Australian pilots working in Canada
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As much as all the folk at Buffalo are nice guys and "Ice Pilots" is a
real practical introduction to Canadian General Aviation,
there are a large number of operators where a minted CPL
can try his luck and or get a job.
When I first arrived from Australia, one operator offered to do my initial float rating, ( I regret taking the twin job instead)..
Another operator offered to do the conversion of an ICAO instructor rating, such was the demand that I was able to find then, however, I'd say that the demand now for experienced pilots is more than what it was then.
Which means, if you are a foreign freshly minted CPL, don't expect getting a job in Canada will be easy but its not impossible either.
real practical introduction to Canadian General Aviation,
there are a large number of operators where a minted CPL
can try his luck and or get a job.
When I first arrived from Australia, one operator offered to do my initial float rating, ( I regret taking the twin job instead)..
Another operator offered to do the conversion of an ICAO instructor rating, such was the demand that I was able to find then, however, I'd say that the demand now for experienced pilots is more than what it was then.
Which means, if you are a foreign freshly minted CPL, don't expect getting a job in Canada will be easy but its not impossible either.
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Join Date: May 2014
Location: Australia
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Sorry for the large gap in correspondence, been inactive for sometime while working (unfortunately not flying work) here in Australia. Thanks for everyone's input, particularly Ramjet555 and lilflyboy262...2, aircooled, very good first hand information!
So I've finally put the wheels in motion for the move to Canada and was just wondering if I could get some confirmation on my plan. At this stage I'm 22 years old, I have a CPL, Multi + tail wheel endorsements, MECIR, Aerobatics rating and roughly 210hrs.
1) Going through the International Experience Canada (IEC) site to get on the work while you travel program (valid for 24 months, cannot be extended or renewed). Once accepted will purchase health insurance. Study for Canadian CPL theory test.
2) Arrive in BC in December-mid January, get a Canadian drivers license, purchase a car, rego and insurance (can purchase without permanent address for up to 3 months, can be renewed) Get a Canadian Class 1 Medical (Not sure if an Australian Class 1 is valid in Canada) Sit Canadian CPL theory. Go to Oceanair, do bush pilot course and switch over Australian CPL to Canadian CPL (possibly even on a float plane).
3) Drive off looking for operators and handing in resumes around BC, NWT, YT and hope I find something. With any luck find an employer, apply for a work permit, start working.
4) At some stage during the 24 months apply for a work permit as a skilled permanent worker getting the employer to sign off on that application.
Does this plan have any holes or false assumptions? Will appreciate any feedback, thanks!
So I've finally put the wheels in motion for the move to Canada and was just wondering if I could get some confirmation on my plan. At this stage I'm 22 years old, I have a CPL, Multi + tail wheel endorsements, MECIR, Aerobatics rating and roughly 210hrs.
1) Going through the International Experience Canada (IEC) site to get on the work while you travel program (valid for 24 months, cannot be extended or renewed). Once accepted will purchase health insurance. Study for Canadian CPL theory test.
2) Arrive in BC in December-mid January, get a Canadian drivers license, purchase a car, rego and insurance (can purchase without permanent address for up to 3 months, can be renewed) Get a Canadian Class 1 Medical (Not sure if an Australian Class 1 is valid in Canada) Sit Canadian CPL theory. Go to Oceanair, do bush pilot course and switch over Australian CPL to Canadian CPL (possibly even on a float plane).
3) Drive off looking for operators and handing in resumes around BC, NWT, YT and hope I find something. With any luck find an employer, apply for a work permit, start working.
4) At some stage during the 24 months apply for a work permit as a skilled permanent worker getting the employer to sign off on that application.
Does this plan have any holes or false assumptions? Will appreciate any feedback, thanks!
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#3 is far from a sure thing - there's lots of guys and gals here doing the same thing (driving around looking for work). Also, no employer is going to hire you without a work permit, or wait while you get one...
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Join Date: May 2014
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Yeah I figured it was always going to be a bit of a gamble, however it gives me a chance to travel around Canada so it won't be a total loss if I don't find employment. I'm very interested in what you said about the work permit as I've been dreading encountering that problem. I really can't see any way around it cause it seems I need to get an employer to submit a form to allow me to get a work permit in every scenario. I think after 2 years I can apply to be a permanent resident and I'll have greater freedoms but for the first 2 years I have no other option. If other foreigners are doing the same thing how do they get around this problem?
I was there last year so here's what I can off load for you.
In regards to you conversion;
Hit up Ultima Medical services at YVR, their over near Harbour Air's seaplane base at the airport for you medical. You'll have to do the initial, so Hearing, EGC and full medical. You will need a mailing address. Ensure you give them your PO Box if you are going to use that WHEN you book or else it'll go to the residentail address you give them (you will need to provide a residental address.
You will need to sit the theory exam, the exam it's self isn't overly hard but study it in full, there are a few differences you need to know. Also get used to doing things in lb's and Kg's Also if you want to convert your CIR you will need to do the CIR theory exam too boot.
Make sure you study the met section well, they deal with a lot more icing etc than the CPL met exam here.
Sit your flight test, you can do this in a C152 if you want, no requirement for a "complex" airplane like here in Aus. TC removed the FLV permit, so you are required to sit the PPL flight test now as well before you can take the CPL test.
An important point to note. You MUST have 1 logged flight of 300nm+ radius from your departure point, with 3 landings NOT including your final destination point before you can sit the CPL test flight. If you don't have this now you will need to do it over there.
You will need to redo your multi endorsement and your CIR as these do not carry over. Your NVFR will carry.
With your hours as soon as your qualified over there, get out of the lower mainland of BC and head North. Go over towards Northern Alberta, Winnipeg, Manitoba and Sasketchwan as these will be your best bet. If you want to work with floats, you'll be one the dock for a season before getting close to a plane, and the big guys won't look at you with less than 1000 hours due to insurance.
Expect seasonal work, nothing solid until you have around 1000 hours.
But don't let it slow you down. The industry is much like here in Australia, tons of guys and gals looking for work so unless you standout expect to fight for your job. The big plus I noticed if the CP's are a lot more accommodating, willing to sit down and actually chat with you and they give great advice and leads even if they have not intention of hiring you.
Network, network, network. I can't stress this enough. The more you get your name out, talk to bepole and stay in contact with people the better your chances are.
In regards to you conversion;
Hit up Ultima Medical services at YVR, their over near Harbour Air's seaplane base at the airport for you medical. You'll have to do the initial, so Hearing, EGC and full medical. You will need a mailing address. Ensure you give them your PO Box if you are going to use that WHEN you book or else it'll go to the residentail address you give them (you will need to provide a residental address.
You will need to sit the theory exam, the exam it's self isn't overly hard but study it in full, there are a few differences you need to know. Also get used to doing things in lb's and Kg's Also if you want to convert your CIR you will need to do the CIR theory exam too boot.
Make sure you study the met section well, they deal with a lot more icing etc than the CPL met exam here.
Sit your flight test, you can do this in a C152 if you want, no requirement for a "complex" airplane like here in Aus. TC removed the FLV permit, so you are required to sit the PPL flight test now as well before you can take the CPL test.
An important point to note. You MUST have 1 logged flight of 300nm+ radius from your departure point, with 3 landings NOT including your final destination point before you can sit the CPL test flight. If you don't have this now you will need to do it over there.
You will need to redo your multi endorsement and your CIR as these do not carry over. Your NVFR will carry.
With your hours as soon as your qualified over there, get out of the lower mainland of BC and head North. Go over towards Northern Alberta, Winnipeg, Manitoba and Sasketchwan as these will be your best bet. If you want to work with floats, you'll be one the dock for a season before getting close to a plane, and the big guys won't look at you with less than 1000 hours due to insurance.
Expect seasonal work, nothing solid until you have around 1000 hours.
But don't let it slow you down. The industry is much like here in Australia, tons of guys and gals looking for work so unless you standout expect to fight for your job. The big plus I noticed if the CP's are a lot more accommodating, willing to sit down and actually chat with you and they give great advice and leads even if they have not intention of hiring you.
Network, network, network. I can't stress this enough. The more you get your name out, talk to bepole and stay in contact with people the better your chances are.
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Join Date: May 2014
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Hey AussieNick, thanks so much for all your input, there were a lot of things you mentioned I didn't know. The PPL test was a bit of an annoying surprise. As for the 300nm flight, I did one during my CPL shortfall from Bundaberg to Proserpine in QLD, how can I prove to TC that I actually did it, what would I need to show them?
I was thinking of looking around Yellowknife, would that be a waste of time (considering they might be looking for more experience given the dangers of flying up that far north?)
I can't agree more with the networking, Aviation seems similar to the film industry in that way. I intend on doing a bush pilot course at Oceanair when I arrive in Canada, hopefully that will let me meet a few people in the industry, at least get a foot in the door.
How did you go with all this last year, what are you up to now? Would you say it's worth it, or better to stay in Australia and try and build some hours first?
I was thinking of looking around Yellowknife, would that be a waste of time (considering they might be looking for more experience given the dangers of flying up that far north?)
I can't agree more with the networking, Aviation seems similar to the film industry in that way. I intend on doing a bush pilot course at Oceanair when I arrive in Canada, hopefully that will let me meet a few people in the industry, at least get a foot in the door.
How did you go with all this last year, what are you up to now? Would you say it's worth it, or better to stay in Australia and try and build some hours first?
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Arriving late-December mid-January? Many marginal VFR to IMC flying days in the lower mainland, (Vancouver area), at that time of year. Lower mainland/Fraser Valley rainfall for January is 8-9 inches. February rainfall average is 5 inches. March rainfall average is 6 inches. Proceeding east of the town of Hope, in January-February, you will encounter winter mountain driving conditions, which will require snow tires.
Kelowna/Okanagan Valley winter weather is considered balmy by Canadian standards, as the average high/low temp for January is 0/-7. February 3/-5, and March 9/-2. (Air Hart in Kelowna is a good place to get your Seaplane training..) Spring-like weather doesn't arrive in Northern B.C., Yukon and N.W.T until May. As Global Climate Change is affecting northern Canada to a greater degree than almost any other area, spring seems to be arriving earlier, so you may get lucky and experience spring-like weather in Yellowknife in early April.
Wow! What an adventure you face! But that is what being a young man is all about.
Plus you will be driving on the right-hand side of the road from the left-hand seat! Good thing 99.99% of rental cars in Canada have automatic transmissions...
I wish you all the best. May good fortune and good weather be with you!
Kelowna/Okanagan Valley winter weather is considered balmy by Canadian standards, as the average high/low temp for January is 0/-7. February 3/-5, and March 9/-2. (Air Hart in Kelowna is a good place to get your Seaplane training..) Spring-like weather doesn't arrive in Northern B.C., Yukon and N.W.T until May. As Global Climate Change is affecting northern Canada to a greater degree than almost any other area, spring seems to be arriving earlier, so you may get lucky and experience spring-like weather in Yellowknife in early April.
Wow! What an adventure you face! But that is what being a young man is all about.
Plus you will be driving on the right-hand side of the road from the left-hand seat! Good thing 99.99% of rental cars in Canada have automatic transmissions...I wish you all the best. May good fortune and good weather be with you!
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For vonsrun Your log book entry and perhaps a copy of your flight plan should be proof enough for Transport Canada of your cross-country trip. Do you have Fuel or Landing fee receipts?
...As for the 300nm flight, I did one during my CPL shortfall from Bundaberg to Proserpine in QLD, how can I prove to TC that I actually did it, what would I need to show them?...
I was thinking of looking around Yellowknife, would that be a waste of time (considering they might be looking for more experience given the dangers of flying up that far north?)
Don't discount some of the bigger companies either. A big difference I found there compared to Australia was that you could have a charter company that also had and RPT side, so aircraft ranged from 206/210's right up to King Airs, metros and in some cases Dash 8's and ATR's. Progression is key in a lot of places so a lot of companies try to keep you around.
How did you go with all this last year, what are you up to now? Would you say it's worth it, or better to stay in Australia and try and build some hours first?
Really, here or there makes no difference, especially with low hours. Your going to be in a fight all the same for that first job. Yes the indusrty is much larger there, but there are also more people looking for work. So the challenges are almost exactly the same as here.
My advice if you do head over. Do it. Now. Get over in summer when you can get your conversions done and start networking, hiring will be mid to late winter for the entry level gigs. Get a car and travel, face to face is the most effective way to score work there. Get to the remote areas out of the "big smoke".
I know of a guy who scored a job for the simple fact he drove the 3 day drive into the arse end of nowhere in the NWT and went to speak with the guys. Commitment goes a long way.
At the end of the day, its a struggle to begin with but if you can stick it out its seriously rewarding.
I personally came back after 12 months due to family reasons, if I could have stayed I'd still be there.
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Join Date: May 2014
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Thanks for the heads up evansb, I was interested to know what the weather would be during that period. My original plan was to go to Yellowknife in early December till late January (doing a Help exchange thing working at a aurora viewing lodge). Only doing that because I've always wanted to experience a really cold desolate winter and have wanted to see the northern lights. So by my estimates if I arrive back in Vancouver in late January, I hope to have my Canadian CPL and a floatplane rating by early March. Does this fit in with when employers are hiring, particularly up north? And is there any reason in particular why you recommend Air Hart? Thanks for you wellwishes, really looking forward to it! Even if there is a fairly slim chance of employment. And yeah haha I can imagine I'll be getting into the passenger side of the car quite a few times till I get used to it.
Thanks again AussieNick for the detailed response. I'll have to start looking into the locations you mentioned, I suppose one benefit of being a foreigner is not needing to be based close to my home, I actually would quite like the isolation, just a matter of knowing where abouts to look. I'll try and keep an open mind over there, although from looking online I'm seeing that a lot of employers (not as many as Australia though) rule you out immediately if you have less than 1000hrs or if you're not a permanent resident of Canada. Out of interest did you come to Canada under the IEC work while you travel program? And how many hours did you have? Which flight school did you go to change over your license and how would you rate them? And how many flights did it take you do get your Canadian CPL?
Makes it all seem worthwhile when you get to have experiences like that. Watching movies like 'The Edge' really want to make me fly over on the west coast (disregarding the plane crash and subsequent bear encounters), but realistically I'd be happy to fly anywhere. I would go over now but I'm currently saving money and doing my Australian ATPLs (futile I know, but I need to pass them to finish off my University Degree, 3 down 4 to go) I really want to get over ASAP but I can't really see that being any earlier than November/October. At this stage I plan on buying a car in Vancouver and using that to drive around BC, NWT and start planning a route through the places you listed among others further east. Do you think leaving the road trip to February/March is too late. Sorry to bombard you with questions, just really thrilled to have found people with first hand experience!!
Thanks again AussieNick for the detailed response. I'll have to start looking into the locations you mentioned, I suppose one benefit of being a foreigner is not needing to be based close to my home, I actually would quite like the isolation, just a matter of knowing where abouts to look. I'll try and keep an open mind over there, although from looking online I'm seeing that a lot of employers (not as many as Australia though) rule you out immediately if you have less than 1000hrs or if you're not a permanent resident of Canada. Out of interest did you come to Canada under the IEC work while you travel program? And how many hours did you have? Which flight school did you go to change over your license and how would you rate them? And how many flights did it take you do get your Canadian CPL?
Makes it all seem worthwhile when you get to have experiences like that. Watching movies like 'The Edge' really want to make me fly over on the west coast (disregarding the plane crash and subsequent bear encounters), but realistically I'd be happy to fly anywhere. I would go over now but I'm currently saving money and doing my Australian ATPLs (futile I know, but I need to pass them to finish off my University Degree, 3 down 4 to go) I really want to get over ASAP but I can't really see that being any earlier than November/October. At this stage I plan on buying a car in Vancouver and using that to drive around BC, NWT and start planning a route through the places you listed among others further east. Do you think leaving the road trip to February/March is too late. Sorry to bombard you with questions, just really thrilled to have found people with first hand experience!!
I trained with Island Coastal out of Pitt Meadows for my conversion, I didn't bother changing my CIR over, although I did the theory. They were really good, small operation but I prefer the small aero club type schools over the huge commercial sasuage factory ones. Took me about a week of flying after getting the exams done to convert. I flew every day though brushing up, but i'd also come frmo a flying job here so was still current on everything. Only a few little things to brush up on for me. But remember you might take a bit longer, or be done quicker, depends on you and your abilities.
I went over with a little over 600 hours total, but I'd networked and had been put in contact with people before getting there so I had a job essentially before leaving Aus.
I went over on the IEC. Most operators I spoke with didn't have an issue with temp foreign workers, which the IEC is classified as, or non permanent residents. The 1000 hour mark is pretty common over there, especially for float work. That been said if you search for the well known canada aviation forum avcanada there is a huge job listings part on there where smaller guys that take first timers will advertise.
As for driving. A few points to note. That time of year will be snowy as hell on the roads as soon as you leave the lower mainland, make sure yuo have good winter tyres, chains, and have experience in those conditions. Don't rush anywhere and have an emergency kit in your car at all times. Plan ahead.
Driving on the left is actually pretty easy, you'll not find that a problem.
Honest opinion though. Don't stay in BC. Tax is much higher there as is the cost of living. Get to Alberta. Higher wages, lower tax, lower cost of living. And you'll be in an area closer to the employers you'll be wanting to target.
Even Ontario, as there is a lot of flying one your outside the Greater Toronto area that heads bush, which will be the main focus of your initial flying.
Also keep an eye on the IEC, as the visa has changed to only let you have 4 years in country working before you have to have 8 years out. You can go onto a CEC visa as a pilot after 2 years of working as a pilot. But something to think of is your long term plan. Do you want to make you career over there, or do a year or two and come back to Australia?
I planned for about 1 year and a half before moving.
I went over with a little over 600 hours total, but I'd networked and had been put in contact with people before getting there so I had a job essentially before leaving Aus.
I went over on the IEC. Most operators I spoke with didn't have an issue with temp foreign workers, which the IEC is classified as, or non permanent residents. The 1000 hour mark is pretty common over there, especially for float work. That been said if you search for the well known canada aviation forum avcanada there is a huge job listings part on there where smaller guys that take first timers will advertise.
As for driving. A few points to note. That time of year will be snowy as hell on the roads as soon as you leave the lower mainland, make sure yuo have good winter tyres, chains, and have experience in those conditions. Don't rush anywhere and have an emergency kit in your car at all times. Plan ahead.
Driving on the left is actually pretty easy, you'll not find that a problem.
Honest opinion though. Don't stay in BC. Tax is much higher there as is the cost of living. Get to Alberta. Higher wages, lower tax, lower cost of living. And you'll be in an area closer to the employers you'll be wanting to target.
Even Ontario, as there is a lot of flying one your outside the Greater Toronto area that heads bush, which will be the main focus of your initial flying.
Also keep an eye on the IEC, as the visa has changed to only let you have 4 years in country working before you have to have 8 years out. You can go onto a CEC visa as a pilot after 2 years of working as a pilot. But something to think of is your long term plan. Do you want to make you career over there, or do a year or two and come back to Australia?
I planned for about 1 year and a half before moving.
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Join Date: May 2014
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I'm liking the look of that flight school, especially the accommodation they have for students, would save me a lot of trouble. Is it a fairly well regarded flight school in the industry? And yeah I totally get what you mean about the sausage factory flight school, went through one to get my CPL and MECIR and it was an unpleasant experience to say the least. I think I'd do the same as you and forgo the Instrument rating to begin with. Alberta sounds like a good place to go, at the very least I'll be able to see a large portion of Canada while I'm searching for work. I'll try and be strategic in picking a vehicle and equipment, I'm thinking a Chevy Suburban or something similar (4wd). Also, would you say that not speaking French is a disadvantage in any parts of Canada?
And yeah, since writing this post I've been speaking with Canadian Immigration and what you said is accurate. Fortunately you get a work permit under the IEC program and don't have to apply for it when you find employment (which was the assumption I was originally under). If I haven't had any success finding work after 6-8mnths or so I might have to cut my losses and come back to Australia. I'd like to stay in Canada indefinitely depending how employment goes, with my ultimate goal being able to become a pilot for Kenn Borek Air.
Thanks again, this information is invaluable
And yeah, since writing this post I've been speaking with Canadian Immigration and what you said is accurate. Fortunately you get a work permit under the IEC program and don't have to apply for it when you find employment (which was the assumption I was originally under). If I haven't had any success finding work after 6-8mnths or so I might have to cut my losses and come back to Australia. I'd like to stay in Canada indefinitely depending how employment goes, with my ultimate goal being able to become a pilot for Kenn Borek Air.
Thanks again, this information is invaluable
Big car = big fuel bill. Just because the large "truck" and suv market over there is so massive, you need to remember that your wage's are not that great and you don't want to be blowing $100 a week just on fuel.
Honestly when it comes to flying school anyone will do, I don't believe that a potential employer cares about your flying school choice, only your flying ability.
French speaking ability would only be a bonus in eastern ontario and quebec. Otherwise don't worry about it, English is the official language of aviation so you'll be fine.
Honestly when it comes to flying school anyone will do, I don't believe that a potential employer cares about your flying school choice, only your flying ability.
French speaking ability would only be a bonus in eastern ontario and quebec. Otherwise don't worry about it, English is the official language of aviation so you'll be fine.
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Yeah that's a good point, I'd seriously regret something like a Suburban. Might try and find something more like a Suburu Forrester, 4wd but more efficient. Cool I was a bit worried about the language barrier, that's good news. Well thanks for all your help, answered all my questions for the time being . I'll post updates and further as I get further along in the application process. Can't thank you enough for all your detailed responses
. I'll post updates and further as I get further along in the application process. Can't thank you enough for all your detailed responses
French speaking ability would only be a bonus in eastern ontario and quebec. Otherwise don't worry about it, English is the official language of aviation so you'll be fine.
It is rare to hear French spoken, or see French signs, apart from international airports, which have to follow federal rules on bilingualism. In fact, you'll hear South Asian and Southeast Asian languages much more commonly than French.
I agree with AussieNick's advice about Suburbans - steer clear of large SUVs, the fuel bills will consume all your money. The Forrester would be a good choice, but 2WD cars are routinely used on gravel highways with no particular issues.