Icao cpl/ir to transport canada cpl/ir
Thread Starter
Joined: Nov 2023
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From: pakistan
Icao cpl/ir to transport canada cpl/ir
I need guidance from Canadian pilots .i have done my icao cpl/ir and having 197 hours of flying experience on c172p I want to convert my icao cpl to tc Canada cpl . i want to move Canada to continue my aviation journey as an international pilot have no idea about flying schools there neither i know the visa process so i need some help from an expert there . can i get a job after getting Canadian cpl . which path will be suitable for international pilots to follow need help .
Joined: Jun 2002
Aviation Qualifications: PPL
Posts: 7,176
Likes: 295
From: Nanaimo (CAC8)
Hi Khalid,
Welcome to PPRuNe. I’m not a commercial pilot but I have flown in Canada for a long time and I have some background knowledge.
Anyone can come to Canada to obtain a pilot’s licence. All you need is a visa and enough money.
The tricky part is working in Canada after you get your licence. Generally you either need to be a Canadian citizen or a Landed Immigrant. There may be some exceptions - I remember reading that some new CPL holders could stay in Canada for a while, working as an instructor.
My advice is talk to Harv’s Air and ask them:
https://www.harvsair.com/international-students/
I have no personal knowledge of Harv’s but they are often recommended on PPRuNe.
Good luck
PS See here:
https://www.harvsair.com/internation...-need-editing/
Welcome to PPRuNe. I’m not a commercial pilot but I have flown in Canada for a long time and I have some background knowledge.
Anyone can come to Canada to obtain a pilot’s licence. All you need is a visa and enough money.
The tricky part is working in Canada after you get your licence. Generally you either need to be a Canadian citizen or a Landed Immigrant. There may be some exceptions - I remember reading that some new CPL holders could stay in Canada for a while, working as an instructor.
My advice is talk to Harv’s Air and ask them:
https://www.harvsair.com/international-students/
I have no personal knowledge of Harv’s but they are often recommended on PPRuNe.
Good luck
PS See here:
https://www.harvsair.com/internation...-need-editing/
Last edited by India Four Two; 3rd January 2024 at 04:44. Reason: PS
Joined: Oct 2007
Aviation Qualifications: ATPL
Posts: 1,027
Likes: 120
From: Wherever I go, there I am
Lots of great flying schools, of which Harv's is one. So too are Mitchinsons, the Victoria Flying Club, Spectrum Airways, and the Moncton Flying Club.
So the first question is not the school, but where in Canada do you want to live? There is no sense in giving recommendations for a school in one location if you want to live on the other side of the country; it's just too big for that!
Once you've decided that, we can help you narrow down the search for a school. That school can then help you with the conversion program, part of which will be comparing your experience against the Canadian requirements. You can do that now through the hyperlink. Just take what we require here in Canada and compare it against what you have in your logbook. Then you can do any clean-up hours before you come over. With only 197 hours, you are probably short somewhere. Unless you completed your CPL through an accredited college program, you are 3 hours short of total time. But, like I said, a school can help you go through your hours, it just might be cheaper for you if you can do the cleanup at home. Plus, doing it yourself will get you into the Canadian Aviation Regulations early, which you will need to have a general understanding of if you hope to work here.
As for the visa process, your best bet is to talk to an immigration consultant, which you can find through any good search engine. It all depends on whether you want to come to study and work or to immigrate to live, and those are the experts who can help you there. That is an entirely separate process to your licensing though, don't conflate the two.
Finally, as for a job after all this, yes you could get a job after. But that's a ways-a-way down the road. Focus on your visa process first, then the schooling, then the job.
So the first question is not the school, but where in Canada do you want to live? There is no sense in giving recommendations for a school in one location if you want to live on the other side of the country; it's just too big for that!
Once you've decided that, we can help you narrow down the search for a school. That school can then help you with the conversion program, part of which will be comparing your experience against the Canadian requirements. You can do that now through the hyperlink. Just take what we require here in Canada and compare it against what you have in your logbook. Then you can do any clean-up hours before you come over. With only 197 hours, you are probably short somewhere. Unless you completed your CPL through an accredited college program, you are 3 hours short of total time. But, like I said, a school can help you go through your hours, it just might be cheaper for you if you can do the cleanup at home. Plus, doing it yourself will get you into the Canadian Aviation Regulations early, which you will need to have a general understanding of if you hope to work here.
As for the visa process, your best bet is to talk to an immigration consultant, which you can find through any good search engine. It all depends on whether you want to come to study and work or to immigrate to live, and those are the experts who can help you there. That is an entirely separate process to your licensing though, don't conflate the two.
Finally, as for a job after all this, yes you could get a job after. But that's a ways-a-way down the road. Focus on your visa process first, then the schooling, then the job.
Joined: Apr 2005
Posts: 141
Likes: 15
From: yyz
I need guidance from Canadian pilots .i have done my icao cpl/ir and having 197 hours of flying experience on c172p I want to convert my icao cpl to tc Canada cpl . i want to move Canada to continue my aviation journey as an international pilot have no idea about flying schools there neither i know the visa process so i need some help from an expert there . can i get a job after getting Canadian cpl . which path will be suitable for international pilots to follow need help .
Joined: Apr 2004
Posts: 734
Likes: 10
From: London, GB
Search the Transport Canada flight training unit database. Results can be narrowed down by province/territory and rating/licence. If you're on a budget, the cost of accommodation will be a major deciding selection factor. Harv's Air near Winnipeg, Manitoba, probably offers the best value for money all round. There's (very basic) student accommodation there.
Expedite the assessment for the Category 1 (ICAO Class 1) medical certificate. Normally, a valid/appropriate certificate is needed to a flight test. Under exemption NCR-006-2023 (valid until 28 Feb 2025), a CPL flight test can be done with a valid category 4 medical cert (non-ICAO, valid only in Canadian airspace). Search exemptions database here. See relevant feedback from someone on this issue here. There are half a dozen Canadian AMEs in the UK and another dozen in France: look for a CAME here. If you're not already a Canadian resident, you can apply for a foreign licence validation certificate (FLVC) based on your UK PPL. If you are already a resident, see CAR 421.26(8) for the restricted (foreign-based) PPL.
If you wish to apply for a PGWP after training, you'll need to fulfil these conditions and the FTU must be a DLI. Separately, if you are not older than 35 and hold a UK/Channel Islands passport, you can apply fairly easily for two work permits for 24 and 12 months respectively under the IEC (working holiday) "youth mobility" scheme.
Transport will endorse a Canadian licence with a multiengine aeroplane class rating without further testing if you apply within 12 months of obtaining the same rating on a foreign licence.—CAR 421.38(3)(c)(ii).
Expedite the assessment for the Category 1 (ICAO Class 1) medical certificate. Normally, a valid/appropriate certificate is needed to a flight test. Under exemption NCR-006-2023 (valid until 28 Feb 2025), a CPL flight test can be done with a valid category 4 medical cert (non-ICAO, valid only in Canadian airspace). Search exemptions database here. See relevant feedback from someone on this issue here. There are half a dozen Canadian AMEs in the UK and another dozen in France: look for a CAME here. If you're not already a Canadian resident, you can apply for a foreign licence validation certificate (FLVC) based on your UK PPL. If you are already a resident, see CAR 421.26(8) for the restricted (foreign-based) PPL.
If you wish to apply for a PGWP after training, you'll need to fulfil these conditions and the FTU must be a DLI. Separately, if you are not older than 35 and hold a UK/Channel Islands passport, you can apply fairly easily for two work permits for 24 and 12 months respectively under the IEC (working holiday) "youth mobility" scheme.
Transport will endorse a Canadian licence with a multiengine aeroplane class rating without further testing if you apply within 12 months of obtaining the same rating on a foreign licence.—CAR 421.38(3)(c)(ii).
Joined: Jun 2024
Posts: 6
Likes: 0
From: England
Thanks for all the info, much appreciated.
After converting my UK PPL to a TC PPL and getting a TC CPL and MEIR, can I get a PGWP, as long as the training is a minimum of 8 months and how long would the PGWP be valid for?
Also, I don't think getting a job with a 250 Hour CPL MEIR is very likely, so would an Instructor Rating be a good route to go down, as it would help get 1-year work experience to eventually apply for permanent residence whilst also getting my hours up to 1500?
After converting my UK PPL to a TC PPL and getting a TC CPL and MEIR, can I get a PGWP, as long as the training is a minimum of 8 months and how long would the PGWP be valid for?
Also, I don't think getting a job with a 250 Hour CPL MEIR is very likely, so would an Instructor Rating be a good route to go down, as it would help get 1-year work experience to eventually apply for permanent residence whilst also getting my hours up to 1500?
Joined: Apr 2004
Posts: 734
Likes: 10
From: London, GB
Conversion to a Canadian PPL is an unnecessary intermediate step unless you need (or want!) to do hour building and an FLVC is unsuitable. You can go directly to a CPL course with a non-Canadian PPL. The FLVC allows you to act as PIC on the strength of your UK PPL and UK medical certificate. You can expect to wait at least a couple of months, perhaps half a year, for a Canadian medical certificate to be issued so don't delay the assessment. You'll also need the Canadian medical to write exams!
Two caveats on hour building. It is unclear whether 30 hours of solo flight time, part of the flight experience specified in the CARS for the CPL, must be done under the supervision of a (Canadian) flight instructor. See discussion here. Second, "solo flight time means, with respect to the flight time necessary to acquire a permit, licence or rating ... in the case of a pilot, the flight time during which the pilot is the sole flight crew member ..." CAR 400.01(1).
A PGWP is available only for approved courses, lasting at least 8 months, done at a DLI. See summary of rules here. The permit is issued for a period equal to the time spent studying. If you study for two years, it may be possible to apply for a three-year permit, which is the maximum period given. You can stack courses together if needed. There is a lifetime limit of one PGWP per person. Most western nationals can pursue flight training in Canada up to six months as a visitor, without a study permit. AFAIK, a study permit requires the courseload to be at least 15 hours per week. The study permit should allow you to work, on- or off-campus, for up to 24 hours per week, assuming you're not competing with half of Punjab, eg here. If you're aiming to instruct, you might pick up a low-skilled job at the FTU.
Why do you want 1 500 hours specifically? Are you mixing up US and Canadian industry requirements? The total flight experience for a Canadian CPL is 200 hours, not 250 hours. Also you don't need a group 1 (multiengine) instrument rating to instruct. Canada is coming out of a bubble in flight training right now so the demand for instructors isn't as acute as last summer.
Two caveats on hour building. It is unclear whether 30 hours of solo flight time, part of the flight experience specified in the CARS for the CPL, must be done under the supervision of a (Canadian) flight instructor. See discussion here. Second, "solo flight time means, with respect to the flight time necessary to acquire a permit, licence or rating ... in the case of a pilot, the flight time during which the pilot is the sole flight crew member ..." CAR 400.01(1).
A PGWP is available only for approved courses, lasting at least 8 months, done at a DLI. See summary of rules here. The permit is issued for a period equal to the time spent studying. If you study for two years, it may be possible to apply for a three-year permit, which is the maximum period given. You can stack courses together if needed. There is a lifetime limit of one PGWP per person. Most western nationals can pursue flight training in Canada up to six months as a visitor, without a study permit. AFAIK, a study permit requires the courseload to be at least 15 hours per week. The study permit should allow you to work, on- or off-campus, for up to 24 hours per week, assuming you're not competing with half of Punjab, eg here. If you're aiming to instruct, you might pick up a low-skilled job at the FTU.
Why do you want 1 500 hours specifically? Are you mixing up US and Canadian industry requirements? The total flight experience for a Canadian CPL is 200 hours, not 250 hours. Also you don't need a group 1 (multiengine) instrument rating to instruct. Canada is coming out of a bubble in flight training right now so the demand for instructors isn't as acute as last summer.
Last edited by selfin; 26th July 2024 at 13:16.
Joined: Jun 2024
Posts: 6
Likes: 0
From: England
I was told by every flight school I have contacted so far that I need to convert my UK PPL to a Canadian one; maybe a money-making scheme? The FLVC conversion is valid for a year, so if I get my CPL in that time, I'm assuming I wouldn’t need to worry about converting to a TC PPL as I have a superior licence? Would I be allowed to commence training in Canada for the CPL and MEIR (maybe also the instructor rating) with just the FLVC conversion? Would every hour from my UK PPL count using the FLVC? Also, do jobs in Canada require an initial TC PPL, or as long as the CPL and other ratings are Canadian?
Regarding the hour building, would the 30 hours in the CPL course count towards PIC time, as I currently have about 10 hours PIC from my PPL, so my thinking was to do hour building for 60 hours, then add the 30 from the CPL, giving me a total of 100 hours PIC by the time of applying for the CPL licence? Also, would PIC time from hour building in USA count towards this?
Yeah with the PGWP, I would plan to do the CPL and MEIR full-time, so if this takes 8 months to complete (which is why I might need to do an instructor rating to make sure the training is 8 months), I'm assuming I would get a PGWP for 1 year, which eventually would allow me to apply for permanent residence after working for that long, assuming I find a job? Can the PGWP be renewed?
I thought there was a 1500 hour requirement to apply to the airlines, maybe I have misunderstood? Adding up my current hours from my PPL and the minimums listed for the CPL and MEIR, I would have just over 250 hours, hence why I didn't say 200. I know I can apply for jobs in smaller aircraft with around a 250 hour CPL MEIR, but these are little to none, so getting an instructor rating would help increase my hours to eventually get to the airlines, which now you're saying isn't 1500?
Thanks once again - this insight is invaluable
Regarding the hour building, would the 30 hours in the CPL course count towards PIC time, as I currently have about 10 hours PIC from my PPL, so my thinking was to do hour building for 60 hours, then add the 30 from the CPL, giving me a total of 100 hours PIC by the time of applying for the CPL licence? Also, would PIC time from hour building in USA count towards this?
Yeah with the PGWP, I would plan to do the CPL and MEIR full-time, so if this takes 8 months to complete (which is why I might need to do an instructor rating to make sure the training is 8 months), I'm assuming I would get a PGWP for 1 year, which eventually would allow me to apply for permanent residence after working for that long, assuming I find a job? Can the PGWP be renewed?
I thought there was a 1500 hour requirement to apply to the airlines, maybe I have misunderstood? Adding up my current hours from my PPL and the minimums listed for the CPL and MEIR, I would have just over 250 hours, hence why I didn't say 200. I know I can apply for jobs in smaller aircraft with around a 250 hour CPL MEIR, but these are little to none, so getting an instructor rating would help increase my hours to eventually get to the airlines, which now you're saying isn't 1500?
Thanks once again - this insight is invaluable
Joined: Apr 2004
Posts: 734
Likes: 10
From: London, GB
"I was told by every flight school I have contacted so far that I need to convert my UK PPL to a Canadian one..."
You'll need to manage your expectations with Canadian training organisations. Transport don't make this a requirement.
The 30 solo hours as part of the CPL training will be logged as PIC and these hours can be accumulated on a Canadian aeroplane using an FLVC or better. Any other hour building done as PIC on aeroplanes, whatever the state of registry, will count towards the total experience requirement, eg your existing 10 PIC hours done for the UK PPL count towards the 100 PIC hours needed for the Canadian CPL. When you make an application to Transport for the CPL, a copy of your personal flying logbook will be sufficient evidence of the total flight time iaw section 28 of the Aeronautics Act. However, Transport will require the aforementioned 30 hours to be recorded in a Canadian pilot training record. See this thread.
On a fine point, the FLVC isn't a conversion. You should be able to apply for second one. The bar against residents applying for an FLVC is made in subsection 401.07(1) of the regulations but it might not apply to persons admitted under a study permit. I don't know how Transport interprets this. As mentioned, if you need to do hour building and an FLVC isn't available, you could write the PSTAR exam (90% pass required), obtain a Canadian category 1 or 3 medical, meet the Canadian PPL flight experience requirements—read them because they go beyond the UK PPL requirements!—then apply for a restricted (foreign-based) PPL. The restricted PPL does not require a flight test. Re the FLVC, you should be able to pick it up at a TCCA licensing office a day or two after emailing copies of your foreign licence, medical, and recent logbook pages.
The PGWP is a one-shot deal and you must apply for it in a timely fashion. Any regularly scheduled academic breaks can be counted as study time for the purpose of extending the PGWP period, however, modular flight training courses usually won't be structured to include such breaks. You might be better off doing an academic course in another field, eg many universities have divisions of continuing studies where you can do non-credit courses that culminate in a diploma or certificate. Are you not eligible for a work permit under the IEC working holiday programme?
Jazz advertises a minimum of 500 hours. Westjet Encore advertises at least 750 hours. Actual requirements are probably higher but there's no regulatory basis in Canada for a minimum of 1 500 hours.
You'll need to manage your expectations with Canadian training organisations. Transport don't make this a requirement.
The 30 solo hours as part of the CPL training will be logged as PIC and these hours can be accumulated on a Canadian aeroplane using an FLVC or better. Any other hour building done as PIC on aeroplanes, whatever the state of registry, will count towards the total experience requirement, eg your existing 10 PIC hours done for the UK PPL count towards the 100 PIC hours needed for the Canadian CPL. When you make an application to Transport for the CPL, a copy of your personal flying logbook will be sufficient evidence of the total flight time iaw section 28 of the Aeronautics Act. However, Transport will require the aforementioned 30 hours to be recorded in a Canadian pilot training record. See this thread.
On a fine point, the FLVC isn't a conversion. You should be able to apply for second one. The bar against residents applying for an FLVC is made in subsection 401.07(1) of the regulations but it might not apply to persons admitted under a study permit. I don't know how Transport interprets this. As mentioned, if you need to do hour building and an FLVC isn't available, you could write the PSTAR exam (90% pass required), obtain a Canadian category 1 or 3 medical, meet the Canadian PPL flight experience requirements—read them because they go beyond the UK PPL requirements!—then apply for a restricted (foreign-based) PPL. The restricted PPL does not require a flight test. Re the FLVC, you should be able to pick it up at a TCCA licensing office a day or two after emailing copies of your foreign licence, medical, and recent logbook pages.
The PGWP is a one-shot deal and you must apply for it in a timely fashion. Any regularly scheduled academic breaks can be counted as study time for the purpose of extending the PGWP period, however, modular flight training courses usually won't be structured to include such breaks. You might be better off doing an academic course in another field, eg many universities have divisions of continuing studies where you can do non-credit courses that culminate in a diploma or certificate. Are you not eligible for a work permit under the IEC working holiday programme?
Jazz advertises a minimum of 500 hours. Westjet Encore advertises at least 750 hours. Actual requirements are probably higher but there's no regulatory basis in Canada for a minimum of 1 500 hours.
Joined: Jun 2024
Posts: 6
Likes: 0
From: England
Yeah, that makes a lot more sense, thanks. I wasn't aware of the IEC working holiday programme, all the flight schools have been pushing the PGWP - managing expectations. This could be a potential option.
I had a few questions regarding this:
Do you have to pick either the PGWP or IEC working holiday programme or can you do one after the other?
Would it not affect the IEC working holiday programme if I have done my flight training in Canada?
What happens when the IEC working holiday programme is over?
Would the IEC working holiday programme help in getting permanent residency?
What are the chances of success in getting the IEC working holiday programme?
Some flight schools have been saying due to the new changes this year, getting study permits, PGWP and permanent residency is a lot harder. Do you have any insight on this?
I'm currently weighing up my options as to carrying on in the UK or moving to Canada; currently in favour of Canada as, if I'm right in thinking, it is a lot cheaper, more fun, no 13 ATPL exams and the training would be done a lot quicker?
The only thing currently in the way is the visa as I just needed some clarification on whether I would be eligible for a work permit after receiving my training and then eventually the right to live and work.
Thank you once again.
I had a few questions regarding this:
Do you have to pick either the PGWP or IEC working holiday programme or can you do one after the other?
Would it not affect the IEC working holiday programme if I have done my flight training in Canada?
What happens when the IEC working holiday programme is over?
Would the IEC working holiday programme help in getting permanent residency?
What are the chances of success in getting the IEC working holiday programme?
Some flight schools have been saying due to the new changes this year, getting study permits, PGWP and permanent residency is a lot harder. Do you have any insight on this?
I'm currently weighing up my options as to carrying on in the UK or moving to Canada; currently in favour of Canada as, if I'm right in thinking, it is a lot cheaper, more fun, no 13 ATPL exams and the training would be done a lot quicker?
The only thing currently in the way is the visa as I just needed some clarification on whether I would be eligible for a work permit after receiving my training and then eventually the right to live and work.
Thank you once again.
Joined: Apr 2004
Posts: 734
Likes: 10
From: London, GB
The IEC and post-graduate work permits are separate and don't affect each other. The PGWP must be obtained shortly after completing eligible study courses, so you'll likely want to use that up before applying for additional work permits under the IEC scheme, as long as you meet the age requirements. You can apply for additional IEC work permits for each eligible citizenship you hold. Flight training in Canada has no impact on your participation in the IEC scheme.
"What are the chances of success in getting the IEC working holiday programme?"
That depends on citizenship and the application date. For UK passport holders, the odds of being selected this year are slim whereas currently an Irish passport holder stands an excellent chance. It's better to apply as a UK citizen at the start of the year when the quota is refreshed. Quotas by country are here.
If you're aiming for PR, you'll likely need a job offer from an employer who can secure a positive LMIA. It's unlikely any FTU would offer an instructor job to a non-Canadian because it requires the employer to pay at least the median wage for 1 560 hours per annum. The median wage for pilots, under NOC no. 72600, is 40 to 50 CAD per hour depending on the province/territory. Median wage figures for flight instructors haven't been separately estimated.
Working in Canada will increase the points needed to be eligible for participation in the Federal Skilled Worker programme. This means you can enter the Express Entry pool to be considered for PR. However, the pool is oversubscribed and only candidates with the highest CRS scores are invited to apply. CRS points are given to applicants with work experience both inside and outside Canada in the same occupational classification. Setting aside PR chances, have you apprised yourself of the current cost of living in Canada?
"Some flight schools have been saying due to the new changes this year, getting study permits, PGWP and permanent residency is a lot harder. Do you have any insight on this?"
There have been a bunch of changes this year, eg the number of study permits will be reduced by 35%, spouses can no longer apply for an open work permit unless the principal applicant is pursuing a post-graduate degree, FTUs in places like BC cannot newly apply for DLI status, etc.
"I'm currently weighing up my options as to carrying on in the UK or moving to Canada; currently in favour of Canada as, if I'm right in thinking, it is a lot cheaper, more fun, no 13 ATPL exams and the training would be done a lot quicker?"
There are several separate considerations here. Hour building, training, immediate job opportunities, and your long-term career goals. Numerous factors make for richer hour building in Canada compared to the UK. Canada offers greater geographical diversity with more opportunities for mountain flying and many beautiful places to fly, such as Vancouver Island. The airspace can be far less congested. ATC is more accommodating. Aircraft hire costs are lower. Despite the snow and bitterly cold winters, the climate tends to be more favorable overall, with approximately a third more sunny days per year in major cities. For instance, Winnipeg has about 44% more sunny days than London. Doing the hour building in Canada does not commit you to training for a Canadian CPL/MEIR.
The quality of flight training in Canada is broadly comparable to that in the UK. Both countries derive their air exercises and training syllabuses from the same Gosport System. The CPL training course in Canada includes spin training and you'll need to demonstrate spin entry and recovery on the test. Ground school is shorter and the exams are fewer, ie ther CPL and IR require only one exam paper each. The flight instructor rating training takes longer than in the UK. You can anticipate spending at least 3 months on this. You'll also need to budget for ground briefings and preparatory ground instruction for all courses to be undertaken. On a positive note, it means you'll also be paid for these activities if you take up instructing. You'll need to carefully consider and cost out the subsequent acquisition of a UK CPL/MEIR in case things don't work out in Canada. The subsequent "conversion" of a Canadian CPL/MEIR into the UK equivalent will cost substantially more than you'll save as a flight instructor working in Canada for several years.
"What are the chances of success in getting the IEC working holiday programme?"
That depends on citizenship and the application date. For UK passport holders, the odds of being selected this year are slim whereas currently an Irish passport holder stands an excellent chance. It's better to apply as a UK citizen at the start of the year when the quota is refreshed. Quotas by country are here.
If you're aiming for PR, you'll likely need a job offer from an employer who can secure a positive LMIA. It's unlikely any FTU would offer an instructor job to a non-Canadian because it requires the employer to pay at least the median wage for 1 560 hours per annum. The median wage for pilots, under NOC no. 72600, is 40 to 50 CAD per hour depending on the province/territory. Median wage figures for flight instructors haven't been separately estimated.
Working in Canada will increase the points needed to be eligible for participation in the Federal Skilled Worker programme. This means you can enter the Express Entry pool to be considered for PR. However, the pool is oversubscribed and only candidates with the highest CRS scores are invited to apply. CRS points are given to applicants with work experience both inside and outside Canada in the same occupational classification. Setting aside PR chances, have you apprised yourself of the current cost of living in Canada?
"Some flight schools have been saying due to the new changes this year, getting study permits, PGWP and permanent residency is a lot harder. Do you have any insight on this?"
There have been a bunch of changes this year, eg the number of study permits will be reduced by 35%, spouses can no longer apply for an open work permit unless the principal applicant is pursuing a post-graduate degree, FTUs in places like BC cannot newly apply for DLI status, etc.
"I'm currently weighing up my options as to carrying on in the UK or moving to Canada; currently in favour of Canada as, if I'm right in thinking, it is a lot cheaper, more fun, no 13 ATPL exams and the training would be done a lot quicker?"
There are several separate considerations here. Hour building, training, immediate job opportunities, and your long-term career goals. Numerous factors make for richer hour building in Canada compared to the UK. Canada offers greater geographical diversity with more opportunities for mountain flying and many beautiful places to fly, such as Vancouver Island. The airspace can be far less congested. ATC is more accommodating. Aircraft hire costs are lower. Despite the snow and bitterly cold winters, the climate tends to be more favorable overall, with approximately a third more sunny days per year in major cities. For instance, Winnipeg has about 44% more sunny days than London. Doing the hour building in Canada does not commit you to training for a Canadian CPL/MEIR.
The quality of flight training in Canada is broadly comparable to that in the UK. Both countries derive their air exercises and training syllabuses from the same Gosport System. The CPL training course in Canada includes spin training and you'll need to demonstrate spin entry and recovery on the test. Ground school is shorter and the exams are fewer, ie ther CPL and IR require only one exam paper each. The flight instructor rating training takes longer than in the UK. You can anticipate spending at least 3 months on this. You'll also need to budget for ground briefings and preparatory ground instruction for all courses to be undertaken. On a positive note, it means you'll also be paid for these activities if you take up instructing. You'll need to carefully consider and cost out the subsequent acquisition of a UK CPL/MEIR in case things don't work out in Canada. The subsequent "conversion" of a Canadian CPL/MEIR into the UK equivalent will cost substantially more than you'll save as a flight instructor working in Canada for several years.
