Don’t waste time doing unnecessary aircraft type endorsements or (initially unnecessary) theory courses like human resource management or ATPL subjects. Get the basic qualifications you need and start flying.

It is pointless doing a twin endorsement and instrument rating, on a bare CPL with a total of just 200 hours experience. The reason is that no employer (or his/her insurance agent) is going to let such a junior pilot fly anything more than single engine VFR at that experience level. This is why the instructor rating is such a good idea. Only in a flying school can you find aircraft small and cheap enough that an employer will let you actually fly them.

An instructor rating is the surest route to success in finding a first job, especially in a capital city, and is also by far the best way to develop the level of flying skill, discipline and proficiency which will be needed in a future airline career. There is an appropriate time to be doing the twin endorsement and instrument rating, and that is at between 500 to 1000 hours total time (ie after 1 to 2 years’ full time flying), so that you are at a level of skill and experience that you can comprehend what you are doing, and are not a danger to yourself and those who fly with you. Nepotism: In many cases, by far the fastest way into the copilot seat of a sophisticated twin turboprop orjet is to have a CPL, 200 hours total time, an instrument rating, and a parent who already flies for the company (or preferably, owns it). Choosing your parents wisely cannot be recommended highly enough in this industry. However, for those not so fortunate, keep reading.

What About the Air Force? One common question is whether the Air Force or other armed services are a good route to an airline career. One of the greatest problems facing airlines when recruiting pilots from GA has been the large, unpredictable variations in flying abilities and personal qualities from one pilot to the next. Because of this, airlines generally like ex Air Force pilots because much of their selection process has already been done for them. Entry to military pilot training is highly selective, accepting people only from a narrow band of education, age, physical condition and psychological profile, and for those who manage to complete it, the training is the best possible. This applies not just to flying training either, but in the development of other general military officer qualities, which are highly desirable in a disciplined, structured environment like an airline. An airline automatically knows it is getting a good quality, highly qualified pilot. From the pilot’s point of view, the training is, of course, free, and there are no subsequent career decisions to be made – it’s all done for you. There are, however, also some negative points about the military route to the airlines. From the pilot’s point of view, one of the biggest drawbacks is that s/he is generally committed to a fixed term of quite a few years. Most pilots will not have the opportunity to get out before they are aged around thirty, by which time their civilian counterparts should be well and truly established in their regional or commuter jobs, if not already with the majors. Recruitment cycles may come and go, which you will be unable to take advantage of because you are “locked away. ” You don’t have the flexibility to move around and take advantage of opportunities as they occur. It is also worth pointing out that naturally the RAAF does not consider that it is running an airline pilot training service, and they will make the effort to try to screen out anyone who obviously wants to join with that intention. The other services also train pilots, but most army and navy pilots will be flying helicopters, which are a bit more problematic from an airline’s point of view. It is true that they are nowadays vastly more sophisticated than they used to be, but it is still the case that most helicopters, whether IFR capable or not, tend to spend most of their time operating VFR, at low

altitudes and low airspeeds. This does not necessarily make for good airline training.

What are the Airlines Looking For?

Changes in the Aviation Industry during 1992.

Although, technically Australia has emerged from the recession, the recovery is as yet barely perceptible.

TI1e poor state of the economy both at home and overseas continues to hold back growth, and the aviation sector continues to suffer along with big and small businesses everywhere. Despite all this, the long term economic outlook remains positive, although it is clear that the recovery will be a lot weaker and take a lot longer than anyone expected.

Impact on the Flying School Industry

Because of the expense involved in flying training, it is one of the first things that many people will defer for a while if they are uncertain about where the next dollar is coming from. Flying schools are therefore very sensitive to fluctuations in the general economy, and have been having a harder time than many other businesses during the course of the “recession we had to have”.

Many flying schools, stuck with high fixed costs and debt ‘ servicing requirements, have always lived uncomfortably close to the edge of bankruptcy and, as the saying goes, when the economy sneezes, the aviation industry catches a cold. Unfortunately, for flying schools the last couple of years have been more like a severe case of pneumonia, which has all too often proved terminal. A fair number of schools have closed shop, or have been bought out by better financed, larger competitors.

Some of the more enterprising schools have been able to hedge against the Australian recession by training foreign pilots. They have made good use of Australia’s comparative advantages of good weather, flat landscape and, of course, the generally high standard of flying training this country has to offer. For a number of schools, foreign students have become almost their sole course of income. The Australian flying school industry has become truly international, and is now making a small but significant contribution to the nation’s economic recovery.

Despite the overall downturn there are some signs that domestic flying training activity is finally starting to improve, with many schools reporting their hours flown beginning to creep up for the first time in over a year.

After you have completed the CPL, don’t get stuck at school. Many young students (especially when Daddy is paying) get settled in to the cosy world of “tech. ” or the familiar flying school, doing one course and rating after another, because it postpones the day that they have to go into the big wide world and actually get a job. This temptation should be resisted. Don’t waste time doing unnecessary aircraft type endorsements or (initially unnecessary) theory courses like human resource management or ATPL subjects. Get the basic qualifications you need and start flying.

It is pointless doing a twin endorsement and instrument rating, on a bare CPL with a total of just 200 hours experience. The reason is that no employer (or his/her insurance agent) is going to let such a junior pilot fly anything more than single engine VFR at that experience level. This is why the instructor rating is such a good idea. Only in a flying school can you find aircraft small and cheap enough that an employer will let you actually fly them.

An instructor rating is the surest route to success in finding a first job, especially in a capital city, and is also by far the best way to develop the level of flying skill, discipline and proficiency which will be needed in a future airline career. There is an appropriate time to be doing the twin endorsement and instrument rating, and that is at between 500 to 1000 hours total time (ie after 1 to 2 years’ full time flying), so that you are at a level of skill and experience that you can comprehend what you are doing, and are not a danger to yourself and those who fly with you. Nepotism: In many cases, by far the fastest way into the copilot seat of a sophisticated twin turboprop orjet is to have a CPL, 200 hours total time, an instrument rating, and a parent who already flies for the company (or preferably, owns it). Choosing your parents wisely cannot be recommended highly enough in this industry. However, for those not so fortunate, keep reading.

What About the Air Force? One common question is whether the Air Force or other armed services are a good route to an airline career. One of the greatest problems facing airlines when recruiting pilots from GA has been the large, unpredictable variations in flying abilities and personal qualities from one pilot to the next. Because of this, airlines generally like ex Air Force pilots because much of their selection process has already been done for them. Entry to military pilot training is highly selective, accepting people only from a narrow band of education, age, physical condition and psychological profile, and for those who manage to complete it, the training is the best possible. This applies not just to flying training either, but in the development of other general military officer qualities, which are highly desirable in a disciplined, structured environment like an airline. An airline automatically knows it is getting a good quality, highly qualified pilot. From the pilot’s point of view, the training is, of course, free, and there are no subsequent career decisions to be made – it’s all done for you. There are, however, also some negative points about the military route to the airlines. From the pilot’s point of view, one of the biggest drawbacks is that s/he is generally committed to a fixed term of quite a few years. Most pilots will not have the opportunity to get out before they are aged around thirty, by which time their civilian counterparts should be well and truly established in their regional or commuter jobs, if not already with the majors. Recruitment cycles may come and go, which you will be unable to take advantage of because you are “locked away. ” You don’t have the flexibility to move around and take advantage of opportunities as they occur. It is also worth pointing out that naturally the RAAF does not consider that it is running an airline pilot training service, and they will make the effort to try to screen out anyone who obviously wants to join with that intention. The other services also train pilots, but most army and navy pilots will be flying helicopters, which are a bit more problematic from an airline’s point of view. It is true that they are nowadays vastly more sophisticated than they used to be, but it is still the case that most helicopters, whether IFR capable or not, tend to spend most of their time operating VFR, at low

altitudes and low airspeeds. This does not necessarily make for good airline training. What are the Airlines Looking For? Most regional airlines have pretty standard entry requirements – typically around 1500 hours total, with 500 hours multi engine. There are generally no minimum education requirements. Alf Gloster, Director of Flight Operations for Ansett, says that the Airline usually recruits its pilots from the military (excluding helicopter pilots), its associated regional airlines (Kendall, Aeropelican, Skywest) and from GA A good education is preferred – usually Year 12 with English, Physics and Maths. A Diploma in Aviation or similar is OK, but applicants should not expect preferential treatment if they have one. Although it is obviously a consideration, pilots are not normally selected on the basis of how many flying hours they have. Other important factors include the motivation of the individual towards flying, performance in skills testing and interviews and, overall, an assessment of how the pilot will fit in as part of the team, especially when considering s/he is likely to spend eight to ten years as a first officer before attaining a command position. When Qantas does begin recruiting again (probably in not less than two years’ time) it will be for cadet pilots. They will not require any flying experience, but will be required to be aged between 19 and 23, and to have achieved a pass in Year 12 which will enable matriculation to a science degree. They will then have to go through a selection process which will include psychological aptitude and pilot aptitude tests, which will measure spatial and orientation skills.

Helicopters

Everything about helicopters is different, and they deserve separate consideration. Perhaps the best description of the differences is the statement that whereas fixed wing aircraft are “transport machines”, helicopters are “working machines. ” They are usually in the air to do something, and a minority of them are merely used for transporting people and goods from A to B (and when they are, it is invariably because there is no alternative to a helicopter). They are smaller, they usually fly lower and slower, and carry out a variety of tasks, including cattle mustering, corporate flying, tourism/scenic flying, rescue/ medical, and media work. As for fixed wing, there has been a definite slow down in activity during the recession. This has been most apparent for applications where the machines were purchased as a “luxury item”, intended to perhaps boost the status of the owner. However, since helicopters perform many important and essential functions, they have continued flying, albeit at reduced rates of activity. Despite the expense of learning to fly these machines (commonly up to around $300. 00/hour), because they are still comparatively new, there has been a fairly rapid increase in the number of rotary wing training schools. However, it now appears that the industry may be reaching saturation point (which fixed wing reached some time in the 60s, if not earlier), with not enough students to keep everyone in business. Students can look forward to increasing price competition between these schools.

Licence qualifications

A PPL(H) requires a minimum of 50 hours, which will cost in the vicinity of $15,000. A CPL(H) requires a minimum total of 105 hours, so by this stage the student will have spent around $30,000. Some schools reduce the total cost by doing some of the initial training in fixed wing aircraft. There is some argument about the worth of doing this. Although it may be possible to reduce the cost in this manner, it will of course be through doing less rotary wing hours. It should also be remembered that the helicopter industry is small. The reputations of individual schools are well known. It is doubly important to train at a school which has a good reputation, rather than the lowest cost.

Career Progression

Unlike fixed wing, there is no safe option of immediately doing an Instructor Rating and then working at the school. Instructors require a minimum of 400 hours. PNG is also not an option, except for highly experienced pilots. There is no option but going out into the world and finding a job. This is the difficult bit. Chris Townsend, the Helicopter Association’s spokesperson for flying training, suggests that a new CPL should not expect to land the firstjob in less than 12 months, although some opportunities may occur earlier for the lucky ones. Where might that be? Cattle mustering in the outback has been a common first job for many pilots. This activity still continues, but at a reduced rate due to financial hardship of many primary producers. Some are lucky enough to land a first job in the tourism/ scenic flying sector, in locations such as far north Queensland. For those who try this avenue of entry, Townsend emphasises that a high standard of personal presentation and customer orientation is required in addition to pure flying skills. It is generally not, however, a common entry point for beginners.

A comparatively new development is the growth of the offshore industry (ie flying out to oil rigs). The main areas of operation have been Bass Strait and the North West Shelf, but operators such as Lloyds are also getting involved in the growth of this sector overseas, servicing the rapidly developing offshore oil industry in South East Asia and further north The offshore industry is in many ways more similar to fixed wing airline operations. Aircraft flown are typically fairly large twin turbine types. The important thing is they require two weeks and therefore low time commercial pilots (who have done their ATPL and IFR subjects) are sometimes lucky enough to get a job as a copilot in one of these machines.

For this area again, personality considerations are important especially when new employees should expect several yet working as copilots. Another way in which offshore flying is more like the airlines is that the flying is rather more monotonous than other helicopter work, with a lot more flying in straight lines over familiar routes.

Offshore flying does offer the opportunity for a career structure similar to airlines. However, for the industry in general, there is no steady career progression through bigger, heavier faster machines. Pilots will tend to do one thing for as long as it suits them (which may be their whole working life), and then move to something else when desired for personal development, or as required when one door closes and another opens. Senior helicopter pilots should not look forward to salaries much beyond $60,000, or possibly a little more in offshore work

There are very occasional opportunities for jobs with the TV stations, but don’t expect to the next one to come up before the Second Coming ( at which timeHe will probably get the job anyway)

A comparatively new development is the growth of the offshore industry (ie flying out to oil rigs). The main areas of operation have been Bass Strait and the North West Shelf, but operators such as Lloyds are also getting involved in the growth of this sector overseas, servicing the rapidly developing offshore oil industry in South East Asia and further north The offshore industry is in many ways more similar to fixed wing airline operations. Aircraft flown are typically fairly large twin turbine types. The important thing is they require two weeks and therefore low time commercial pilots (who have done their ATPL and IFR subjects) are sometimes lucky enough to get a job as a copilot in one of these machines.

For this area again, personality considerations are important especially when new employees should expect several yet working as copilots. Another way in which offshore flying is more like the airlines is that the flying is rather more monotonous than other helicopter work, with a lot more flying in straight lines over familiar routes.

Offshore flying does offer the opportunity for a career structure similar to airlines. However, for the industry in general, there is no steady career progression through bigger, heavier faster machines. Pilots will tend to do one thing for as long as it suits them (which may be their whole working life), and then move to something else when desired for personal development, or as required when one door closes and another opens. Senior helicopter pilots should not look forward to salaries much beyond $60,000, or possibly a little more in offshore work

There are very occasional opportunities for jobs with the TV stations, but don’t expect to the next one to come up before the Second Coming ( at which timeHe will probably get licopters is different, and they deser the job anyway)

Glossary

CAA: Civil Aviation Authority. The Government body that supervises most aviation activities in Australia.

CF!: Chief Flying Instructor.

CPL: Commercial Pilot’s Licence. Able to fly “for hire or reward”, ie get paid to fly.

Fixed Wing: Aeroplanes. Opposite to rotary wing. The wings are fixed

to the aircraft.

GA: General Aviation. All flying other than airlines and military

!FR: Instrument Flight Rules. This means the ability to fly through cloud. Unusual for private flying, usual for commercial charter flying, and compulsory for airline flying. To fly IFR, a pilot must have a Command Instrument Rating,.which requires a higher level of skill, experience and currency than VFR. Integrated Schools: These schools trained pilots full time, usually on live in courses, according to a syllabus which integrated groWld and flight training. Because of the intensive nature of the training, an Integrated School was legally able to train pilots to CPL standard with a lower number of total hours than other schools. This advantage_no longer exists Wlder the new syllabus, although it is still generally accepted (by airlines) that such schools offer a superior quality of flying training, for those who can afford it.

MTOW: Maximum Takeoff Weight.

PNG: Papua New Guinea

PPL: Private Pilot’s Licence. Able to carry passengers on cross COWltry flights. Rotary Wmg: Helicopters. Opposite to fixed-wing. Instead of the wings beingfixed to the aircraft, the wings (ie the rotor blades) rotate to generate lift, while the aircraft remains still.

TIF: Trial Instructional Flight

VFR: Visual Flight Rules. Staying out of cloud. The normal mode for most private flying and most helicopter flying.

Paul Couwet spent six years in the Royal Australian Navy as an aeronautical engineer and subsequently worked for three years as a commercial pilot and flight instructor, which included the training of Qantas cadet pilots. Since completing a Master’s aMastersDegree in Business Administration at the Australian Graduate School of Management, he has been doing economic policy analysis for the NSW Government. 

Directory of Australian Flying Training Schools

Ad-Astral Aviation, PO Box 100, Belmont 6104

Advanced Aviation Training, Site 22, Adina St, Coolangatta 4225

Aero Club of Southern Tasmania, GPO Box 42, Hobart 7001

Aero Int College P/1, 621 Airport Ave, Bankstown Airport 2200

Aerobatic Training Centre, Terminal Bldg, Essendon Airport 3041

Aerospace Aviation P/L, Cnr Marion & Birch St, Bankstown Airport

2200. Tel: (02) 791 9991, Fax: (02) 790 3149

Aerostar Aviation, PO Box 24, Golden Beach 4551

Air Australia Int, 37 Eagle Drive, Jandakot Airport 6164

Air Goolwa, PO Box 375, Goolwa 5214

Air Training Centre P/1, Terminal Bldg Area, Archerfield Airport 4108

Air Explorer, 324 Kaolin St, Broken Hill 2880

Air Pioneer, PO Box 5494, Mackay Mail Centre 4740

Air Facilities, PO Box 675, Albury 2640

Air Meeleebee, PO Box 385, Roma 4455

Air Centre Albury, PO Box 521, Albury 2640

AirCare P/1, 19 Dakota Dr, Parafield Airport 5106

Airport Flying School, Canberra Airport 2609

Airtex Aviation Academy, 501 Tower Rd, Bankstown Airport 2200.

Tel: (02) 792 1588, Fax: (02) 792 2927

Alice Springs Aero Club Inc, PO Box 508, Alice Springs 0871

Amity Aviation P/1, 9A Eagle Drive, Jandakot Airport 6164

Arnhem Air Charter P/1, PO Box 39431, Wmnellie 0821

Australian Flying Academy, PO Box 805, Coffs Harbour 2450.

Tel: (066) 51 2523, Fax: (066) 51 2085

AustGeneral AviationFlyingSchool, TenninalBldg, Essendon.Nport 3041

Australian Civil Aviation Academy, PO Box 207, Cessnock 2325

Australian Aviation College, PO Box 532, Salisbury 5108

Australian Flyers P/1, 12 Murra Crt, Kiewa 3691

Australian Flying Training School, PO Box 143, Yagoona 2199.

Tel: (02) 791 9042, Fax: (02) 791 0125

Aviation Education Centre, c/- PO, Torquay 4655

Aviation Academy of Aust, llA Eagle Dr, Jandakot Airport 6164

Aviation Training School, PO Box 918, Mildura 3500

Aviation Training and Transport, PO Box 786, Mackay 4 740

Avondale College Flying School, PO Box 19, Cooranbong 2265

Avwest Aviation P/1, 4 Baron Way, Jandakot Airport 6164

Axis Aviation P/1, Hangar 650, Bankstown Airport 2200.

Ayr Flying Services P/1, PO Box 794, Ayr 4807

Bairnsdale Flying School, PO Box 291, Bairnsdale 3875

Ballarat Aero Club, RMB 103A, Ballarat 3362

Ballina Flying School, PO Box 300, Casino 2470

Balloon Aloft P/1, PO Box 122, Canowindra 2804

Balloon Adventures P/1, PO Box 375, Norfolk Island 2748

Balloon Academy P/1, Bagshaw Rd, Kersbrook 5231

Balloon Sunrise P/1, 39 Smith St, Richmond 3121

Basair, 606 Airport Ave, Bankstown Airport 2200

Bendigo Aviation Services P/1, PO Box 201, Golden Square 3565

Bluewater Aviation P/L, PO Box 622, Garbutt 4814

Bruce HartwigFlyingSchool, Hangar 59, Parafleld Aerodrome 5106.

Tel: (08) 258 4244, Fax: (08) 281 8646

Bunbury Aero Club Inc, PO Box 120, Bunbury 6230

Bundy Air Charter & Flying School, PO Box 2020, Bundaberg 4670

Cairns Aviation Training School, PO Box 59, Freshwater 4870

Camden Aviation, Hangar 55, Camden Aerodrome 2570

Camden Aero Club, Camden Aerodrome 2570

Cameron’s Balloons, 72 Lime Ave, Mildura 3500

Campbell-Hicks Airways, PO Box 40, Southland Centre 3192

Canberra Aero Club, PO Box 518, Fyshwick 2609

Cape York Air Services, PMB 13, Cairns Mail Centre 4871

Central Flying Services, PO Box 336, Mentone 3194

Central Highlands Air Transport, PO Box 172, Emerald 4720

Challenge Aviation Academy, PO Box 224, Coolangatta 4226

Champagne Balloon Flights, PO Box 12, West End 4101

Chieftain Aviation P/1, Hangar 276, Bankstown Airport 2200

Civil Flying School, PO Box 210, Cheltenham 3192

Clamback & Hennessy P/1, 1 Tower Road, Bankstown Airport 2200

Coffs Harbour Aero Club, PO Box 305, Coffs Harbour 2450

Coldstream Flying School, PO Box 54, Coldstream 3770

Combined Flight Training (Vic) P/1, Cnr First Ave & Second St,

Moorabbin Airport 3194

Condobolin Aero Club, 126 Bathurst St, Condobolin 2877

Correll Advanced Flying Training, PO Box 234, Cheltenham 3192

Country Connection Airlines, PO Box 171, Cootamundra 2690

Country Capital Flight Centre, PO Box 630, Armidale 2360

Darling Downs Aero Club, Aerodrome, Carroll St, Toowoomba 4360

Darwin Aero Club, PO Box 39262, Winnellie 0821

Derwent Aviation Services, PO Box 839, Goulburn 2680

Downs Flight Centre, MIS 28 Warner St, Warwick 4370

Duncombe Aviation Academy, Hangar 26, Kittyhawk Lane, Parafield

Airport 6106

Eastern Pacific Airlines, 692 Wickham St, Fortitude Valley 4006

Escadrille Aviation Academy, PO Box 209, Cessnock 2326

Essendon Flying School, Bldg 16, Cnr Nomad & English Sts, Essendon

Airport 3041

Fairbairn Air Charter Training School, Canberra Airport, Fyshwick 2609

Flight Training Australia, PO Box 623, Archerfield 4108

Flite Line Aviation, 660 Tower Rd, Bankstown Airport 2200.

Tel: (02) 773 8607, Fax: (02) 773 0608

Fogarty’s Aviation Academy, Sunshine Coast Airport, MSI-1102,

Mudjimba Beach 4564. Tel: (074) 48 7722, Fax: (074) 48 8346

G W Campbell Flying School, PO Box 272, Mudgee 2860

Galaxy Flying School, PO Box 19, Essendon 3040

Gambi Air Flying School, PO Box 2673, Mt Gambier 6290

Gardiner Aviation P/1, Bldg A, Airport Rd, Camden Airport 2670

General Flying Services, PO Box 40, Southland Centre 3192

Gil Layt’s Flying School, Building 219, Archerfield Aerodrome 4108

Gilgandra Aero Club, PO Box 13, Gilgandra 2827

Gold Coast Aviation Centre, Building 2, Coolangatta Airport 4226

Gove Flying Club, PO Box 616, Nhulunbuy 0881

Griffith Aero Club, PO Box 1447, Griffith 2680

Groupair P/1, PO Box 118, Berwick 3806

Harewood Air Charter, PO Box 94, Tooradin 3980

Hempel’s Aviation P/1, Building 46, Archerfield Aerodrome 4108

Hinchinbrook Air Services, PO Box 700, Innisfail 4860

Hoxton Park Aero Centre, Hoxton Park Aerodrome 2171

unter-Air P/1, PO Box 143, Cessnock 2326

Illawarra Flying School, Hangar 276, Sopwith Pl, Bankstown Airport 2200

Imperial Aviation, 602 Desouter St, Bankstown Airport 2200

Jandakot Flying College, PO Box 263, Willetton 6166

John H Williams Aviation, 116 Jerilderie St, Tocumwal 2714

Kalgoorlie-Boulder Aero Club, PO Box 2146, Boulder 6432

Kaputar Aviation, PO Box 348, Narrabri 2390

Karratha Flying Services, 30A Lady Douglas Way, Karratha 6714

KempseyPilotTraining, Kempsey Aerodrome, Aldavilla via Kempsey 2440

Kimberlay Coast Airways, PO Box 1026, Broome 6726

Kingsford Smith Air Tours Aust, 1/26 Cambridge St, Carina Heights 4162

Kingsford Smith Aviation Services, Gypsy St, Bankstown Airport

2200. Tel: (02) 791 0033, Fax: (02) 791 0125

Kyneton Aero Club, PO Box 117, Kyneton 3444

Latrobe Valley Aero Club, PO Box 200, Morwell 3840

Launceston Flying School, PO Box 11, Evandale 7212

Lilydale Flying School, PO Box 626, Lilydale 3140

Liverpool Flying School, PO Box 4, Hoxton Park 2171

Logan Air Services, 624 Desouter Rd, Bankstown Airport 2200.

Tel/Fax: (02) 790 4103

Low Level Aviation, 20 Torrens St, Gilberton 6081

Macquarie Grove Flying School, Hangar 53, Camden Aerodrome,

Camden 2570. Tel: (046) 55 2811, Fax: (046) 55 1995

Mahon Aviation, Torquay Road, Mt Duneed 3216

Mangalore Int Academy ofAviation, Mangalore Airport, Mangalore 3663

Manning River Aero Club, PO Box 316, Taree 2430

Masterflight, Hangar 60B, Parafield Airport 6106

Mciver Aviation, Hoxton Park Aerodrome 2171

Melbourne Institute of Aviation, PO Box 183, Niddrie 3042

Melton Flying School, PO Box 41, Niddrie 3042

Merimbula Air Services, PO Box 66, Pambula Beach 2649

Mid Murray Flying Club, PO Box 260, Swan Hill 3686

Missionary Aviation Fellowship, PO Box 211, Box Hill 3128

Monarch Air Services, 468 Avro St, Bankstown Airport 2200

Mooney Aviation, PO Box l l74L Mo_ree 2400

Moorabbin Aviation Academy, Northern Avenue, Moorabbin Airport 3194

Murray Border Flying School, PO Box 136,Tocumwal 2714

Murwillumbah Aero Club, PO Box 264, Murwillumbah 2484

Narromine Aviation, PO Box 162, Narromine 2821

Navair International Flying College, 487 Avro St, Bankstown Airport

2200. Tel: (02) 791 0100, Fax: (02) 796 2289

New England Air Training & Charter, PO Box 696, Inverell 2360

Noel Bellamy Aviation, PO Box 361, Archerfield 4108

North Qld Aero Club, Airport, Aeroglen, Cairns 4870

North Westenair Charter, PO Box 1388, Mt Isa 4826

Northern Rivers Aero Club, PO Box 113, Lismore 2480

Northern Flight Training, PO Box 7631, Cairns 4870

NSW Police Aero Club, PO Box 43, Hoxton Park 2171

O’Connor’s Air Services, PO Box 21, Mount Gambier 6290

OD & D Aviation, PO Box 706, Wakerie 6330

Orange Aviation, PO Box 606, Orange 2800

Oxley Airlines Ltd, PO Box 741, Port Macquarie 2444

Oz Flight International, 126 Second Avenue, Moorabbin Airport 3194

Par Avion, PO Box 324, Rosny Park 7018

Parafield Flight Centre, Lot 66 Kittyhawk Lane, Parafield Airport 6106

Parkes Flyfng/School, PO Box 327, Parkes 2870

Pay’s Air Service, PO Box 168, Scone 2337

Pearson Aviation, 4 Brougham St, Mt Macedon 3441

Penfield Flying School, Bldg 46, Vaughan St, Essendon Airport 3041

Peninsula Aero Club, Stuart Rd, Tyabb 3913

Peter Bini Advanced Flight Training, PO Box 210, Cheltenham 3192

Phillip Island Air Services, 170 Thompson Ave, Cowes 3922

Phoenix Air Training Services, PO Box 41, Palm Beach 4221

Piccolo Aviation, PO Box 360, Gladstone 4680

Point Cook Flying Club, 16 Mossfiel Dr, Hoppers Crossing 3026

Polar Aviation, 6 Parker St, South Hedland 6722

Port Lincoln Flying Club, PO Box 606, Port Lincoln 6606

Port Macquarie Flying School, PO Box 709, Port Macquarie 2444

Precision Flight Simulators, 62 Airport Ave, Bankstown Airport

2200. Tel: (02) 791 0338, Fax: (02) 791 0125

Proflite Australia, Hangar 480 Miles St, Bankstown Airport 2200

Qld Air Training Corp, PO Box 647, Archerfield 4108

RAAF Wagga Flying Club, RAAF Base, Wagga 2661

RAAF Pearce Flying Club, cl- 39 Seagull Way, Wangebup 6164

RAAF East Sale Flying Club, PO Box 10 RAAF Base, East Sale 3862

Range West Aviation, PO Box 346, Wagin 6316

Redcliffe Aero Club, PO Box 168, Redcliffe 4020

Reg’s Flying School, 6 Heffernan Rd, Alexandra Hills 4161

Rockhampton Aero Club, PO Wandal, Rockhampton 4700

Rossair Flying Centre, PO Box 1070, Salisbury 6108

Royal Aero Club of WA, 41 Eagle Dr, Jandakot Airport 6164

Royal Victorian Aero Club, Moorabbin Airport 3194

Royal Qld Aero Club, PO Box 41, Archerfield 4108

Royal Newcastle Aero Club, PO Box 136, Maitland 2320

SA Squadron Air Training Corps, PO Box 2000, Salisbury 6108

Saint Air, PO Box 174, St Arnaud 3478

Schofields Flying Club, PO Box 46, Riverstone 2766

Schutt Flying Academy, PO Box 446, Cheltenham 3192

Scout Association of Aust, PO Box 146, Wahroonga 2076

Sharp Aviation, PO Box 710, Hamilton 3300

Shine Aviation Services, cl- PO, Moonyoonooka 6632

Skybird Flight Centre, Box 230, Niddrie 3042

Skyfox Aviation, 66 Broughton St, Camden 2670

Skygold Aviation, PO Box 7002, Garbutt 4814

Skytech Aviation Service, MS 1102 Maroochydore Aerodrome, Marcoola 4664

Skyways of Benalla, PO Box 297, Benalla 3672

Slingair/Heliwork WA, PO Box 612, Kununurra 6743

South BarwonAir Services, Barwon Airfield RMB 1600, Ocean Grove 3226

South West Aviators, PO Box 709, Warnambool 3280

South West Qld Aero Club, PO Box 397, Charleville 4470

South Coast Air Centre, PO Box 734, Willunga 6172

South Coast Aero Club, 2 Princes Highway, Albion Park Rail 2627

Star Air Charter, 73 Gilmour St, Kelso 2796

Stickland Skyways, PO Box 1633, Coffs Harbour 2460

Stillwell Civil Flying School, PO Box 210, Cheltenham 3192

Sultan Balloon Fleet, PO Box 100, Northam 6401

Suncoast Flying Services P/1, PO Box 437, Maroochydore 4558.

Tel: (074) 48 7330, Fax: (074) 48 8386

Sunland Aviation Service, Bldg 112 Aerodrome, Archerfield 4108

Sunshine Coast Air Charter, PO Box 377, Caloundra 4551.

Tel: (074) 91 1988, Fax: (074) 91 8346

Sydney Aerobatic School, Hangar 604, Miles St, Bankstown Airport

2200. Tel: (02) 791 0044, Fax: (02) 791 0307

Sydney Airways P/1, Tower Road, Bankstown Airport 2200

Tamair Charter and Flying School, PO Box 28, Westdale 2340

Tarago Valley School of Aviation, 128 Jubilee St, Windsor 3181

Tasmanian Aviation Centre, PO Box 63, Evandale 7212

Townsville Aero Club, PO Box 240, Garbutt 4814

Tropic Air Services, PO Box 26, Carnarvon 6701

Troy Aviation, Bldg 31, Second Avenue, Moorabbin Airport 3194

Tumut Aero Club, PO Box 112, Tumut 2720

‘IVSA Pilot Training, Moorabbin Airport 3194

University of South Australia, Levels Campus, The Levels 6096

Vee H Aviation, PO Box 666, Canberra 2601

Wallan Flying School, ‘Tylden Ridge’, Tantaraboo 3764

Wangaratta Aero Club, PO Box 162, Wangaratta 3677

Warnervale Air P/1, The Aerodrome, Jack Grant Ave, Warnervale 2269

West Wing Aviation, 90 Laurel Oak Dr, Algester 4116

Western Air Training Centre, 76 Amaroo St, Wagga 2650.

Tel: (069) 22 7122, Fax: (069) 22 7116

Western Aviation P/1, PO Box 41, Wynyard 7326

Whitworth Aviation, Tower Road, Bankstown Airport 2200

Wmunera Aero Club, 7 Dryden St, Hamilton 3300

Wollongong Flight Training Ctr, Hangar 1, Aerodrome, Albion Pk 2627

Woorayl Air Services, PO Box 310, Leongatha 3963

DIRECTORY OF HEUCOYI’ER TRAINING SCHOOLS

Aerostar Aviation, PO Box 24, Golden Beach 4661

Airtex Aviation Academy, 501 Tower Rd, Bankstown Airport 2200.

Tel: (02) 792 1588, Fax: (02) 792 2927

Bankstown Helicopters, Marion St, Bankstown Airport 2200.

Tel: (02) 791 0500, Fax: (02) 790 5416

Blue Tongue Helicopter Services, ‘Fairview’ Old Coachway MS 1197,

North Arm 4561

Chopperline, Freepost 15, Pathfinder Dr, Caloondra 4551. Tel toll

free: (008) 072 118

City & Country Helicopters P/1, PO Box 351, Caloundra 4551

Clark Helicopters P/1, 7 Dakota Drive, Parafield Airport 5106

Cosmopolitan Helicopters, Conrad Rd, Longwood 5153

Fogarty’s Aviation Academy, MSI-1102 Airport, Mndjimba Beach

4564. Tel: (074) 48 7722, Fax: (074) 48 8346

Golden West Helicopters, PO Box 1060, Kununurra 6743

Great Northern Helicopters, 9A Eagle Drive, Jandakot Airport 6155

Grif-Alr Helicopt.ers, PO Box 3260, North Mackay 4740.

Tel: (079) 53 4101, Fax: (079) 53 4102, Mobile: 018 185201

Heliflite Helicopter Training School, Caloundra Airport 4551

Hell Spray (Tasmania) P/1, 121 Main St, Sheffield 7306

Hell-Aust P/1, Hangar 271, Bankstown Airport 2200

Helicopter World Services, PO Box 395, Mentone 3194

Helicopter Charter P/1, PO Box 138, Hamilton Central 4007

Helicopter Operators, PO Box 2168, Mt Isa 4825

Helicopters Brisbane P/1, Hangar 224 Beatty Rd, Archerfield

Aerodrome 4108

Helicoptours P/1, Building 29, Coolangatta Airport 4218

Helicruise Air Services, 2nd Fl, 490 Hunter St, Newcastle 2300

Hell-Muster Flying School, Hangar 610, Bankstown Airport 2200

Heliscene, PO Box 120, Coffs Harbour 2450

Heliwork (WA) P/1, PO Box 165, Kununurra 6743

Highland Helicopters, PO Box 848, Fyshwick 2609

Hummingbird Helicopters, 19 Stuart Rd, Tyabb 3913

Jandakot Helicopters, PO Box 263, Belmont 6104

Jayrow Helicopters, PO Box 46, Mentone 3194

Jeff McTaggart Helicopters, PO Box 1174, Surfers Paradise 4217

Kosciusko Helicopters, PO Box 925, Cooma 2630

Mareeba Helicopter Flying School, PO Box 1413, Mareeba 4880

Paradise Helicopters, PO Box 1008, Coolangatta 4225

Peter Doyle Helicopters, 24 Turner Dr, Caloundra 4551

Professional Helicopter Services, Bondoora Parade, Moorabbin

Airport 3194. Tel: (03) 580 7433, Fax: (03) 587 3821

Range Helicopter Services, Forest Range 5139

RC Helicopter Services, Mangalore Airport, Mangalore 3663

Rotorway Australia, PO Box 179, Wickham 2293

Rotor Action, Hangar 204 South, Lionel St, Essendon Airport 3041

Slingair/Heliwork WA, PO Box 612, Kununurra 6743

Sydney Helicopter School, PO Box 689, Mascot 2020.

Tel: (02) 669 6544, Fax: (02) 317 5835

Terry Black Helicopters, PO Box 1386, Mareeba 4880

The Helicopter Pilot College, Mangalore Airport, Mangalore 3663

Townsends Hellcopt.er Training School, PO Box 203, Camden 2570.

Tel: (02) 607 8300, Fax: (02) 608 1062

Victorian Helicopter Services, Hangar 103, Essendon Airport 3041

FLIGHT TRAINING THEORY SPECIALISTS

Australian International Flying College, PO Box 263, Willetton 6155

Aviation Theory Centre, 131 Nelson Pl, Williamstown 3016.

Tel: (03) 397 2011, Fax: (03) 397 1675

Coverdale Aviation Theory, 621 Airport Ave, Bankstown Airport 2200

Elizabeth College of TAFE, Parafleld Campus, Kings Rd, Parafield Airport 5106

Qld Aerospace Training College, Box 5527, Rockhampton MC 4702 Swinburne University of Technology, John St, Hawthorn 3122 Sydney Institute of Technology, Level 7, Bldg W, Broadway 2007 Victorian College of Agriculture/Horticulture, RMB 3000, Horsham 3401 For more information on theflying training establishments,s listed in bold, refer to the various companies’ advertisements,s throughout this issue.