A rotary-wing pilot who already holds a Private Pilot License (Helicopter) can progress through a series of steps to earn higher certifications under Lao PDR’s Department of Civil Aviation (DCA) regulations. Lao DCA follows ICAO Annex 1 standards, meaning the requirements mirror those of other ICAO-compliant states.
Below is a structured guide covering the journey from Commercial Pilot Licence (Helicopter) to Airline Transport Pilot Licence (Helicopter), including type ratings for Mil Mi-8/Mi17/Mi-17/Mi171/Mi-172 helicopters, license validity, and recurrent training.
- Obtaining a Commercial Pilot Licence – Helicopter (CPL-H)
To move from a PPL(H) to a CPL(H) in Laos (and similar ICAO states), a pilot must meet specific flight experience, training, and examination requirements. The CPL(H) allows a pilot to fly helicopters for compensation or hire. Key steps and requirements include:
- Minimum Flight Hours:
Accumulate at least 150 hours of helicopter flight time (this may be reduced to 100 hours if completed via an approved training course). This total must include:
- Pilot-in-Command (PIC):
35 hours as PIC of a helicopter.
- Cross-Country:
10 hours of cross-country flying as PIC (including a flight with landings at two different destinations).
- Instrument Training:
10 hours of instrument instruction (up to 5 hours can be in a simulator or “hood” instrument ground trainer). This builds basic instrument flying skills, though a full Instrument Rating is a separate add-on.
- Night Flying:
5 hours of night flight (if night privileges are sought) including at least 5 take-offs and landings as PIC. (Without this, the CPL may be restricted to daylight operations.)
- Ground School & Theoretical Exams:
Enroll in a ground school course covering all required subjects for the CPL(H). Under ICAO standards, the syllabus includes Air Law, Navigation, Meteorology, Human Factors, Aircraft General Knowledge, Principles of Flight (helicopter aerodynamics), Flight Operations, and others.
In Lao PDR’s DCA (and similar authorities), candidates must pass written exams in these subjects to demonstrate the required knowledge level for commercial helicopter operations.
- Flight Training:
Undergo professional flight instruction to refine advanced helicopter flying skills. Training will cover complex maneuvers and emergency procedures appropriate to commercial operations, such as advanced autorotations, out-of-ground-effect hover, high-altitude operations, and handling of simulated equipment failures.
It also includes dual instruction in navigation, radio communication, and controlled airspace procedures. The training builds competence in handling a helicopter under various scenarios to the standard required for the CPL flight test.
- Practical Skill Test:
Upon meeting the hour requirements and completing training, pass a CPL(H) skill test (checkride) with a DCA-authorized examiner. During this flight test, the applicant must perform as PIC, demonstrating normal and emergency maneuvers, navigation, and landing procedures. Successful completion of the checkride leads to issuance of the Commercial Pilot Licence (Helicopter).
Mi-8/Mi-17/Mi-172 Type Rating:
Earning a CPL(H) is a prerequisite to fly as a commercial pilot, but to operate specific helicopter types like the Mi-8/17 series, a type rating on that aircraft is required. These Soviet/Russian-designed, multi-engine transport helicopters are complex and typically operated by two pilots, so specialized training is mandatory:
Type Rating Training:
After obtaining the CPL(H), the pilot must complete an approved type rating course for the Mi-8/Mi-17/Mi171/Mi-172. This course includes extensive systems ground school, simulator sessions (if a flight simulator training device is available for the type), and flight training in the actual helicopter.
Topics cover the Mi-8/17’s avionics, engines and transmission systems, weight and balance, normal and emergency procedures, and crew coordination. A minimum number of flight hours on type (often around 5–10 hours or more, depending on the authority’s syllabus) will be flown under instructor supervision. After training, the pilot undergoes a type rating skill test on the Mi-8/17 with an examiner to verify proficiency on that helicopter. Once passed, the Mi-8/17 (or Mi-172) type rating is endorsed on the licence.
- Multi-Crew Coordination:
Since the Mi-8/17 series typically requires two pilots (and often a flight engineer) for civilian operations, pilots may also need multi-crew cooperation (MCC) training. Some jurisdictions integrate an MCC course to ensure the new co-pilot can effectively coordinate with a captain in a multi-pilot cockpit environment. This training focuses on crew resource management, communication, and division of duties.
- Instrument Rating (IR) Consideration:
While not strictly required for a basic CPL, obtaining an Instrument Rating for Helicopters (IR(H)) is highly recommended, especially for Mi-series pilots. An IR is often needed to fly in low visibility or under IFR rules, which is common in commercial transport missions.
For example, job postings for Mi-17 pilots in international operations explicitly require a CPL(H) with Instrument Rating on the Mi-8/17 typeukrcopter.com. Earning an IR(H) involves additional instrument flight training (usually ~40 hours, including simulator time) and an instrument flight test. This can be pursued concurrently with or after the CPL, and many training programs incorporate it before advancing to higher licences.
Summary of CPL-H Stage:
In essence, the pilot must build sufficient flight experience, complete required coursework and exams, and demonstrate flying skill to obtain the CPL(H). Thereafter, specialized type training is undertaken to fly the Mi-8/17/172. By the end of this stage, the pilot is qualified to serve as a commercial helicopter pilot (typically as a second-in-command/co-pilot on multi-pilot helicopters or as PIC on smaller single-pilot operations).
2. Licence Validity and Renewal (CPL-H and ATPL-H)
Once the CPL(H) is issued (and later an ATPL(H)), the pilot must maintain the license and ratings via medical fitness and recency of experience. ICAO-compliant jurisdictions, including Lao PDR, impose the following conditions for licence validity and renewal:
- Medical Certificate (Class 1):
A Class 1 Medical Certificate is required for exercising CPL or ATPL privileges. In accordance with ICAO standards, a Class 1 medical is valid for 12 months for pilots under age 40. After age 40, if flying commercial air transport single-pilot operations carrying passengers, the validity is reduced to 6 months (after age 60, all commercial pilots have a 6-month medical validity).
Pilots must undergo periodic medical examinations by an approved aviation medical examiner to renew this certificate. The medical ensures the pilot meets health standards (vision, hearing, cardiovascular, etc.) necessary for safe flight.
- Language Proficiency:
As part of license maintenance, pilots in Lao PDR must also hold an ICAO English Language Proficiency endorsement (Level 4 or higher) if they operate in international airspace or use English radio communication. This endorsement is valid for a set period (e.g. 4 years for Level 4) before requiring renewal via a language assessment.
- Flight Recency (Currency):
To carry passengers or serve as an active flight crew, pilots must meet ICAO recent experience requirements. The core recency rule is at least 3 take-offs and landings in the last 90 days on the same class/type of helicopter. This is typically fulfilled during normal flying; however, if a pilot has a lull in flying, they can regain currency with a quick refresher flight or supervised landings.
For instrument-rated pilots, additional recency requirements apply (such as logging instrument approaches or an instrument proficiency check every 6 months) to exercise IFR privileges. Many commercial operators enforce stricter currency, for example requiring pilots to fly every month or do simulator sessions, to ensure proficiency.
- Licence Validity:
The pilot licence itself (the document) generally does not expire as long as it’s kept current; however, the ratings on the licence do expire if not renewed. In Lao PDR and other ICAO states:
- Type Rating Validity:
Each specific helicopter type rating (e.g., Mi-17 type) is typically valid for 12 months from the date of the checkride or last renewal. To continue flying that type after 12 months, the pilot must revalidate the rating by passing a proficiency check.
- Instrument Rating Validity:
An instrument rating usually expires after 12 months as well, unless a combined proficiency check (including instrument procedures) is conducted to renew it.
- Revalidation (Renewal) Process:
Within the final months before a rating expires, the pilot should complete a proficiency check with an examiner (often done in a simulator or the aircraft). For example, to renew a helicopter type rating, the pilot would perform maneuvers, emergency procedures, and instrument approaches (if IFR) under exam conditions. Completing this check extends the type rating for another year. - Some jurisdictions also require a minimal amount of recent flight time on that type (e.g., 2 hours within the last year) as a prerequisite for renewal, although such flight time can often be completed during training or the check itself.
- Lao DCA Specifics:
The Lao DCA, being ICAO-compliant, adheres to these norms. A pilot with a Lao CPL(H) must maintain a valid Class 1 medical and ensure their type ratings (and instrument rating, if held) are kept current via regular proficiency checks.
The DCA may issue license booklets or ID cards that need periodic renewal (for administrative tracking), but the primary concern is that the pilot’s medical and flying currency are up to date. Typically, the DCA will require documentation of any proficiency checks or refresher training when renewing or updating the licence.
In summary, licence validity for CPL-H/ATPL-H hinges on medical fitness and currency. Staying in good health and flying (or simulating) regularly are crucial. Lapses in either will trigger the need for re-testing or re-examination before the pilot can lawfully operate again.
3. Progression to Air Transport Pilot Licence Helicopter (ATPL-H)
The Airline Transport Pilot Licence (Helicopter) is the highest level of helicopter pilot certification. An ATPL(H) is required to act as a Pilot-in-Command (Captain) in multi-crew commercial operations (such as a captain of an Mi-17 on transport missions or any scheduled airline-like helicopter service). To progress from CPL(H) to ATPL(H), the pilot must meet elevated experience thresholds and complete advanced training/exams:
- Minimum Age:
21 years old (per ICAO Annex 1) by the time of ATPL issuance.
- Total Flight Experience:
Accumulate at least 1,000 hours of flight time as a helicopter pilot. (Note: Some states require 1,500 hours if instrument privileges are not held, but ICAO standard with instrument rating is 1,000 hours.) These 1,000 hours must include specific breakdowns for breadth of experience.
- Multi-Pilot Time:
350 hours in multi-pilot (two-crew) helicopter operations. (Time spent as co-pilot on aircraft like the Mi-8/17 counts here, since those are typically two-crew aircraft.)
- Pilot in Command:
250 hours as Pilot-in-Command (or alternatively, at least 100 hours as PIC plus 150 hours as PIC under supervision – PICUS – under a training captain). This ensures substantial leadership experience. If all PIC time is acquired in multi-crew helicopters as “acting PIC under supervision,” the ATPL(H) will be issued with a restriction to multi-crew operations only until the pilot logs 100 solo PIC hours.
- Cross-Country:
200 hours of cross-country (navigation) flight, of which at least 100 hours must be as PIC (or PICUS). This demonstrates the pilot’s long-range navigation proficiency.
- Night Flying:
100 hours at night as either PIC or co-pilot. Night operations add complexity, so significant night experience is mandated.
- Instrument Flight:
30 hours of instrument time (max 10 can be simulator ground time). By the ATPL stage, the pilot is expected to be instrument-capable; indeed, an Instrument Rating is effectively required for ATPL since the checkride is conducted under IFR. (Most ATPL(H) programs integrate a full instrument rating if the pilot doesn’t already hold one.)
- Theoretical Knowledge Training:
Complete an ATPL(H) ground school course. The ATPL knowledge syllabus is extensive, effectively at an airline transport level. It includes advanced aviation law, aircraft performance (with a focus on weight, balance, and performance charts for large helicopters), advanced navigation (including GPS and sophisticated flight management systems), aerodynamics (including high-speed effects relevant to helicopters), turbine engine and complex systems knowledge, crew resource management, and flight planning for commercial air transport.
Typically, there are 14 ATPL theoretical exams (in EASA system; ICAO states may group them differently, but all key subjects are covered). The pilot must pass all these written exams, demonstrating an airline-transport level understanding.
- Advanced Flight Training:
Many pilots obtain the necessary flight hours on the job (e.g., working as a CPL(H) co-pilot on Mi-17 missions) and then enroll in an ATPL(H) training program. In addition to hour-building, some specific training elements might include:
- Multi-Crew Cooperation (MCC):
If not already done, an ATPL candidate must have received MCC training. This is often required before the ATPL skill test, ensuring the pilot can function as a captain, managing a crew. (Some ICAO jurisdictions require a separate MCC course unless the pilot has sufficient multi-crew experience or has come through a multi-crew integrated course.
- Command Upgrade Training:
Some countries (and operators) require a “Command Course” when transitioning a high-time co-pilot to captain. For instance, preparation per ICAO Annex 6 may involve simulator LOFT (Line Oriented Flight Training) scenarios to cultivate decision-making as a PIC.
- Polishing Instrument Skills:
Since the ATPL skill test will involve instrument flight (often an approach to minima, holding, etc.), refresher instrument training in a simulator is common if the pilot’s recent IFR hours are low.
- ATPL Skill Test:
After meeting the experience and knowledge requirements, the pilot takes an ATPL(H) skill test with an examiner (often in a multi-engine helicopter or a Full-Flight Simulator for it). The test is conducted under IFR and multi-crew conditions, as required for ATPL standards.
For example, the candidate might fly a profile such as an IFR departure, en-route navigation, handling of an in-flight emergency (engine failure or system malfunction) with crew coordination, an instrument approach to a decision height, and some visual maneuvering (circling or auto-rotation demo). The pilot must show a high level of proficiency, appropriate for command of a transport helicopter, and mastery of crew coordination and aircraft systems.
Upon success, the pilot is issued an ATPL-H. This licence grants the highest level of helicopter privileges. In practical terms, with an ATPL(H) and a type rating on the Mi-8/17/172, the pilot is eligible to serve as a Captain on those helicopters (provided they also satisfy any operator-specific captain upgrade requirements).
The ATPL(H) holder can exercise all the privileges of a CPL(H) and more – notably acting as Pilot-in-Command in scheduled or large helicopter operations. For example, many countries in Central Asia and Africa that operate Mi-17s require their Captains to hold an ATPL(H); job descriptions often list an ICAO ATPL(H) as a must for captain positions on Mi-8/17.
Example:
A Kazakh or Russian pilot aiming to command an Mi-171 (an updated Mi-17) would accumulate 1000+ hours as a co-pilot, complete ATPL exams, then take an ATPL skill test in a multi-engine sim. Only after receiving the ATPL(H) and sufficient type experience would they be promoted to Captain. This progression ensures that PICs of heavy helicopters have a depth of experience and training aligned with ICAO’s safety standards.
4. Requalification and Recurrent Training
Even after reaching the highest licence level, a pilot’s learning and certification maintenance are ongoing processes. Recurrent training and checks are crucial, especially for those flying complex machines like the Mi-8/Mi-17. Additionally, if a pilot’s qualifications lapse (e.g., not flying for an extended period), structured steps are needed to requalify. Key aspects include:
- Regular Proficiency Checks:
As noted, type ratings are typically valid for one year. To revalidate each rating, pilots undergo annual proficiency checks. These checks can be done in a simulator (if a certified Mi-17 full-flight simulator is available, as in some training centers in Russia or abroad) or in the helicopter. The check is conducted by an examiner and covers both normal and emergency procedures: for example, simulated engine-out landings, hydraulic failures, IFR approaches (if applicable), hover maneuvers, and crew coordination tasks. Satisfactory completion extends the type rating.
Many commercial operators also require a mid-year Operator Proficiency Check (OPC) or simulator training session every 6 months, especially if the helicopter is flown in IFR or specialized operations. For instance, an operator might schedule simulator sessions for instrument refresher and emergency drills every six months and an annual flight check for each pilot.
- Recurrent Ground Training:
Pilots must periodically undergo ground refresher courses on subjects like helicopter systems, dangerous goods handling, company SOPs, and safety and emergency procedures. For Mi-series helicopters, this might include re-familiarization with the mechanical systems (engines, rotors, avionics) and emergency equipment. - Crew resource management (CRM) training is also typically refreshed every year or two, emphasizing teamwork in the cockpit. These courses keep pilots updated on any new procedures or lessons learned from incidents.
- Requalification after a Lapse:
If a pilot has not flown for an extended period or lets a rating expire, a structured requalification program is required:
- Refresher Training:
The pilot must take refresher training at an Approved Training Organization (ATO) or with a qualified instructor, tailored to the duration of inactivity. The longer a pilot has been out of the cockpit, the more training is needed to regain proficiency.
For example, a pilot who hasn’t flown the Mi-17 in 3 months might just need a couple of flights with an instructor, whereas one out for 3+ years will require a comprehensive re-training program. In fact, one Mi-17 operator specifies that pilots should have no more than a 3-year gap in Mi-8/17 experience; beyond that, they consider the pilot as needing extensive requalification.
- Individualized Program: The training organization will assess factors like the pilot’s total experience, time since last flight, and whether they’ve been flying other similar aircraft.
Based on this, an individualized curriculum is developed, focusing on weak areas. For instance, a returning pilot might spend extra time on emergency procedures or instrument flying if those skills are rusty. Ground school on aircraft systems may be included for complex types.
- Proficiency Check:
After training, the pilot must pass a renewal proficiency check with an examiner to regain the valid rating. The examiner will require proof of training completion, and upon a successful check, the rating is renewed on the licence. All documentation (training records, examiner report) is then sent to the DCA to officially reissue or reactivate the rating.
- Instructor Checks and Line Checks:
In commercial operations, aside from the regulatory proficiency checks, pilots often undergo company-internal checks. A senior instructor or check pilot might ride along on an actual flight to conduct a line check, observing that standard operating procedures are followed.
This can be part of annual requalification. Additionally, after upgrades (e.g., a co-pilot upgrading to captain) or after long absences, operators may require supervised line flying: the pilot flies a number of routes with a training captain before being released to normal duty. All these measures are documented in the pilot’s training file.
- Documentation and Records:
It is important for the pilot to keep their logbook and training records up to date with all flight hours, simulator sessions, checks, and courses. For every proficiency or skill test, an examiner’s report is filed with the authority. Licenses in ICAO states typically have endorsement pages where instructors or examiners sign off the renewal of ratings.
Lao DCA, for instance, will endorse the new expiry date of a rating in the pilot’s licence upon satisfactory completion of a proficiency check. Pilots should also retain copies of course completion certificates (for MCC, dangerous goods, etc.) as these may be required during licence renewal or job applications.
Keeping Current on Mi-Series Helicopters:
Operating heavy rotary-wing aircraft like the Mi-8/17 requires vigilance in maintaining skills. These helicopters often fly in challenging conditions (mountainous regions, under-slung load operations, etc.), so both the regulator and employers place strong emphasis on recency:
- Many Mi-17 operators in Central Asia and Africa mandate frequent simulator training. For example, a company might send crews for semi-annual sim training in a larger aviation hub (since not all countries have Mi-17 simulators locally). This recurrent training often includes emergency scenarios that cannot be safely practiced in the real helicopter (engine fires, tail rotor failures, etc.).
- Employers also typically require that a pilot has recent experience on type before assignment. A hiring guide for a Kazakh operator notes a pilot “must have flown within the last 3 months on the type and have a current LPC/OPC”, meaning a valid Licence Proficiency Check/Operator Proficiency Check on that helicopter.
This ensures new hires are already current and qualified.
In summary, requalification and recurrent training are continuous threads in a pilot’s career. Lao PDR’s DCA and other ICAO regulators ensure that after the initial license is earned, pilots remain medically fit, professionally competent, and up to date through regular checks and training.
By following these steps – from initial CPL(H) training through to ATPL(H) and beyond with ongoing proficiency maintenance – a helicopter pilot can be certified to fly Mi-8/Mi-17/Mi-172 helicopters safely and legally in Laos or any ICAO-compliant jurisdiction that operates these aircraft.
