SAMRA/SARON/INRAT

[Hueymeister]

Just finished the Aero Course and...well my brain melted. May not get a chance to write the exams quickly as they seem to be taking an age to get back to me about spaces at the exam centres. Any good advice (other than smashing the WorkBook) on how to prepare for the exams? Advice greatly appreciated.

[Nav99]

When did you email transport Canada regarding the exam dates?
Are you convert any license to transport Canada equivalent?

I have email them and waiting for their response to convert my FAA ATP to TCCA.

[Kaptein]

Suggest as follows to study / read / review - I wrote them last year, passed all 3 the first round:

1. Aerocourse Ground school - ATP workbook, ATPL questions and answers workbook and Instrument Questions and Answers Workbook
2. Read latest AIM
3. Download Dauntless INRAT Theory App from App store - once off payment - well worth it.
4. Browse through CARS online.
5. Purchase the pdf CAP and CFS from NAVCANADA website
6. Purchase a www.nizus.com membership for 3 months for all 3 - it has loads of practise exams which are similar to what you will get in the exams - these were great leading up to the exams to keep practising and they give you great explanations of your errors

This pulled me through with all marks in high 80's

PM for more info if you want.

[Hueymeister]

Lovely
Thank you

[WWSG]

Hi guys.

First of all, thank you, guys, for all tips.
I received my health certificate yesterday after waiting seven months for it. I've been studying to convert my Brazilian flight license to TC. Regarding the three exams I need to do, which one would you advise me to do first: SAMRA, SARON, or INRAT?

[Kaptein]

Hi guys.

First of all, thank you, guys, for all tips.
I received my health certificate yesterday after waiting seven months for it. I've been studying to convert my Brazilian flight license to TC. Regarding the three exams I need to do, which one would you advise me to do first: SAMRA, SARON, or INRAT?

Suggest either INRAT or SAMRA. Then whatever you chose, do the other one after. Reason being, both exams has a large section of Meteorology - so once you study for one, most is covered for the other. Optimizes your study time.

I did SARON, SAMRA, INRAT, in that order.

[WWSG]

Thank you. I'll do that and leave Saron as the last one.
Did you wait a long time between each test?

[antigravity61]

Suggest as follows to study / read / review - I wrote them last year, passed all 3 the first round:

1. Aerocourse Ground school - ATP workbook, ATPL questions and answers workbook and Instrument Questions and Answers Workbook
2. Read latest AIM
3. Download Dauntless INRAT Theory App from App store - once off payment - well worth it.
4. Browse through CARS online.
5. Purchase the pdf CAP and CFS from NAVCANADA website
6. Purchase a www.nizus.com membership for 3 months for all 3 - it has loads of practise exams which are similar to what you will get in the exams - these were great leading up to the exams to keep practising and they give you great explanations of your errors

This pulled me through with all marks in high 80's

PM for more info if you want.

This is to the point.

Wrote all 3 in 3 days. Had to repeat SARON. If you are not used to CAR, please go through the important sections. I can’t emphasis more about this. I am not from Canada so had a hard time with the CAR.
Else, if you put in efforts it quite doable.

Wrote the exams in July, received the license in Oct

[Kaptein]

Wrote SARON and SAMRA back to back, same week. Then INRAT 4 weeks later.

[WWSG]

You said to purchase a Nizuz membership to practice the questions. What is the difference between Nizus and ATPL Questions and answers workbook? I had Aerocourse online classes, I've answered all the workbook questions, and I almost have all questions/answers memorized, but I'm not feeling confident yet.

[Kaptein]

You said to purchase a Nizuz membership to practice the questions. What is the difference between Nizus and ATPL Questions and answers workbook? I had Aerocourse online classes, I've answered all the workbook questions, and I almost have all questions/answers memorized, but I'm not feeling confident yet.

Nizus questions are in exam format - so you have say 13 x SARON exams and 15 x SAMRA exams with 100 questions each. Like you would get them in the exam.

The explanations for each question are also good.

Worth it.

[WWSG]

I purchased it, and you're right. It will help me so much. I would appreciate it if one of those tests was exactly the same one I will do. The explanations in each test are more useful for understanding each point than reading 300 pages. I was an airline pilot in Brazil for many years, and I remember when I was applying for ANAC (It is like TC in Canada) exams, I used to do many practice tests like Nizuz and one of them was the same test with the same questions in the same order I had done it a few days before the test. What a dream. Thanks, man!

[cane003]

Hey!

Here is my experience regarding those exams.

I'm converting my EASA (Europe) ATPL into Canadian one. I fly for European airline with +7khrs on A320.

I just wrote SARON, SAMRA and INRAT 3 days in a row.

I had to squeeze reviews between work and family time. Was not that easy.
I spent a total amont of approx 100h in the last months trying to understand CARs and specificities of those written exams.

As time was limited, I intended to focus on passing, not having highest marks possible.

Culhane ATPL books from 2018, TC AIM and Nizus 1 months subscription were my sole materials. At first, training marks were low (50-60%) but increased slowly with time. I went to write exams with training marks between 65 and 80.

I was happy to notice that exams were quite similar from those of Nizus. Maybe questions are sometime a bit trickier in real exams, but still doable.

I passed all 3 exams with marks from 84 to 92.

TC AIM vas very useful. And nizus tests enables to know on which parts reviews should be emphasized.

Happy flights!








​

[rudestuff]

What's the average study burden for these exams compared to say EASA (6-12 months) or FAA (3-5 days)?

[Kaptein]

What's the average study burden for these exams compared to say EASA (6-12 months) or FAA (3-5 days)?

One month for each exam and you will be fine. Its a lot of work to get through and the questions are set up to ensure you have some background knowledge (ie: you studied)

[rudestuff]

Good to know, thanks!

[Metallicwings2023]

Hello fellow aviators,

I'm in the process of converting my ICAO ATPL to a TC ATPL and recently had a discussion with a CAME (Civil Aviation Medical Examiner) who advised that the Canadian civil aviation medical process typically takes around six months. I'm planning to appear in exams by June 2024.

Given this timeline, I'm curious to know if now is the right time to start preparing for the SAMRA, SARON, and INRAT exams. Additionally, I'm interested in understanding if there are any options or strategies to potentially expedite or reduce this six-month timeline for the TC medical approval process.

Any insights or advice from those who have navigated this process would be greatly appreciated.

Thank you in advance!

[Metallicwings2023]

Is it only the format or the content as well. I have cleared ICAO ATPL exams from by using ATPL GS. Didn't touch another book. Is Nizus subscription sufficient for exams preparation ?

[+TSRA]

discussion with a CAME (Civil Aviation Medical Examiner) who advised that the Canadian civil aviation medical process typically takes around six months

I may be a year out of date since I recently returned from an office job to line flying, but Transport always seemed to prioritize those working over those applying. For example, an FO I worked with at my last company had his ATPL in hand after only about three weeks because we went to bat for him saying his upgrade would be delayed. But a new person, off the street - good luck getting that same level of service. I'd agree with your CAME - expect at least six months for the medical, and just as long again for the license.

​​​​​​​Given this timeline, I'm curious to know if now is the right time to start preparing for the SAMRA, SARON, and INRAT exams

Start studying now. Transport Canada exams are as much an exercise in English comprehension as they are about aviation knowledge, with some questions featuring a "double negative" that can only be answered if you fully understand the topic. While no one cares about your exam results once you see "pass," a lower pass score will eventually cause you issues when you transition into larger and faster aircraft. When teaching on my current machine, I get to assume you fully understand all the required knowledge about, say, Mach Tuck, or how to avoid turbulence around a jet stream, or how a hydraulic or electric system works. I'm not going to spend even 3 minutes trying to explain it to you. That's your responsibility as a professional. Leaving this sort of thing to the last minute will only cause you stress down the road.

I would suggest that if you can get your hands on an aircraft manual - King Air, Dash 8, ATR - you'll find some of the material easier to understand. I say that because if you understand how a system works on an actual airplane, then the examples they give during the exam become a variation of a theme rather than some lofty idea. Take what a book or course says and then compare that to how it works on that aircraft. Ideally, the aircraft you pick will be a complex turbo-prop or jet (ideally both as I had both prop and jet questions on my exams).

​​​​​​​Is Nizus subscription sufficient for exams preparation ?

There is no requirement for you to front any money, except for the textbooks. While these programs are great at getting you a pass, they're not all so great in having you understand the material enough to operate with because the "why" is often lost to pretty pictures or animations. I'm not saying don't do it, I'm saying that no, a subscription to an online course is not sufficient. Plus, you likely clicked a box that said they are not responsible for missing content or out-of-date information, so always double-check with the source material, especially for subjects such as Air Law.

[Metallicwings2023]

"I'm grateful for your comprehensive response. Could you recommend additional reading material? I've recently completed my EASA ATPL with the Oxford ATPL books. Would you say these suffice for SAMRA, SARON, and INRAT?"

[+TSRA]

They should be for subjects such as principles of flight, navigation, and meteorology. If you're set on taking a course though, I would strongly suggest you look at Aerocourse (https://aerocourse.com/). Their books give you a very good feel for how the questions will be on the exams (in many cases, word for word), and I hear their seminars are top-notch. I'd suggest if you want to drop money on something. So that it is clear, I only ever bought their books, I have no affiliation other than seeing and hearing about their product, but I've never heard a bad thing. With that said, do not use their books to study the answers - as I said, that will eventually come back to bite you.

I would also suggest the following:

From the Ground Up (https://www.thresholdaviation.com/from-the-ground-up-30th-edition/) - This is the GO-TO textbook in Canada. You can get through most of the subjects in Canada with just this book. It is about as thick as one of my NZ subject books, but within those pages is a gold mine of information.

Canadian Aviation Regulations Website (https://tc.canada.ca/en/corporate-services/acts-regulations/list-regulations/canadian-aviation-regulations-sor-96-433) - This will be your one-stop shop for all the air law. Although I also used a book called "CARs in Plain English," you avoid the potential for changing regulations by going straight to the source.

TC AIM (https://tc.canada.ca/en/aviation/publications/transport-canada-aeronautical-information-manual-tc-aim-tp-14371) - The Aeronautical Information Manual outlines all the rules and procedures for operating an aircraft in Canada. You can think of it as expanded guidance from the CARs. This is not so much I suggest you get it, as you will need to get it if you have any chance of passing your exams - that is how integral it is to aircraft operations.

Nav Canada AIP (https://www.navcanada.ca/en/aeronautical-information/aip-canada.aspx) - The AIP is similar to, but quite different from the TC AIM. The only part of the AIP that you will likely find helpful is Part 1, often known as the CAP GEN. Parts 2 and 3 are used by international flight ops departments to figure out how to operate into and from Canada. When operating within Canada, it is the AIM that is the primary reference.

Air Command Weather Manual (https://www.thresholdaviation.com/products/Air-Command-Weather-Manual-Workbook.html) - An Air Force Weather Manual put out by the RCAF. It's good to grab as this seems to be what TC uses to develop their Met questions.

Mechanics of Flight (https://www.thriftbooks.com/w/mechanics-of-flight_alfred-cotterill-kermode/1365415/item/9265039/?utm_source=google&utm_medium=cpc&utm_campaign=pmax_canada_low&utm_adgroup=&utm_term=&utm_content=&gclid=CjwKCAjwp8OpBhAFEiwAG7NaEg9FyKT_yjbOYa3tO1wcBdcWFwtblr Bigh1YyooNuXuFPXM4_v7NBRoCk7IQAvD_BwE#idiq=9265039&edition=3199820) - Not well known in Canada, but I think every pilot should own this. It's great for principles of flight, and the content for high-speed flight is a great starting point for pilots.

Aerodynamics for Naval Aviators - Put out by the US Navy, this is a go-to book for principles of flight. There is a reason we used this during my university aerodynamics studies. Sure, it has its problems, but it is well worth the cost.

Human Factors in Aviation - Advanced Handbook - There are better books out there on the subject, but this is where TC seems to pull information for the questions. Be careful: there are two editions to this book: Basic and Advanced. Advanced is what you want for the ATPL. Basic is for the PPL and into the CPL.

Alright, as for other books that I won't hyperlink, but that I nevertheless found helpful (but in no particular order) during all my studies thus far (this includes a type rating and into my 23rd year as an airline pilot):

Dictionary of Aviation Terms
Handling the Big Jets
The Jet Engine (by Rolls-Royce)
Gas Turbine Engines (for Pilots and Mechanics)
The Turbine Pilots Flight Manual
Fly the Wing
Advanced Aircraft Systems
Flight Discipline (Kern)
Redefining Airmanship (Kern)
Airplane Flying Handbook (FAA, available as PDF. Just ignore the FAR stuff, unless you want to fly into the US, then it's handy!)
Instrument Flying Handbook (FAA, same as above)
Instrument Procedures Handbook (FAA, same as above, but there are a few differences between Canada and the US, so take this with the warning that is intended)

[Capirover]

Hello captains, any suggestions where to get the best source for SARON, SAMRA and INRAT study guide? Thank you for your comments!

[Capirover]

Hi, whats the meaning of CAP and CFS in the point number 5?

[+TSRA]

where to get the best source for SARON, SAMRA and INRAT study guide?

Transport Canada Study and Reference Guides (https://tc.canada.ca/en/aviation/licensing-pilots-personnel/flight-crew-licences-permits-ratings/study-reference-guides-sample-examinations)

​​​​​​​whats the meaning of CAP and CFS in the point number 5?

Both the CAP and the CFS are components of the Transport Canada Aeronautical Information Publication.

CAP - The Canada Air Pilot is a collection of manuals that describe the instrument procedures used at Canadian airports. There is a General Section (CAP GEN) that is a must, hence my specific inclusion in the list above. The other eight volumes contain the procedures for a particular part of Canada. For example, CAP 1 covers all the instrument procedures in the territories, whereas CAP 4 covers Ontario. There are two CAP versions for Quebec, one in English (CAP 5) and one in French (CAP 6). Although you will use the CAP during training, many commercial operators and almost all airlines use Jeppesen for this information.

CFS - In short, the Canada Flight Supplement is the official airport directory for all registered airports and aerodromes. It is reference material used primarily during flight planning to identify if the airport you are flying to has all the equipment, lighting, and fuel you need. Also included are communications procedures, some VFR transit information, and information regarding radio aids and emergency procedures. It is heavily used at flight schools and smaller operators, but at the airlines, we primarily reference company-produced documents or those published by Jeppesen.

You will need to become intimately familiar with how to quickly read and interpret both the CAP and the CFS for most Transport exams in Canada.

[Uphegoes]

I purchased it, and you're right. It will help me so much. I would appreciate it if one of those tests was exactly the same one I will do. The explanations in each test are more useful for understanding each point than reading 300 pages. I was an airline pilot in Brazil for many years, and I remember when I was applying for ANAC (It is like TC in Canada) exams, I used to do many practice tests like Nizuz and one of them was the same test with the same questions in the same order I had done it a few days before the test. What a dream. Thanks, man!
Hello everyone,
my profile is as follows.
TT - 1400Hrs.
BOEING 737 300/500 TIME: 1100Hrs
(ICAO) CPL with multi engine IR .
Currently flying for the Boeing 737 300/500 in Africa

My wife is a Canadian Citizen in Toronto and after I leave my current job I intend to come up to Canada and convert my licence and find a job. I want to know if I am eligible to write the Saron, Samra and Iatra exams to Covert my ICAO CPL for a frozen Canadian ATPL as I have not gotten the Total time of 1500hrs yet. Or am I only eligible for Canadian CPL ? what is the best and most suitable licence can get at this time and the process to do So.
Also,what is the current job scenario for a pilot with my hours and type rating.
I already done my medical last month still waiting for the certificate
I plan to visit Canada next month to do the ground research but at the same time help here would be highly appreciated.
Thanks

[rudestuff]

It'll take you 4-6 months to convert anyway, starting with the medical and study for the exams. By the time you're ready to go to Canada and take the exams you'll have 1500 hours. Just be aware that Canada has an unusual requirement for 150 actual PIC hours rather than the usual 100.

[+TSRA]

Hello everyone,
my profile is as follows.
TT - 1400Hrs.
BOEING 737 300/500 TIME: 1100Hrs
(ICAO) CPL with multi engine IR .
Currently flying for the Boeing 737 300/500 in Africa

So first, at face value, you cannot do what you are suggesting. You cannot convert a foreign CPL to a Canadian ATPL. I'll be long dead from being blue in the face from saying it, but Canada does not have a frozen ATPL. You either have a CPL or an ATPL. You can have your ATPL exams written, but it doesn't mean anything here. What you have to do is convert your foreign CPL to a Canadian CPL and then sit the required exams. You can't skip a step (I know, I tried! haha)

Second, you've given far too little information to make an informed comment about your eligibility to hold an ATPL. You have to compare your logged hours against the CARs (https://tc.canada.ca/en/corporate-services/acts-regulations/list-regulations/canadian-aviation-regulations-sor-96-433/standards/standard-421-flight-crew-permits-licences-ratings-canadian-aviation-regulations-cars#421_34) requirements. This includes items such as total time, total PIC, total cross-country, total cross-country at night, and total instrument. If you don't meet all the requirements, then you're not eligible for the license. So too if you don't have the experience then for a CPL. I've mentioned before how when I transferred a New Zealand CPL to my Canadian, I had some night hours to clean up because NZ required fewer hours than Canada. Thankfully, I already held a Canadian PPL, so I didn't have to jump through so many hoops, but be prepared to fall back down to a PPL if needed (although I doubt that with your experience). But, don't just compare your hours against the ATPL, compare them against the CPL to make sure you're good there. And, as rudestuff alludes to, we have a few weird rules here.

Speaking of weird, is PIC time. Canada requires 250 hours PIC time for the ATPL, of which 100 hours can come from a pilot-in-command under supervision program. The 150 hours rudestuff mentioned is a "soft" minimum for those at an air operator who have a PICUS program. Otherwise, its all the way up to 250 hours.

However, Canada does not recognize P1U/T (or P1U/S) or PICUS earned outside of Canada or at another operator for the purpose of licensing. This can be a stumbling block for guys and gals coming over who hope to use their previous "under supervision" time as PIC time. Canada is very straightforward in this regard: PIC time is logged by the Captain and only ever by the Captain. PICUS must be logged at the company, within 12 months of applying for the ATPL, and logged separately from PIC time. It cannot carry over from another company or another country. I raise this only because I've seen it twice where someone made the move over, thinking they had their PIC time all figured out, only to be told that nope, they only had 150 PIC, not the 250 that is required. Also, looking at the basic breakdown of your hours, you got onto a 737 with 300-ish hours, so you might be in that area where PIC time becomes problematic. So, either ask if the company has a PICUS program during your interview or go rent a plane. Better yet, if you have to rent, do a bunch of night-cross-country flights. Kill all the birds you can with a single stone.

As for job prospects, with your experience, you'd likely get a job with Air Canada or WestJet or their regional airlines, although don't expect to immediately get back onto a 737. Be ready to spend time on a Q400 or ATR. If at 1400 hours you hold out for a 737 or 320, you might be disappointed. Take what you can and run with it. Heck, you might even find something like a King Air or 1900D gets you away from autopilots and autothrottles and back into real flying again, if only for a bit! ;)

[Capirover]

Hello fellas, I have a few questions.

Do I need to get my medical exam issued by CAME (Civil Aviation Medical Examiner) - Transport Canada before applying the written exams and IFR test, like SARON, SAMRA, INRAT? or can I do it without the medical certificate? and where should I schedule the exams?

Nowadays, how long is taking to receive the medical exam with an adress inside Canada, British Columbia?

Thank you for your responses in advance, I really appreciate it.

Best,

[+TSRA]

Do I need to get my medical exam issued by CAME (Civil Aviation Medical Examiner) - Transport Canada before applying the written exams and IFR test, like SARON, SAMRA, INRAT?

Good question. CAR 401.13 - Examination Prerequisites is your answer. It states:

​​​​​​​

401.13 (1) Prior to taking a written examination, an applicant for a flight crew permit, licence or rating shall meet the prerequisites for the examination set out in the personnel licensing standards with respect to


(a) medical fitness;

(b) identification;

(c) a recommendation from the flight instructor who is responsible for the training of the applicant; and

(d) experience.


(2) The applicant for a flight crew permit, licence or rating must be sufficiently competent in one of the official languages to be able to read the examination questions and to write the answers without assistance.




So yes, you would require your medical to meet the (1)(a) requirement.

​​​​​​​where should I schedule the exams?

The TC regional office for where you are located. You mention BC, and from memory that is in Surrey, but that is easily Googalable...

​​​​​​​how long is taking to receive the medical exam with an adress inside Canada, British Columbia?

The service standard for most things at TC for pilot licensing is 40 working days, however, they say actual processing times vary and it's not uncommon to wait up to 6 months for the medical.

Your best bet though is to talk directly to Transport. That is where your conversion process will begin and end, and they can give you an up-to-date account based on your circumstances.

[selfin]

"...you would require your medical to meet the [401.13](1)(a) requirement"

Is that strictly how Transport interprets the standards at present? The prerequisites in 421 are more inclusive:


Standard 421: Division II—Testing

421.13 Examination Prerequisites

(1) For admission to a written examination required for the issue of a permit, licence or rating an applicant shall have met the medical standards for the issue of the permit, licence or rating and shall produce proof of medical fitness in one of the following forms:

(a) a Medical Certificate in the appropriate medical category;
(b) a Medical Assessment Letter (Form 26-0417) in the appropriate medical category;
(c) in the case of a Student Pilot Permit - Aeroplane, Pilot Permit - Ultra-light Aeroplane or Pilot Licence - Glider, a Civil Aviation Medical Declaration (Form 26-0297);
(d) a temporary Medical Certificate in the appropriate medical category; or
(e) a Medical Examination Report assessed to the appropriate medical category by the Regional Aviation Medical Officer.

Until earlier this year, there were covid-related exemptions allowing candidates to write exams without holding an appropriate medical certificate. It doesn't look like these have been extended.

There is still an exemption (until 28 Feb 2025) allowing the holder of a category 4 medical certificate, and a category 1 medical certificate that has become valid only for private pilot privileges, to attempt a flight test for the PPL/CPL/ATPL and flight instructor rating. NCR-006-2023 (https://tc.canada.ca/en/aviation/reference-centre/exemptions-canadian-aviation-regulations-cars). If Capirover might also rely on an FLVC and a valid foreign medical certificate to attempt flight tests.

[Capirover]

Good question. CAR 401.13 - Examination Prerequisites is your answer. It states:



So yes, you would require your medical to meet the (1)(a) requirement.



The TC regional office for where you are located. You mention BC, and from memory that is in Surrey, but that is easily Googalable...



The service standard for most things at TC for pilot licensing is 40 working days, however, they say actual processing times vary and it's not uncommon to wait up to 6 months for the medical.

Your best bet though is to talk directly to Transport. That is where your conversion process will begin and end, and they can give you an up-to-date account based on your circumstances.

Thank you for all the information given, I just made my medical exam 2 days ago, for type 1, hope don’t take too much time to get it. Regards,

[Capirover]

Good question. CAR 401.13 - Examination Prerequisites is your answer. It states:



So yes, you would require your medical to meet the (1)(a) requirement.



The TC regional office for where you are located. You mention BC, and from memory that is in Surrey, but that is easily Googalable...



The service standard for most things at TC for pilot licensing is 40 working days, however, they say actual processing times vary and it's not uncommon to wait up to 6 months for the medical.

Your best bet though is to talk directly to Transport. That is where your conversion process will begin and end, and they can give you an up-to-date account based on your circumstances.

"...you would require your medical to meet the [401.13](1)(a) requirement"

Is that strictly how Transport interprets the standards at present? The prerequisites in 421 are more inclusive:



Until earlier this year, there were covid-related exemptions allowing candidates to write exams without holding an appropriate medical certificate. It doesn't look like these have been extended.

There is still an exemption (until 28 Feb 2025) allowing the holder of a category 4 medical certificate, and a category 1 medical certificate that has become valid only for private pilot privileges, to attempt a flight test for the PPL/CPL/ATPL and flight instructor rating. NCR-006-2023 (https://tc.canada.ca/en/aviation/reference-centre/exemptions-canadian-aviation-regulations-cars). If Capirover might also rely on an FLVC and a valid foreign medical certificate to attempt flight tests.


Hi, sounds good. Thank you.

So, as I’m understanding, I’m an ATPL ICAO, with medical type 1 issued by ICAO and also I’m a medical first class FAA issued. With any of this certificates I should apply for the written exams? (SAMRA,SARON, INRAT).

[+TSRA]

So, as I’m understanding, I’m an ATPL ICAO, with medical type 1 issued by ICAO and also I’m a medical first class FAA issued. With any of this certificates I should apply for the written exams? (SAMRA,SARON, INRAT).

I suggest you contact Transport Canada. There are no credits listed for foreign applicants for the ATPL, unlike the PPL or CPL (421.34). As such, it does not read as though you can write the SAMRA, SARON, and INRAT based on a foreign ATPL (unlike the credits provided for a PPL or CPL). You can either convert ATPL to ATPL through the foreign license validation or FAA conversion exam, or you convert to a lower license to get the Canadian equivalent and then write the ATPL exams.

The issue here is not the medical or the license, it's both. You might meet the requirements for one (the medical) but you don't meet the requirements for the second (the license). This is why I've been saying call Transport Canada. They're the ones who can give you the definitive answer. Otherwise, and frankly, you're wasting time hoping something will work out.

[rudestuff]

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/1080x995/screenshot_20231206_235647_outlook_35298b71daf577c082610e919 9baa93e815f0b89.jpg
This is what they'll send you

[+TSRA]

I wonder why they've not included that into the standard like they have with the other license types...but, that makes sense that you'd need a Canadian medical - to get the file number for TC to be able to write the exam in the first place.

[Capirover]

Hello, does anyone knows where do I have to make the appointment for the SARON, INRAT & SAMRA?

thank you!

[+TSRA]

Check here (https://tc.canada.ca/en/aviation/licensing-pilots-personnel/flight-crew-licences-permits-ratings/flight-crew-examinations). In short, you contact your regional TC centre

[Capirover]

Thank you 🙏

[Phil.]

Hello everyone.
I have an EASA ATPL TR 320/330/350 and about 9k hours. I'm thinking about going for the TC license.
Could you tell me if I also have to take the INRAT test, or just SARON+SAMRA? I read on nizus "A candidate for the ATPL who does not have their IFR will need to pass the INRAT"... not sure if I can skip this one

Thanks for your help

[MRFarhadi]

Yes Phil. You'd need to pass INRAT too.