Vance Poleski manages the largest North American base for Bristow Group, keeping helicopters filled with oil and gas workers flying over the Gulf of Mexico, a job based more than 400 miles from his home.
What attracted you to this industry?
As a young man aviation was not on my radar. I was working in a steel mill in Seattle and going to college at night when a friend told me about a programme United Airlines had that took private pilots and put them in a two-year training routine that eventually led to a navigator's position. Over the years, one worked his way up through the ranks to become a co-pilot and then captain. This interested me so I began taking fixed-wing flying lessons at Boeing Field with the goal of entering the United programme. However, before I could complete my training the Army came knocking, and I enlisted in the Warrant Officer flight-training programme to become a helicopter pilot.
What was your first job?
After completing Army flight-school training I was dispatched to Vietnam as a helicopter pilot. I spent the next ten years in the Army and, with the exception of three years, spent my entire time in aviation.
What career path led you to Bristow?
When I was discharged, I went to work for Bell Helicopter as a contract instructor pilot with the Iranian army. After nearly four years in Iran, I moved to Nigeria in West Africa as a helicopter pilot, flying in support of the oil and gas industry offshore. After three years, I returned stateside and began working as a line pilot in the Gulf of Mexico, again supporting the oil and gas industry. The company I was working for was bought out by another and subsequently morphed into Bristow, which it still is today.
How did you come to be base manager?
I began as an offshore pilot living on an oil platform in the Gulf of Mexico, then as a shore-based line pilot, followed by a stint as a flying lead pilot. That led to an assistant base manager position and subsequently to my present job as a non-flying base manager.
What's a typical day like?
There are no "typical" days. Each is different, with its own set of challenges. The normal day begins at 4am and usually ends at official sunset. However, I am usually available 24/7 for anything that may happen after duty hours. The first order of business is to get more than 30 aircraft over the fence and on their way. After launch, the rest of my day is spent interacting with clients, helping to solve their predicaments and problems. Interfacing with my pilots, ground support personnel, maintenance manager and administrative staff consumes a vast majority of my time. Scheduling the next day's activities, planning safety meetings and handling a myriad of situations takes up a lot of time as well. Paperwork, computer work and conference calls eat up more time. Reviewing policy changes and procedures and discussing with upper management ways to make our operations more efficient and safe is always on the agenda. It's a very rewarding job.
What is your favourite part of the job?
I like the fast pace which I have to work each day - always full of activity and new challenges. I especially like the camaraderie with the pilots, some of whom I have worked with for decades.
What is your least favourite part of the job?
I work a 14/14 schedule. That means I work for 14 days, then I'm off for 14 days. I live more than 400 miles from where I work. The absence from home and family for 14 days is my least favourite part of my job.
It must feel isolated on such long roads and huge wetlands.
It's not that bad. There is a local community with grocery stores and a few restaurants but no entertainment to speak of. After a 14-hour duty day, though, most people just want a hot shower, a good meal, a little down time and an early bed time - 4am comes early.
Source: Flight International
