Converting an ICAO CPL/ATPL to Canadian Equivelant.
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Converting an ICAO CPL/ATPL to Canadian Equivelant.
With a total time of approximately 1300 hours (most of which are on jets), I am interested in converting my ICAO license to Transport Canada.
Tried looking up for info on their site, couldn't comprehend much. A brief overview of the procedure would be appreciated
P.S: How long does it take to secure a job if one lands in as a migrant? (Regional flying is the aim).
Tried looking up for info on their site, couldn't comprehend much. A brief overview of the procedure would be appreciated
P.S: How long does it take to secure a job if one lands in as a migrant? (Regional flying is the aim).
You would qualify for a commercial pilots licence and with 1300 hours, you would still be considered to be a low time pilot in Canada... but that is changing.
First things first, make sure you can obtain the right to work. That's the hard part. The licence conversion is the easy part. Part IV - Personnel Licensing and Training - Transport Canada
http://www.tc.gc.ca/eng/civilaviation/regserv/cars/part4-standards-421-1086.htm#421_30
First things first, make sure you can obtain the right to work. That's the hard part. The licence conversion is the easy part. Part IV - Personnel Licensing and Training - Transport Canada
http://www.tc.gc.ca/eng/civilaviation/regserv/cars/part4-standards-421-1086.htm#421_30
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Thank you for your reply. What is the TT safe margin these days as per the aviation norms in Canada?
I do not intend to work in Canada as of yet. The intention is to just keep the TC license handy in case I need to apply in the future.
I do not intend to work in Canada as of yet. The intention is to just keep the TC license handy in case I need to apply in the future.
My mistake. I was referring to the fact the airlines are still recruiting at around 2500-3000 hours TT these days but the numbers are falling... rapidly. Not important if you are not going for a job though as that has no bearing on getting and holding a Canadian Licence.
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Big lines for CPL are:
- 100 hrs pic.
- 300 NM X-country.
Big lines for ATPL are:
- 250 hrs PIC.
- Of which 25 hrs PIC night X-country.
Remember these are not the full requirement, please check TC for details.
Good luck.
- 100 hrs pic.
- 300 NM X-country.
Big lines for ATPL are:
- 250 hrs PIC.
- Of which 25 hrs PIC night X-country.
Remember these are not the full requirement, please check TC for details.
Good luck.
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Hi guys,
I am looking to convert my ATPL (currently on type with a B787 rating) to a Canadian ATPL, and possibly stop flying for 1-2 years to explore other opportunities in Canada. However, I would like to keep my flying options open in case my plan doesn't work out.
Where can I engage a B787 TRE in Canada, to conduct my type rating renewal annually? Please send me your recommendations and contacts. Thank you so much for your help.
Best Regards,
Type Rated Driver
I am looking to convert my ATPL (currently on type with a B787 rating) to a Canadian ATPL, and possibly stop flying for 1-2 years to explore other opportunities in Canada. However, I would like to keep my flying options open in case my plan doesn't work out.
Where can I engage a B787 TRE in Canada, to conduct my type rating renewal annually? Please send me your recommendations and contacts. Thank you so much for your help.
Best Regards,
Type Rated Driver
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Converting ATPL PIC time
I read on the TC canada website that they require 250 PIC time out of which maximum of 100pic hours can be from PICUS (p1 under supervision). I recently heard that the 100PICUS hours cannot be counted if its from a foreign country. Can anyone confirm this?
Much thanks
JJ
Much thanks
JJ
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Your PICUS time overseas won't count.
cyk,
Interesting. There's a discussion on this very issue of the acceptance of overseas PICUS toward ATP flight time requirements in the USA.
I acknowledge Canada and the US aren't the same country or regulatory system but can you cite a Canadian av regulation supporting your statement ?
Just for comparison ?
Interesting. There's a discussion on this very issue of the acceptance of overseas PICUS toward ATP flight time requirements in the USA.
I acknowledge Canada and the US aren't the same country or regulatory system but can you cite a Canadian av regulation supporting your statement ?
Just for comparison ?
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cyk,
Interesting. There's a discussion on this very issue of the acceptance of overseas PICUS toward ATP flight time requirements in the USA.
I acknowledge Canada and the US aren't the same country or regulatory system but can you cite a Canadian av regulation supporting your statement ?
Just for comparison ?
Interesting. There's a discussion on this very issue of the acceptance of overseas PICUS toward ATP flight time requirements in the USA.
I acknowledge Canada and the US aren't the same country or regulatory system but can you cite a Canadian av regulation supporting your statement ?
Just for comparison ?
Para (3) - the supervisory pilots need to be briefed on the picus program and the "Minister's" (read - Transport Canada) requirements - which would be outlined in the applicable Canadian Air Operator's 'Operations Manual' - which is individually approved by TC.
Foreign operators aren't following the Canadian "Minister's" (Transport Canada's requirements), nor is there Ops Manual directly approved by TC - so TC has no idea what your PICUS program consists of, nor if it is satisfactory to the "Minister".
Also, 421.11 uses the term 'air operator' - which if we look at the interpretation section of CAR 101.01 - is defined as a operator holding a Canadian Air Operator's Certificate issued under Part VII.
So in short, TC doesn't count PICUS time with foreign operators.
Do what everyone else does anyways and join a flying club and bang off 100 hours PIC in a 152.
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Just a query - if most hours flown are P2, how is the requirement for the P1 going to be met towards the ATPL?
From where I come from, they just count P2 as half of P1 (100 P2 = 50 P1). Else most people would never get ATPLs.
From where I come from, they just count P2 as half of P1 (100 P2 = 50 P1). Else most people would never get ATPLs.
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Although after that I went straight to p2 multicrew. Let's see what happens.
Good question. The FAA addressed this issue with uncharacteristic clarity of thought back in the 1950s. See the last paragraph:
https://www.faa.gov/about/office_org...rpretation.pdf
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I76,
Good question. The FAA addressed this issue with uncharacteristic clarity of thought back in the 1950s. See the last paragraph:
https://www.faa.gov/about/office_org...rpretation.pdf
Good question. The FAA addressed this issue with uncharacteristic clarity of thought back in the 1950s. See the last paragraph:
https://www.faa.gov/about/office_org...rpretation.pdf
Great share sir. Went through it.
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Is it easier to convert an FAA ATP to TC ATPL, than a non-FAA ATPL? FAA allows counting PIC U/S (SIC) time towards ATP, so would one still require the 250h PIC time when converting to TC ATP?
