One problem with helicoptering is that there are virtually no flying clubs, at least of the sort that exist for fixed wing, so pilots get very little chance to swap stories, unless they meet in a muddy field somewhere, waiting for their passengers. As a result, the same mistakes are being made and the same lessons learnt separately instead of being shared - it's comforting sometimes to know that you're not the only one to inflate the floats by accident! Even when you do get into a school, there are still a couple of things they don't teach you, namely that aviation runs on paperwork, and how to get a job, including interview techniques, etc - flying the aircraft is actually less than a third of the job.

Another problem is that nobody really tells you anything, either about the job you have to do (from the customer) or how to do it (the company) - you will always be up against the other guy who managed to do it last week! Sure, there will be training, but, even in the best companies, this will be relatively minimal.

This book is intended to be a quick reference for people involved in European Aviation, from pilots to Ops staff, to save you either carrying around a lot of large files, or a CD, which requires a laptop. We've left out as many boring bits as possible, such as preambles, etc, together with a lot of duplication, and incorporated all the AMCs etc (Part 2) into Part 1, both times.

The idea behind this book is not only to get you through your exams, but to be a source of reference afterwards, maybe as a quick refresher for proficiency checks, or simply to dip into now and then. In other words, it's not a book geared specifically towards particular questions, although there are enough subtle hints here and there (about as subtle as a sledgehammer!) - aside from interest, much of the subject matter has been added because you need to know it as a professional, which is important for the flight test, where the examiner will treat you as a company pilot, so you will want to give the best impression possible. As a result, there's a lot you don't get taught in flying school, including going for a job!

It is especially useful for people with foreign licences who need to get their Canadian ones in a hurry.

The confusing legalese of the Federal Aviation Regulations has been translated into every-day English, making them far more understandable than the government originals

Does it work? Judge for yourself: where FAA used 119 pages for FAR Part 91 in the FAR/AIM 2005, Croucher gets it all into 55 pages. Overall, it works very well. I have utilized FARs in Plain English in community college ground school classes, as well as with individual students, with much success. This book benefits those of us who fly and teach by simply saying it simply."

For aeroplane and helicopter pilots! The material is based on the author's Single Pilot CRM courses, with lots more thrown in.

"I have nothing but praise. It really is a timely piece of work. I’ve been through the United Airlines CRM program, and a couple of corporate programs. None of them are geared towards the single pilot environment, and I’ve always been suspicious that the single pilot environment is a lot bigger than the multi-pilot environment. I really like the phrase ‘Company Resource Management’ that you suggest. It’s a whole lot more appropriate for what we do in the helicopter world."
Mike Fergione

"I read the CRM single pilot in the last couple of days. Quite Good...especially the Physiological part is very good, even for basic health. I must say this, that anyone planning to be a pilot should read the CRM first, before even taking lessons, as well as the Operational Flying handbook. I have interviewed a lot of flight schools, and many I would not attend. I wanted to get the full understanding of what it is all about before I started taking any lessons, and some basic knowledge so I could help choose a school."
Dean Phillips

Based on the author's soon-to-be-approved JAA ATPL(H)(V) course, this book provides all the material required for the JAA exams, including the PPL(H), CPL(H) and ATPL(H), plus a few extras, like the Instrument Rating. The book has been specially designed for the needs of professional or military pilots seeking to gain an alternative licence, but newcomers to the industry can use it, too, since it assumes no previous knowledge.

Just as important as the exams is the interview panel, and this is the book for those who want to deal with both - its purpose is to help you become a professional, for which the exams are but a step on the way - doing the bare minimum to pass them makes you ill-prepared to be a pilot, which is not fair to future passengers and painfully obvious to employers (and interviewers) who certainly expect you to have more than a basic knowledge.

It is a reference book that follows the ATPL syllabus, so you can use it before, during and after your exams, for the whole of your career! Because it provides an overview of the whole study syllabus, and the usual study materials are not easy to read on the bus or the train, the book is suitable for many types of reader:

• Those who want to see what they are letting themselves in for.
• Those who want to do some pre-study before starting a flying course.
• Those who cannot understand the materials on the course they are already on.
• Those who want a reminder of the trouble they went through!

People trying to keep current while waiting for a job or an interview to turn up will also find it useful. In fact, there's a lot in its pages you don't get taught in flying school, and a lot you should be taught, were it not for time constraints - many professional tips and tricks have been included to help make your transition to being a working pilot as easy as possible. Much of the contents are based on common questions asked during recurrent training, and known exam questions, and include the usual subjects, that is, radio, weather, law, flight planning, etc., plus Going For a Job (with lots of interview questions!).

Note that, with the JAR system, you must be recommended by an approved Flying Training Organisation before you can take the exams. However, ATPL (H) holders with at least 1000 hours (PIC or copilot) on multi-pilot helicopters type rated for the (multi-pilot) machine to be used for the skill test, with at least 500 hours on type, are exempt from the TRTO course or any training for the theoretical exams, and the skill test (no, you are not exempt the skill test, just any knowledge requirements for it!) With less than 500 hours on type, you are exempt from the theoretical exam training, but will still have to do a type rating course, which may be reduced anyway because of previous experience. This means that you can just book the exams, read this book and take them, with no sign-off from a training school - there is a slot on the application form for exemptions claimed.