CAA to TC License Conversion
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CAA to TC License Conversion
Hello everyone,
I would like to have your helps and advises regarding my South African CAA CPL conversion to TC ATPL.
I'm a holder of SACAA CPL and flying abroad on ATR72.
My flight experience is around: 3000hrs on Total Time
2800hrs on ATR72 (2300SIC + 500PICUS)
100hrs PIC
I wish to convert my SACAA CPL license to TC ATPL. Do I need to have my SACAA ATPL for the conversion or I can apply for the TC ATPL right now?
I would appreciate it if anyone could help me.
Cheers
I would like to have your helps and advises regarding my South African CAA CPL conversion to TC ATPL.
I'm a holder of SACAA CPL and flying abroad on ATR72.
My flight experience is around: 3000hrs on Total Time
2800hrs on ATR72 (2300SIC + 500PICUS)
100hrs PIC
I wish to convert my SACAA CPL license to TC ATPL. Do I need to have my SACAA ATPL for the conversion or I can apply for the TC ATPL right now?
I would appreciate it if anyone could help me.
Cheers
Join Date: Feb 2007
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Conversion
TCCA only have an agreement in place with the FAA to convert LICENCES . IN ORDER to get your Canadian ATPL you'll have to do the instrument rating exam (inrat) then a multi IFR flight test and then you'll have to write your 2 exams for the ATPL SARON&Samra , as far as your art type rating under supervision command does not count so you must have a P1 type rating and must prove that you have logged 50 hours as PIC.
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I will elaborate on the post of Canuck15
The process which I have been though, is relatively simple.
First, your most difficult exam will be the INRAT, the instrument written exam.
The two best resources are on-line. Dauntless and Harvs air.
I found these to have all the essential questions and references.
Prior to doing that, you need to read the publication called the AIM, what is called the AIP in ICAO...
Most of the theory you will already know down pat. The regs particular with respect to Alternate Minima will be very different, as will some of the airspace questions. The exam will assume you live in Canada and are familiar with all the place names etc. These assumptions were unexpected and difficult for me when I first wrote the exam.
There are irrelevant parts of place names, geographical knowledge that can cost you questions.
You need to practice the MET questions to gain a sense of how they assume you already know these place names.
You need the standard expected Proof of Experience...
Then the written exam for the licence, CPL ATPL etc...
Not that difficult if you have an SA ATPL...Just do the practice exams and you should have no problem.. at least I did not and the exam was easy compared to INRAT...
The INRAT contains a lot of breadth, its really the 5 subjects of ATPL in other countries rolled into one... It can have pre-solo questions to ATPL questions in it.
It is riddled with Which of the following is false...
Lots of comprehension questions that require
a high level of English comprehension.
If you know the material, and practice enough questions,
you will become familiar with most of the questions involving
Comprehension.
Once you reach a high level on the practice exams, you should have no
problem in passing the actual exam but, you are guaranteed that there will be questions in the real exam that you have NOT seen previously.
The Flight Test and PPC should be a breeze if you do some simulator to brush up on local approaches.
Hope that helps you..
The process which I have been though, is relatively simple.
First, your most difficult exam will be the INRAT, the instrument written exam.
The two best resources are on-line. Dauntless and Harvs air.
I found these to have all the essential questions and references.
Prior to doing that, you need to read the publication called the AIM, what is called the AIP in ICAO...
Most of the theory you will already know down pat. The regs particular with respect to Alternate Minima will be very different, as will some of the airspace questions. The exam will assume you live in Canada and are familiar with all the place names etc. These assumptions were unexpected and difficult for me when I first wrote the exam.
There are irrelevant parts of place names, geographical knowledge that can cost you questions.
You need to practice the MET questions to gain a sense of how they assume you already know these place names.
You need the standard expected Proof of Experience...
Then the written exam for the licence, CPL ATPL etc...
Not that difficult if you have an SA ATPL...Just do the practice exams and you should have no problem.. at least I did not and the exam was easy compared to INRAT...
The INRAT contains a lot of breadth, its really the 5 subjects of ATPL in other countries rolled into one... It can have pre-solo questions to ATPL questions in it.
It is riddled with Which of the following is false...
Lots of comprehension questions that require
a high level of English comprehension.
If you know the material, and practice enough questions,
you will become familiar with most of the questions involving
Comprehension.
Once you reach a high level on the practice exams, you should have no
problem in passing the actual exam but, you are guaranteed that there will be questions in the real exam that you have NOT seen previously.
The Flight Test and PPC should be a breeze if you do some simulator to brush up on local approaches.
Hope that helps you..
Last edited by Ramjet555; 20th Sep 2014 at 18:39. Reason: corrected
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Thanks Ramjet for you detailed respond, it's helped a lot.
I'm a holder of SACAA CPL and don't have the SACAA ATPL! the question is with my SACAA CPL do I have to write a CPAER exam first before INRAT exam? and if my flight experiences are count toward the TC ATPL? my ATR type rating is issued P1 in my SACAA license and i have 500hrs PICUS but only 100hrs PIC in single engine! and if i write the TC exams my license would be based on my foreign license or it will be a clean license?
Thanks again,
Amin
I'm a holder of SACAA CPL and don't have the SACAA ATPL! the question is with my SACAA CPL do I have to write a CPAER exam first before INRAT exam? and if my flight experiences are count toward the TC ATPL? my ATR type rating is issued P1 in my SACAA license and i have 500hrs PICUS but only 100hrs PIC in single engine! and if i write the TC exams my license would be based on my foreign license or it will be a clean license?
Thanks again,
Amin
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eAs I understand it, your foreign experience and licence are accepted. The CPR exam gets you a commercial licence without a flight test.
Any foreign pilot is assumed to be ignorant of Canadian IFR rules that are not exactly a copy of ICAO, so, you need to do INRAT, USA pilots get a break because the systems are similar but a difference exam exists, even FAA pilots don't escape a ride.
Now, here is an alternative for you.
Get your FAA instrument Rating an ATPL, then use that as the basis of getting a Canadian.
I had an old Australian instructor, so went south, got the US CFI-II-ME and then used that to have a current ICAO instructor and then with the mandatory hours of instruction did the rides.
Now, you an only convert ONCE in One direction only.
Example, your Canadian IFR needs renewal so you do IPC for your US Instrument rating, no, that does not fly. Can't be done.
The advantage is that flight training in the US is cheaper than in Canada, especially simulator rates which you might need to brush up on local approaches that will be on the ride in either the US or Canada.
Hope that helps you.
I'd recommend Rochester Aviation to get your FAA ATPL and Instrument or just your FAA instrument, then do a conversion if you wish.
The ONLY saving is a smaller written exam and I'd suggest you will gain a lot from studying or the INRAT and passing it. Going the US FAA route is in my view not worth it for you unless, you happen to be there and want to do the training there to save some money.
Dauntless and Harv's Air both have very good on line study INRAT materials.
Any foreign pilot is assumed to be ignorant of Canadian IFR rules that are not exactly a copy of ICAO, so, you need to do INRAT, USA pilots get a break because the systems are similar but a difference exam exists, even FAA pilots don't escape a ride.
Now, here is an alternative for you.
Get your FAA instrument Rating an ATPL, then use that as the basis of getting a Canadian.
I had an old Australian instructor, so went south, got the US CFI-II-ME and then used that to have a current ICAO instructor and then with the mandatory hours of instruction did the rides.
Now, you an only convert ONCE in One direction only.
Example, your Canadian IFR needs renewal so you do IPC for your US Instrument rating, no, that does not fly. Can't be done.
The advantage is that flight training in the US is cheaper than in Canada, especially simulator rates which you might need to brush up on local approaches that will be on the ride in either the US or Canada.
Hope that helps you.
I'd recommend Rochester Aviation to get your FAA ATPL and Instrument or just your FAA instrument, then do a conversion if you wish.
The ONLY saving is a smaller written exam and I'd suggest you will gain a lot from studying or the INRAT and passing it. Going the US FAA route is in my view not worth it for you unless, you happen to be there and want to do the training there to save some money.
Dauntless and Harv's Air both have very good on line study INRAT materials.
