Helicopter or Fixed Wing?
11-02-2016, 01:32 PM
#1
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Helicopter or Fixed Wing?
I am 16 years old, and I want to begin flight training. I originally wanted to be a fixed wing pilot, as they make significantly more money than helicopter pilots, at least at the airline level. However, I was only able to get the special issuance medical from the FAA. I have read that the major airlines only hire people with "unrestricted" medicals. If this is true, then I may never reach airline-level salaries anyway. In this case, the salary advantage of fixed wing may not apply to me, which is why I'm now considering rotor-craft training.
It is hard for me to say which one I prefer, as I have only been in one helicopter. I am more familiar with airplanes, and the training is a lot cheaper. However, because the training is more expensive, there are fewer helicopter pilots. This means it is probably easier to find a job, especially considering I have medical conditions. Helicopter airlines might be more lenient.
If it weren't for the medical conditions, I would just go for fixed-wing. I can't be sure that major airlines would hire me with this special issuance. It would be nice to have a definitive answer to this, as it's a tad risky to spend thousands on flight training to no avail. Even if they would hire me, it's probably a good idea to try and get the unrestricted medical. I'm not sure if I can, however. So, what should I do?
It is hard for me to say which one I prefer, as I have only been in one helicopter. I am more familiar with airplanes, and the training is a lot cheaper. However, because the training is more expensive, there are fewer helicopter pilots. This means it is probably easier to find a job, especially considering I have medical conditions. Helicopter airlines might be more lenient.
If it weren't for the medical conditions, I would just go for fixed-wing. I can't be sure that major airlines would hire me with this special issuance. It would be nice to have a definitive answer to this, as it's a tad risky to spend thousands on flight training to no avail. Even if they would hire me, it's probably a good idea to try and get the unrestricted medical. I'm not sure if I can, however. So, what should I do?
11-02-2016, 02:15 PM
#2
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There is a surplus of helicopter pilots right now in the industry and there are a ton of highly qualified military helicopter pilots in the airlines right now because the civilian side is so overstaffed. If you can get a first class medical you'll be fine for the airlines.
11-02-2016, 03:42 PM
#3
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Originally Posted by my6FOh
There is a surplus of helicopter pilots right now in the industry and there are a ton of highly qualified military helicopter pilots in the airlines right now because the civilian side is so overstaffed. If you can get a first class medical you'll be fine for the airlines.
The kid also has a good 10-15yrs before he becomes competitive for any high level flying jobs and a ton will change between now and then. For all we know, with so many helo pilots going to the airlines there will be a shortage of helo pilots by the time he has much experience.
My .02 is do what you WANT to do. At least then if you don't make a ton of $$ doing it you will still be happy. Goes for any career field really
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11-02-2016, 10:54 PM
#4
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I started off as a civilian Helicopter only pilot 20+ years ago.
Then I flew Helicopters for the Navy. Managed to wrangle a fixed wing transition later on.
As has been stated, the Helo job market is saturated, even with most of the Vietnam guys retiring or retired.
My 3000+ helicopter hours aren't enough to be competitive for the good jobs, but also don't count at all for 90% of the fixed wing jobs. As in they plain don't count the hours. They don't exist. Some of us even suspect that they count negatively.
Plus helo training is stupid expensive vs fixed wing, and there are far less entry level jobs due to insurance requirements.
I'd go fixed wing solely from a "I would like to feed my family at some point" basis.
Then I flew Helicopters for the Navy. Managed to wrangle a fixed wing transition later on.
As has been stated, the Helo job market is saturated, even with most of the Vietnam guys retiring or retired.
My 3000+ helicopter hours aren't enough to be competitive for the good jobs, but also don't count at all for 90% of the fixed wing jobs. As in they plain don't count the hours. They don't exist. Some of us even suspect that they count negatively.
Plus helo training is stupid expensive vs fixed wing, and there are far less entry level jobs due to insurance requirements.
I'd go fixed wing solely from a "I would like to feed my family at some point" basis.
11-03-2016, 04:18 PM
#5
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Originally Posted by my6FOh
There is a surplus of helicopter pilots right now in the industry and there are a ton of highly qualified military helicopter pilots in the airlines right now because the civilian side is so overstaffed. If you can get a first class medical you'll be fine for the airlines.
11-03-2016, 04:27 PM
#6
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Originally Posted by E2CMaster
I started off as a civilian Helicopter only pilot 20+ years ago.
Then I flew Helicopters for the Navy. Managed to wrangle a fixed wing transition later on.
As has been stated, the Helo job market is saturated, even with most of the Vietnam guys retiring or retired.
My 3000+ helicopter hours aren't enough to be competitive for the good jobs, but also don't count at all for 90% of the fixed wing jobs. As in they plain don't count the hours. They don't exist. Some of us even suspect that they count negatively.
Plus helo training is stupid expensive vs fixed wing, and there are far less entry level jobs due to insurance requirements.
I'd go fixed wing solely from a "I would like to feed my family at some point" basis.
Then I flew Helicopters for the Navy. Managed to wrangle a fixed wing transition later on.
As has been stated, the Helo job market is saturated, even with most of the Vietnam guys retiring or retired.
My 3000+ helicopter hours aren't enough to be competitive for the good jobs, but also don't count at all for 90% of the fixed wing jobs. As in they plain don't count the hours. They don't exist. Some of us even suspect that they count negatively.
Plus helo training is stupid expensive vs fixed wing, and there are far less entry level jobs due to insurance requirements.
I'd go fixed wing solely from a "I would like to feed my family at some point" basis.
11-04-2016, 07:47 AM
#7
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There are a lot more dynamic components that wear out on a helicopter for starters.
Then the insurance factors in, as does the fuel burn. A R22 doing a normal training profile is going to burn a good bit more gas than a 182..
Then factor in most of the FW training can be done in a 152, at least through Private/Instrument and most of commercial. Which will be probably closer to 100/hr wet.
In most helicopters, you have a lot of life limited components. In the case of an R-22, that is limited to 12 year or 2200 hours, whatever happens first, which costs about $120-140k. So you have upwards of $60 an hour just in life limited component costs.
Plus the engine.
Vs a 182, which basically only has the engine rebuild, which is about $30k. Not a lot of life limited components on a fixed gear Cessna.
Then the insurance factors in, as does the fuel burn. A R22 doing a normal training profile is going to burn a good bit more gas than a 182..
Then factor in most of the FW training can be done in a 152, at least through Private/Instrument and most of commercial. Which will be probably closer to 100/hr wet.
In most helicopters, you have a lot of life limited components. In the case of an R-22, that is limited to 12 year or 2200 hours, whatever happens first, which costs about $120-140k. So you have upwards of $60 an hour just in life limited component costs.
Plus the engine.
Vs a 182, which basically only has the engine rebuild, which is about $30k. Not a lot of life limited components on a fixed gear Cessna.
11-04-2016, 08:09 AM
#8
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What's the restriction on the medical?
The good news is that the trend is for many majors to simply accept a valid FAA medical, although a SI might be problematic at some. Most or all US airlines at this point will, worst case, give you an in-house medical to verify that you meet the FAA 1C standards. So things are trending in your favor.
But it probably depends on what the condition is and how stable it is.
Generally I would only recommend RW flying for someone who is absolutely passionate about doing it. To costly and difficult to break into.
The good news is that the trend is for many majors to simply accept a valid FAA medical, although a SI might be problematic at some. Most or all US airlines at this point will, worst case, give you an in-house medical to verify that you meet the FAA 1C standards. So things are trending in your favor.
But it probably depends on what the condition is and how stable it is.
Generally I would only recommend RW flying for someone who is absolutely passionate about doing it. To costly and difficult to break into.
11-05-2016, 02:12 PM
#9
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Originally Posted by rickair7777
What's the restriction on the medical?
The good news is that the trend is for many majors to simply accept a valid FAA medical, although a SI might be problematic at some. Most or all US airlines at this point will, worst case, give you an in-house medical to verify that you meet the FAA 1C standards. So things are trending in your favor.
But it probably depends on what the condition is and how stable it is.
Generally I would only recommend RW flying for someone who is absolutely passionate about doing it. To costly and difficult to break into.
The good news is that the trend is for many majors to simply accept a valid FAA medical, although a SI might be problematic at some. Most or all US airlines at this point will, worst case, give you an in-house medical to verify that you meet the FAA 1C standards. So things are trending in your favor.
But it probably depends on what the condition is and how stable it is.
Generally I would only recommend RW flying for someone who is absolutely passionate about doing it. To costly and difficult to break into.
I have two medical conditions, one of them is a chronic condition, the other one I may be able to get the diagnosis removed for. I have had the chronic condition for six years, and as long as I take the medication, I am able to live a normal lifestyle.
11-05-2016, 04:30 PM
#10
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Joined APC: Jun 2012
Posts: 6,008
You've posted this on a number of sites, and the answer won't change.
You have a condition subject to loss of consciousness, and your diagnosis stems from psychiatric conditions.
Get the medical issue resolved, particularly insofar as obtaining a higher level of certification than 3rd class, before you invest much in flight training if your intent is to fly for a living.
You also received a letter from the FAA stating that you are medically disqualified, and that you may be eligible for a conditional third class, according to your posts on this same subject on other sites.
You need to work with a aviation medical examiner who specializes in waivers and problem medicals. You've repeatedly maintained elsewhere that you know about the process and requirements, based on your having read about the vision requirements. There's more to the picture, though you've insisted that you know all that needs to be known.
Flight training is expensive. It's a big investment. In fact, the hardest part of learning to fly is paying for it. Protect your investment by seeking competent, professional medical input from those who deal with guiding individuals with medical conditions through the process. You're best not attempting to interpret it on your own.
You have a condition subject to loss of consciousness, and your diagnosis stems from psychiatric conditions.
Get the medical issue resolved, particularly insofar as obtaining a higher level of certification than 3rd class, before you invest much in flight training if your intent is to fly for a living.
You also received a letter from the FAA stating that you are medically disqualified, and that you may be eligible for a conditional third class, according to your posts on this same subject on other sites.
You need to work with a aviation medical examiner who specializes in waivers and problem medicals. You've repeatedly maintained elsewhere that you know about the process and requirements, based on your having read about the vision requirements. There's more to the picture, though you've insisted that you know all that needs to be known.
Flight training is expensive. It's a big investment. In fact, the hardest part of learning to fly is paying for it. Protect your investment by seeking competent, professional medical input from those who deal with guiding individuals with medical conditions through the process. You're best not attempting to interpret it on your own.
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