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This is a document I found somewhere, can't remember where, but it has everything you need to know. If I remember (or someone reminds me) I will give all credit to the author.

Now Across much of Europe pilots are required to be licensed by the Joint Aviation Authorities (JAA) before they can fly in command of any aircraft away from a recognised training course. In the UK these JAA licences are issued and enforced by the CAA. This section offers some background to the recently adopted JAA regulations for pilot training. Ultimately, it is anticipated that these standards (known as Joint Aviation Requirements - or JAR's for short) will be implemented across the whole of greater Europe (and perhaps even beyond). 'Flight Crew Licensing' standards are part of 'JAR-FCL' with helicopter regulations contained within the second part of these manuals. Helicopter training is therefore commonly referred to as being 'conducted' to JAR-FCL 2. Within JAR-FCL 2 there are three forms of pilot's licence.

1. The Private Pilot's Licence (PPL(H))
This is the entry-level qualification, which allows you to fly yourself and your friends or colleagues for purely private purposes. Flying "for hire or reward" (even in kind) is expressly forbidden, which means you cannot charge for your services. The JAA approved flying course stipulates a minimum of 45 hours, gained both under instruction and solo (a current fixed wing PPL entitles you to a 10% (maximum of 10 hours) dispensation on that). Ground exams in related subjects and an aviation medical must also be taken, and the entire package is available in your local area from any Registered Training Facility (RTF) Charges do vary, however as a rough guide you might expect to pay between £175 and £280 per flying hour, so a PPL(H) can cost upwards of £10,000. In addition, fees are levied by the CAA for such things as a medical, flight skill test, examinations and of course to issue the actual licence once you have qualified! Unlike a driving licence, once the PPL is attained it is important to remain in practice as the regulations call for a minimum of 2 hours flying for each helicopter type or group of types per year plus an annual proficiency test with an examiner. Additionally, to enable you to carry passengers you must have completed at least one flight within the preceding 90 days. The PPL(H) is valid only for the type or group of helicopter types stipulated on the licence; if you want to fly a different type you must undertake a conversion course, which normally involves 5 flying hours. The PPL(H) is generally regarded as the stepping stone to professional qualifications, however this is not always the case. If you decide to upgrade to a JAA commercial pilot's licence don't be surprised if the training school wishes to review your abilities and requires further training to remove any bad habits you have picked up. Upgrading your PPL(H) to the CPL(H) is known as the 'Modular' route which is discussed in more detail in the section on the Commercial Pilots Licence. If you would like to take advantage of any sponsorship packages which may from time to time exist a PPL(H) will certainly demonstrate the required aptitude and commitment to the sponsoring company. Indeed, it may be a pre-requisite of the individual sponsorship scheme that the applicant possesses some sort of flying qualification to be selected (see later).

2. The Commercial Pilot's Licence (CPL(H))
This is the standard professional licence, and the one a pilot will hold after successful completion of a recognized training course under either the JAA modular or integrated systems. Modular Training This route was developed to enable holders of a PPL(H) to undertake professional training. The modular commercial pilots course may only be undertaken at a JAA approved 'Modular' Flight Training Organisation (FTO). Following completion of the PPL(H) the modular student will be required to gain sufficient experience as a PPL(H) to achieve 155 hours total helicopter flight time, of which at least 50 hours must have been as pilot in command of a helicopter. In addition, the student is required to undertake at least 500 hours of theoretical knowledge study covering the technical aspects of helicopter flying, aviation law, communications, meteorology, human performance, navigation, operational procedures, flight performance & planning together with instruments and electronics. Study for the JAA commercial pilots examinations can be undertaken either in a classroom environment or else via a distance learning approach. At the end of the study programme the student pilot will be required to sit the 9 commercial pilots examinations. Once the examinations have been completed and the requisite flight experience gained the student pilot may commence a 35-hour 'Commercial Flying' course. NB. This may be reduced to 30 hours where the PPL(H) includes night flying privileges. Upon completion of the course each student must undertake a commercial pilot 'skill test' with a CAA examiner before his or her CPL(H) can be issued. Modular training is particularly popular thanks to its flexibility. The programme may be conducted entirely at the pace of the individual or to suit budgetary constraints and may be completed on either a full or part time basis. As a full time programme it would take at least 9 months to obtain the CPL(H). Integrated Training As an alternate to the flexibility of the modular route some individuals will prefer the more formal environment offered by the 'Integrated' training colleges. The integrated commercial pilots course may only be undertaken at a JAA approved 'Integrated' Flight Training Organisation (FTO). As its name suggests an 'Integrated' course combines all aspects of the requirements, both flying and theoretical knowledge, into one single course from which the student will graduate with an identical commercial pilot's licence to his or her modular course colleague. Integrated courses tend to be provided by the specialist aviation colleges, they are undertaken full time over 12 months and have fixed enrolment dates. Most integrated training colleges set pre-entry standards and whilst these may vary 5 GCSEs (including English and Maths or Physics), a professional pilot medical and the satisfactory completion of aptitude tests may be considered as typical. The integrated student will gain 135 hours of helicopter flight time during their course including 50 hours as pilot in command of a helicopter. In the classroom he or she will undertake at least 500 hours of theoretical knowledge study covering the technical aspects of helicopter flying, aviation law, communications, meteorology, human performance, navigation, operational procedures, flight performance & planning together with instruments and electronics before sitting the 9 JAA CPL(H) examinations. Once their examinations have been completed each student must, like their modular colleague, undertake a commercial pilot 'skill test' with a CAA examiner before their CPL(H) can be issued. General Whether modular or integrated, current rates for the complete CPL(H) course are in the region of £45,000, depending on the school. Whilst this includes flying and theoretical knowledge instruction, it is wise to take into account the cost of board and lodging as this is usually additional. Undertaking a CPL(H) is an immense commitment with numerous considerations and as such it certainly deserves to be thoroughly thought out. The regulations are complex and confusing for the newcomer to the aviation industry and as a result it can seem like a minefield as few courses can be readily compared. Prices vary considerably from school to school as does the content of the individual package and the support available to the student. Independent professional advice and support is available for aspiring professional helicopter pilots (see later) including crucial planning, feasibility studies and ability assessments. These should be considered an essential component of any proposed career change. Amongst the specialist knowledge available is advice upon entry requirements, medical complications, employment prospects, approved schools, safety considerations, routes to the professional licence, sponsorship and course funding. The list of BHAB member schools approved to conduct either modular or integrated commercial training is constantly changing however the list contained in Annex B was correct at the time of going to press.

3. The Airline Transport Pilot's Licence (ATPL(H))
This is the senior licence to which many professional pilots will aspire, and requires 1000 hours total flight experience of which 250 hours must be as a pilot in command. Additionally, for an ATPL(H) to be issued the candidate must possess a valid Instrument Rating (IR) and have completed at least 70 hours of instrument flight time together with 350 hours of multi crew and multi engined helicopter experience! Integrated Training A 'frozen' ATPL(H) can be directly attained as part of an integrated ATPL(H) course where the student will study at least 750 hours before undertaking the 14 JAA ATPL(H) examinations. On the flight training side the integrated ATPL(H) student will complete twin engined and Instrument Rating training prior to completing the Commercial Pilot's and Instrument Rating skills tests before graduating from their course. The licence issued upon graduation will be the CPL(H) including IR(H) with the ATPL(H) privileges frozen until such time as the necessary experience requirements are satisfied. Modular Training A modular student can elect to study for the 14 JAA ATPL(H) examinations rather than the 9 CPL(H) alternatives. To achieve this he or she must undertake at least 650 hours of Theoretical Knowledge study either in the classroom or via distance learning prior to undertaking their ATPL(H) examinations. The licence issued upon graduation will be the CPL(H) with the ATPL(H) privileges frozen until such time as an Instrument Rating (IR(H)) is obtained and the necessary experience requirements satisfied. Bridging Examinations A JAA CPL(H) may choose to upgrade their licence to a JAA ATPL(H) by undertaking a set of bridging examinations which comprises the theoretical knowledge element to the Instrument Rating together with a small number of more advanced areas of knowledge relating to their original CPL(H) studies. The status of their licence upon completion of the bridging examinations would depend upon completion of the Instrument Rating flight training course and IR(H) skill test together with being able to satisfy the necessary experience requirements. The Joint Aviation Authorities (JAA) The UK Civil Aviation Authority implemented the Joint Aviation Requirement (JAR) relating to helicopter pilot training and licensing - JAR-FCL 2 of the Joint Aviation Authorities on 1 January 2000. This significantly changed the training and licensing of those wishing to become helicopter pilots from that date. The JAA is a group representing the civil aviation authorities of some 34 member states from across the Greater European area. Full details of the member countries and their membership status can be found on the JAA website at http://www.jaa.nl/. To quote from their site: "The Joint Aviation Authorities (JAA) are an associated body of the European Civil Aviation Conference (ECAC) representing the civil aviation regulatory authorities of a number of European States who have agreed to co-operate in developing and implementing common safety regulatory standards and procedures. This co-operation is intended to provide high and consistent standards of safety and a "level playing-field" for competition in Europe. Much emphasis is also placed on harmonising the JAA regulations with those of the USA." A principal objective of the JAA is to develop and adopt Joint Aviation Requirements (JAR's) in the fields of aircraft design and manufacture, aircraft operations and maintenance, and the licensing of aviation personnel. JAR-FCL 2 is the JAR that covers the training and licensing of helicopter pilots. In theory, one of the principal advantages of JAR-FCL 2 is that a pilot holding such a licence will have that licence accepted by every JAA authority as licensing the pilot to fly in operations of all the countries within the JAA. It remains to be seen whether this will be the case in practice, and whether this will widen job opportunities for pilots or not. Although JAR-FCL 2 was introduced into the UK in January 2000, major changes to JAR-FCL 2 are still being considered by the JAA. As it is impossible to incorporate all of these changes as they take effect we strongly recommend that those contemplating becoming a helicopter pilot seek appropriate advice before embarking upon a course of training.

*JAR-FCL has, at the time of going to press, been fully implemented by some nine nations, these are: Belgium, Denmark, France, Iceland, Netherlands, Spain, Sweden, Switzerland and the UK. * Training courses for JAR licences must be carried out in flying schools that are either registered with or approved by the civil aviation authority of the country concerned. * For pilots holding JAR licences, only those holding a CPL(H) or ATPL(H) will be permitted to be remunerated for their flying. NB. Under pre- JAR-FCL 2 arrangements, helicopter pilots holding only a UK PPL(H) could be paid for various flying activities, most notably flying instruction. * The syllabus for the PPL(H) licence under JAR-FCL 2 includes a challenging cross-country navigation flight and simulated instrument flying. The minimum number of helicopter flying hours required under JAR-FCL 2 is 45. A night qualification course in addition to the standard PPL(H) is required for before privileges for night flying are included on the PPL(H). *The professional licences are still known as the CPL(H) and ATPL(H). However, the requirements for and privileges of the licences are different from the previous UK national professional pilot licences. The JAR-FCL 2 ATPL(H) licence will be required for pilots flying two crew helicopters, and must include a valid instrument rating. The JAR CPL(H) may or may not include an instrument rating, but the holder will only be entitled to fly as pilot in command in a 'single pilot' helicopter. *There are provisions for those holding existing UK national licences and ratings to be able to continue to exercise the privileges of these licences in the JAA environment. To achieve this, all licence revalidation and renewal must follow the JAR requirements.

Training in the Sun
Under JAR-FCL, training for a JAA licence may only take place outside of a JAA state where, in addition to the requirements for becoming an approved Flight Training Organisation, a school also satisfies a number of further conditions relating to the instructional staff engaged. These further requirements have not yet been fully determined by the JAA and despite the limited approvals conducted by the UK CAA they may yet change and risk becoming impractical for overseas schools. A further complication has recently arisen in that other JAA member states are unwilling to accept a JAA licence which has been issued in respect of a JAA course conducted outside of the JAA. Clearly, this uncertainty is far from ideal for those contemplating JAA training in the sun and some might wish to wait for the negotiations to be fully concluded before committing large sums of money to such courses. For those who elect to undertake a foreign licence and then return to the UK to convert it to a JAR-FCL licence a further problem exists. At this moment in time negotiations on the conversion of overseas licences are not fully concluded and so no workable processes for doing so exist. Holders of a foreign professional licence will also be required to pass all of the relevant JAA examinations before a JAA licence can be issued. Prospective professional helicopter pilots should be warned that it is a JAA requirement that any JAA licence issued on the basis of a conversion from a non JAA standard must be so endorsed and it may not be accepted by other JAA states. Training overseas can work out to be much more expensive in the long run, especially if additional flying is required upon your return to seek work in the UK. Check your chosen schoolÕs financial requirements and seek advice before paying any money "up front". Training schools have been known to cease trading and those who committed funds were unable to recover their money.

Employment Prospects
The supply and demand curve for qualified and experienced helicopter pilots can fluctuate from year to year. During a period of recession in the early 1990s there was a surplus. Confidence then returned and employment prospects improved in most fields until a significant reduction of offshore activity in 1999 caused further rationalisation in the industry. At the present moment the supply of helicopter pilots, especially in the field of offshore support operations, is dwindling as senior pilots are reaching retirement age and others are attracted to move to fixed-wing airline operations. Latest predictions indicate that this situation will continue to worsen for some time. Offshore oil exploration work is also on the increase as is the programme to decommission and remove North Sea platforms that have exhausted their oil reserves. As a result the major operators are keen to recruit commercially qualified pilots to address their shortfall. Vacancies onshore can also be expected to arise as Commercial helicopter pilots seek pastures new in the offshore environment. In addition whilst ex-military pilots enjoy an advantage in certain specialist roles such as in the police aviation field, the number leaving the armed forces is decreasing and is not sufficient to fill current vacancies. Accordingly, employment prospects for those contemplating a career change to that of professional helicopter pilot look especially favorable.

Sponsorship
Sponsorship is from time to time available though it is not easy to obtain with competition for any vacancies intense. Such companies typically require a current flying qualification, a JAA Class 1 medical, education up to 'A' level standard and candidates of an age between 18 and the 27.

The Armed Forces
The cheapest way to learn to fly helicopters is still through the forces (British Army, Royal Navy and Royal Air Force). Your commitment is asked for in other ways of course, the age limits are similar to civil sponsorship as well but after 8 years service you should be in a reasonable position to complete your JAA CPL(H) or ATPL(H) studies, and -assuming there are suitable jobs around you may be ideally qualified for some of the more demanding roles out of reach to the newly qualified CPL(H).

Summary
Professional helicopter training is an immense commitment with numerous considerations requiring careful thought. Planning out your intentions are important, seeking advice is equally sensible and should be regarded as an essential component of any proposed career change. Be very careful about committing yourself to overseas training, and make sure that you fully understand what will be required if your eventual goal is a JAR-FCL licence. Employment prospects are favorable especially in the offshore sector and limited sponsorship may become available. Keep yourself informed as much as possible and read the trade press.

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