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The key is of course to be persistent while also not losing heart. But we can say this for virtually any other industry too. The demand for helicopter pilots isn’t so great that you will be able to just walk into a job. Is It Hard to Get a Job As a Helicopter Pilot With Low Hours? It’s, therefore, best to build up more hours and experience by working as a flight instructor or tour pilot before you apply. If you want to work as an AG pilot, the more experience you have, the better. However, be aware that it is some of the most dangerous and grueling flying you can do. The ability to refuel, and mix and load chemicals right on the field is another big plus.ĭepending on the operation, in agricultural helicopter work, you may make as many as 50-60 takeoffs and landings in a day. Helicopters are also much better suited to areas surrounded by obstacles like trees or power lines, and are more friendly to the public as they eliminate the need to turn over roads and houses. Helicopters have a unique role to play in the industry due to their unique ability to get into tight areas that are either difficult or impossible to spray with airplanes. Agricultural WorkĪgricultural work isn’t just limited to fixed-wing aircraft. If you don’t live near any tourist hotspots, you also have to be willing to relocate. While working as a tour pilot is a good option, keep in mind that the work can often be seasonal to coincide with the tourist season. One of the best things about becoming a tour pilot is that it can be both a rewarding and enjoyable experience.Įvery passenger, many of whom have never stepped foot inside a helicopter, will be excited and smiling from takeoff to landing as you show them the sights. Tour Pilotīecoming a helicopter tour pilot is another popular route to go down. Working as a flight instructor is rarely something a helicopter pilot will do for many years, but there is no better way to get started making money and quickly gain the experience necessary to apply for higher-paying jobs. Of course, if during your training you demonstrated that you were a good, hardworking, responsible student, it’s more likely that you will be hired. There are many flight schools that prefer to hire their students as instructors, so this also means that finding that all-important first job can be easier. Working as a helicopter flight instructor also has the benefit of allowing you to efficiently build up your flight hours and gain more experience while also getting paid. This time, though, you will be going back as a flight instructor.īecoming a flight instructor is the most common path helicopter pilots go down once they start looking for jobs, primarily because it is one of the very few jobs available to low-hour helicopter pilots. If you’re just done with flight school – well, it’s probably best you go back. While finding a job is by no means a walk in the park, there are usually at least a few job roles that are open to low-hour pilots. Many helicopter pilots just out of flight school worry that finding a low hour helicopter pilot job is going to be challenging. I know this is a lot to respond to but any and all input is welcome, especially current UPS and Ameriflight pilots.Beginning your journey as a paid helicopter pilot can be an exciting yet nerve-wracking experience. So based on this my questions are: Is the Ameriflight pay accurate? Has anyone successfully completed the UPS pathway? Would it be more worth it to drop money on the MEL now and go Ameriflight for a straight shot at UPS or save money working CFI as a second job, go regionals at 1500 hours and then build time/network my way to UPS?
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I would be going from approximately $45k net plus after work CFI hours compared to the reported $31k gross Ameriflight salary. However I have heard that Ameriflight is tough hours and -based on what Airline Pilot Central says- a significant pay cut. I know that Ameriflight and UPS have a program by which I would be an intern for a year, work for Ameriflight for 2.5 years then receive an interview for FO with UPS. My overall goal in my aviation career is to fly UPS in my home city of Louisville.
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At this point I'm wondering if I should spend the last approximately $9000 of runway on my MEL or on my CFI/II and save up for the MEL. I have an Aerospace Management degree from EKU paid for by the GI Bill for my service in the Marine Corps.įor the time being I am working at an Audi dealership near my flight school getting paid enough to afford my $520 a month flight school loan payment and flying after work and on weekends when WX and MX are in my favor (which is NOT often). I am a flight student on the tail end of my CPL (240/250hrs Part 61), and am at a certain crossroads at the moment.