Question about multi engine hours

[careerpilot?]

A question for those involved in the hiring process.

I'm a helo pilot working on the transition to fixed wing (chasing lifestyle mostly). I have over 2000hrs in multi engine turbine helicopters (Military ops, mostly PIC), but only a bit more than the bare fixed wing hours. I'm trying to judge at what level I should target my job search when the time comes.

I see a lot of job postings around the level where I think I could consider applying that indicate minimum multi engine hours, typically 500-1000. Same kind of thing with PIC.

When a fixed wing operator is looking for a minimum number of multi hours, what is the intent behind the minimum? Is it about aircraft complexity and the type of ops done with multi, or are they specifically looking for experience in engine out / V1 cut type situations? The reason I ask is in terms of aircraft and systems complexity and mission set, my helo experience is probably on par with something like a King Air 200, but naturally a V1 cut isn't the same for us (we do have to consider OEI climb gradients on IFR departures and the like, the only real difference is the V1 cut scenario, which is obviously a significant consideration).

Am I going to be considered for jobs with these minimum ME hours, or are they specifically targeting fixed wing multi engine hours? Generally the same kind of question when it comes to PIC, though I think there's more likelihood the PIC time is going to be considered valuable.

Thoughts from those in the know?

[digits_]

Medevac contracts (used to?) have minimum multi pic hour requirements for captains.

But governments also love military experience, so shouldn't be a hard case to make to count multi pic on helicopters.

[careerpilot?]

Medevac contracts (used to?) have minimum multi pic hour requirements for captains.

But governments also love military experience, so shouldn't be a hard case to make to count multi pic on helicopters.

Thanks for the response. I'm not even necessarily looking for a Captain position; I wouldn't presume to think I could jump straight into a King Air as a Captain. I'd want to start as an FO first to learn the ropes a bit, though I'd probably hope for a fairly expedited upgrade not too far down the road.

[CL-Skadoo!]

2000 hours in multi turbine helicopters is pretty impressive. Nothing in the rotary world appeals to you?

[careerpilot?]

2000 hours in multi turbine helicopters is pretty impressive. Nothing in the rotary world appeals to you?

Thanks - not really. I could get a great paying job but after 25yrs in the military the idea of spending months in logging camps up north doesn’t appeal. Actually my experience translates best to MEDEVAC ops (lots of IFR and NVG), but those are also generally based in some less than awesome spots. 2 weeks on / 2 weeks off in Grande Prairie or high level doesn’t really appeal. And NVG flying has destroyed my neck. Not sure how much longer I can physically do it.

I’m keeping it open as an option, but it’s not my first choice. I’m still young enough to make the change if I act in the next year or two.

[‘Bob’]

There’s more to multi engine fixed wing flying than system complexity and V1 cuts.

There’s things like drift down, diversions, range and endurance considerations, etc. The emergency has just started if you lose an engine in flight and you need to make landfall maybe hours later.

Most multi engine time isn’t qualified so the bare minimum of flying single pilot in a piston twin counts just the same.

That’s usually enough for a right seat and I’d agree that your helicopter experience would be relevant as a demonstrable example of good hands and feet, good close-in decision making, and a teachable candidate more than someone who flew, say, a 337 for Mag Aero for a season.

But for left seat there’s a lot of things lacking like CRM and two crew (unless you operated helicopters like that), high altitude/pressurization/oxygen/etc, the higher speeds of turbine twins (2-3 times as fast), high density airports and airspace, and operations in hard IFR including icing and de-ice PDM and procedures.

But this would be like a year in the right seat kind of thing to get Jo to speed.

So to answer your question.. look for right seat turboprop/jet with an eye on quick upgrade. Lots of options out there.

[7ECA]

Actually my experience translates best to MEDEVAC ops (lots of IFR and NVG), but those are also generally based in some less than awesome spots.

I’m keeping it open as an option, but it’s not my first choice. I’m still young enough to make the change if I act in the next year or two.

How about a company like Helijet or Ascent out in BC? They both run Medevac for BCEHS, although there's some debate as to how much longer Ascent will be in the game...

You could also look into the fixed wing side with a company like Carson Air, again on the Medevac ops, as you have a good chunk of multi-time.

[careerpilot?]

There’s more to multi engine fixed wing flying than system complexity and V1 cuts.

There’s things like drift down, diversions, range and endurance considerations, etc. The emergency has just started if you lose an engine in flight and you need to make landfall maybe hours later.

Most multi engine time isn’t qualified so the bare minimum of flying single pilot in a piston twin counts just the same.

That’s usually enough for a right seat and I’d agree that your helicopter experience would be relevant as a demonstrable example of good hands and feet, good close-in decision making, and a teachable candidate more than someone who flew, say, a 337 for Mag Aero for a season.

But for left seat there’s a lot of things lacking like CRM and two crew (unless you operated helicopters like that), high altitude/pressurization/oxygen/etc, the higher speeds of turbine twins (2-3 times as fast), high density airports and airspace, and operations in hard IFR including icing and de-ice PDM and procedures.

But this would be like a year in the right seat kind of thing to get Jo to speed.

So to answer your question.. look for right seat turboprop/jet with an eye on quick upgrade. Lots of options out there.

Thanks. We operate exclusively multicrew, but the altitude and speed considerations are definitely there - though we aren’t significantly slower than smaller piston twins, there’s lots to learn about pressurization and descent planning. I’ve dealt with plenty of icing, but it’s usually trying to get out of it as we don’t have FIKI on my platform.

Appreciate the input!

[TeePeeCreeper]

I’ve dealt with plenty of icing, but it’s usually trying to get out of it as we don’t have FIKI on my platform.

Appreciate the input!

I bet you have and with that kind of mindset, I’ve no doubt that you’ll find a fixed wing gig pretty soon if that’s what you really want.

All the best,

TPC

[Me262]

2000 hours in multi turbine helicopters is pretty impressive. Nothing in the rotary world appeals to you?

Thanks - not really. I could get a great paying job but after 25yrs in the military the idea of spending months in logging camps up north doesn’t appeal. Actually my experience translates best to MEDEVAC ops (lots of IFR and NVG), but those are also generally based in some less than awesome spots. 2 weeks on / 2 weeks off in Grande Prairie or high level doesn’t really appeal. And NVG flying has destroyed my neck. Not sure how much longer I can physically do it.

I’m keeping it open as an option, but it’s not my first choice. I’m still young enough to make the change if I act in the next year or two.

RCMP, Helijet is your best best out of the island and lower mainalnd and I don't think you'd have much problems getting it. Unless you want the airline lifestyle, that's what I'd do.

[goldeneagle]

I see a lot of job postings around the level where I think I could consider applying that indicate minimum multi engine hours, typically 500-1000. Same kind of thing with PIC.

When a fixed wing operator is looking for a minimum number of multi hours, what is the intent behind the minimum?

For most 703/4 operators, the intent behind the minimum is simply to tick off a box for the insurance company.

For the larger operations, it's simply there to keep the flood of applications down to a dull roar by excluding freshly minted cpl types from the pile.

[careerpilot?]

Thanks for the info everyone.

I guess there's no harm in applying, and if given the opportunity to interview, I'll emphasize the similarities over the differences and be sure to remain open to those knowledge gaps that I know will need to be learned.