Training in Canada?
Join Date: Jul 2002
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Alberta
Hi folks,
I'm a Brit living in Canada for a while. Whilst here, I decided to convert my JAR CPL/IR to the Canadian equivalent. I did my training at a place called Bar XH. They’re in a small city called Medicine Hat which is about 250km SE of Calgary.
They were one of the best priced schools I could find in Alberta, and they won't try and stich you up with pre-flight and post-flight briefing fees! Alberta is a great province, and at the moment they enjoy only 6% tax!
Med Hat airport and the surrounding airspace is nice and quiet, and the training area is only 10nm SW of the airfield. Med Hat has two runways, an NDB and VOR approach, whilst Lethbridge, which is about 30 mins flight time, has the ILS. Med Hat is as cheap as chips to live in too!
Bar XH also operate King Air, Jetstream and Navajo aircraft on medivac and charter flights. The CFI's a current King Air driver, and most of the instructors eventually end up on the fleet. They have an excellent onsite maintenance dept, so if an aircraft goes down, it'll be fixed ASAP (parts permitting!).
I highly recommend them, and you can contact the CFI here. [email protected]
I'm a Brit living in Canada for a while. Whilst here, I decided to convert my JAR CPL/IR to the Canadian equivalent. I did my training at a place called Bar XH. They’re in a small city called Medicine Hat which is about 250km SE of Calgary.
They were one of the best priced schools I could find in Alberta, and they won't try and stich you up with pre-flight and post-flight briefing fees! Alberta is a great province, and at the moment they enjoy only 6% tax!
Med Hat airport and the surrounding airspace is nice and quiet, and the training area is only 10nm SW of the airfield. Med Hat has two runways, an NDB and VOR approach, whilst Lethbridge, which is about 30 mins flight time, has the ILS. Med Hat is as cheap as chips to live in too!
Bar XH also operate King Air, Jetstream and Navajo aircraft on medivac and charter flights. The CFI's a current King Air driver, and most of the instructors eventually end up on the fleet. They have an excellent onsite maintenance dept, so if an aircraft goes down, it'll be fixed ASAP (parts permitting!).
I highly recommend them, and you can contact the CFI here. [email protected]
Join Date: Jun 2006
Location: Canada
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I agree with c130 dreamer. I did my CPL, MEIR in Med Hat at Bar XH and had no problems. Good planes for a great price, Be55 Baron CDN$265.00 and most of the instructors drive the king air or Navajo. the Goods and service tax is only 6% and no provincial tax (other provinces have an additional 7 to 11% tax in as well.
The weather in Med Hat is great with 320 sunshine days per year. There are certainly more VFR days but enviro Canada uses sunshine days. Don't pass over this place just because it isnt in a big city!
The weather in Med Hat is great with 320 sunshine days per year. There are certainly more VFR days but enviro Canada uses sunshine days. Don't pass over this place just because it isnt in a big city!
Join Date: Jun 2006
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Yup they are still there, They have Two 172, an arrow, a barron, two navajo, 6 BE200, a BE300 and 4 four jetstreams. Hopping little place. 37 years old as of this year. Great place to train. Les is still around too.
Join Date: May 2006
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Originally Posted by colonial pilot
You could save a good amount if you went to a place like south eastern Alberta the place I know of will do the PPL for about GBP 3600 (%CDN$7500). Their 172 rents out wet for CDN$107.00 GST(VAT) included.
Accommodations are fairly cheap as well. I rented a 1100 square foot 2 bedroom apartment for about CDN$550.00. The local college will also let people stay in the student residence if they have space.
The weather is excellent there is as well the city I'am talking about is officially Canada's sunniest City with over 300 VFR days per year.
The really attractive thing about Training in Canada is that if your course is six months or less you do not require a visa. There is no background check either.
Accommodations are fairly cheap as well. I rented a 1100 square foot 2 bedroom apartment for about CDN$550.00. The local college will also let people stay in the student residence if they have space.
The weather is excellent there is as well the city I'am talking about is officially Canada's sunniest City with over 300 VFR days per year.
The really attractive thing about Training in Canada is that if your course is six months or less you do not require a visa. There is no background check either.
On the bar xh school, do i have to attend the college on the links to do the course as i can't click on the ppl link but only the college link.
Last edited by A330ismylittlebaby; 13th Jul 2006 at 18:32.
Join Date: Jun 2006
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You dont really need to wait untill summer since they have great clear weather during the winter. What bad weather they do have blows through in a couple of hours and then it is clear.
The temperatures are cold but it didn't stop my training.
Their website isn't the best but you can get their CFI at [email protected]
The temperatures are cold but it didn't stop my training.
Their website isn't the best but you can get their CFI at [email protected]
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Originally Posted by colonial pilot
You dont really need to wait untill summer since they have great clear weather during the winter. What bad weather they do have blows through in a couple of hours and then it is clear.
The temperatures are cold but it didn't stop my training.
Their website isn't the best but you can get their CFI at [email protected]
The temperatures are cold but it didn't stop my training.
Their website isn't the best but you can get their CFI at [email protected]
Join Date: Dec 2004
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i did all my flight training in Canada except for my JAA conversion which was elsewhere.
As far as being in a big city, if you want airline that's where you want to train !! The busier the better
i first flew in Oshawa, Ontario and that was sort of quiet. You learn more when there's busy airspace, it seems scary but if you get used to it with an instructor beside you then you will be steps ahead when you go solo.
imagine only having flown in uncontrolled airspace and then renting an aircraft solo in a different city you want to explore -- the workload alone will make the trip a nightmare instead of an enjoyable challenge.
i later went to proifr in Vancouver and that was the best ! if i could i would land at Vancouver intl every time but the landing fee was like $32 each time
proifr is at Boundary Bay which borders Washington state so you can do frequent hops to the States to get used to customs and procedures too.
As far as i know the UK are very strict when it comes to accepting other countries JAA conversions so it's best to do your research and ask them directly. The school in Moncton is definitely accepted in the UK but the route i took would most likely not be accepted in the UK
There's more than one way to skin a cat if you are willing to work outside the UK.
Cheers
As far as being in a big city, if you want airline that's where you want to train !! The busier the better
i first flew in Oshawa, Ontario and that was sort of quiet. You learn more when there's busy airspace, it seems scary but if you get used to it with an instructor beside you then you will be steps ahead when you go solo.imagine only having flown in uncontrolled airspace and then renting an aircraft solo in a different city you want to explore -- the workload alone will make the trip a nightmare instead of an enjoyable challenge.
i later went to proifr in Vancouver and that was the best ! if i could i would land at Vancouver intl every time but the landing fee was like $32 each time
proifr is at Boundary Bay which borders Washington state so you can do frequent hops to the States to get used to customs and procedures too.As far as i know the UK are very strict when it comes to accepting other countries JAA conversions so it's best to do your research and ask them directly. The school in Moncton is definitely accepted in the UK but the route i took would most likely not be accepted in the UK
There's more than one way to skin a cat if you are willing to work outside the UK.Cheers
Join Date: Mar 2006
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Originally Posted by Miss Aviator
As far as being in a big city, if you want airline that's where you want to train !! 
Rubbish!
You learn more when there's busy airspace.
Prove it?
imagine only having flown in uncontrolled airspace and then renting an aircraft solo in a different city you want to explore.
?????
i later went to proifr in Vancouver and that was the best ! if i could i would land at Vancouver intl every time but the landing fee was like $32 each time.
Boring!
Rubbish! You learn more when there's busy airspace.
Prove it? imagine only having flown in uncontrolled airspace and then renting an aircraft solo in a different city you want to explore.
????? i later went to proifr in Vancouver and that was the best ! if i could i would land at Vancouver intl every time but the landing fee was like $32 each time.
Boring! I bow to your superior knowledge - not!
Lol,
SP xxxxxx
Last edited by secret_pilot; 19th Jul 2006 at 16:12.
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dude...not for anything, but when your trying to learn the basics of flying (ie. pre solo) you want as little distraction as possible. you have enough to worry about without having to also concentrate on what the controller wants you to do.
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Originally Posted by UB6IB9
dude...not for anything, but when your trying to learn the basics of flying (ie. pre solo) you want as little distraction as possible. you have enough to worry about without having to also concentrate on what the controller wants you to do.
SP
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First off, SP, I think you are rather immature as to call me names... my nick is Miss Aviator. I was stating an opinion so I don't need to prove anything. One of the many opinions that the original poster will sift through and try to decide where to train next.
(SP: If you chose to respond to me any further with disdain then you won't hear anymore from me because I will not stoop so low)
This thread began with:
"...currently hold a ppl from 43 airschool south africa..."
Therefore, this person is past the solo stage and needs to hone the skills learned. During or after the CPL they can begin IFR and that's when busy airspace (read as various approaches available) gives way to more interaction with atc -- instead of ducking under busy airspace while vfr so you don't have to talk with controllers.
Safe landings to all.
(SP: If you chose to respond to me any further with disdain then you won't hear anymore from me because I will not stoop so low)
This thread began with:
"...currently hold a ppl from 43 airschool south africa..."
Therefore, this person is past the solo stage and needs to hone the skills learned. During or after the CPL they can begin IFR and that's when busy airspace (read as various approaches available) gives way to more interaction with atc -- instead of ducking under busy airspace while vfr so you don't have to talk with controllers.
Safe landings to all.
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Miss Aviator,
Yeah OK, changing your nick name was a bit silly I suppose, maybe a more mature response would have been:
How can you justify saying ‘As far as being in a big city, if you want airline that's where you want to train’? Did you get employed with an airline solely on the basis of this?
What proof have you that training new IFR students in busy airspace is better that training them initially on approaches in quiet uncontrolled airspace, and then introducing them to controlled airspace as they become more proficient? Are you an instructor?
Your comment about going to an unfamiliar airport and hiring an aircraft to fly IFR was interesting. I don’t know of any aircraft hirer who would allow an individual to just turn up and fly into the sunset without a check ride first, do you?
After hearing great things about Pro IFR, I initially decided to go to BB to convert my JAR IR to the Canadian equivalent. I left after one day - enough said!
Happy landings!
SP
Yeah OK, changing your nick name was a bit silly I suppose, maybe a more mature response would have been:
How can you justify saying ‘As far as being in a big city, if you want airline that's where you want to train’? Did you get employed with an airline solely on the basis of this?
What proof have you that training new IFR students in busy airspace is better that training them initially on approaches in quiet uncontrolled airspace, and then introducing them to controlled airspace as they become more proficient? Are you an instructor?
Your comment about going to an unfamiliar airport and hiring an aircraft to fly IFR was interesting. I don’t know of any aircraft hirer who would allow an individual to just turn up and fly into the sunset without a check ride first, do you?
After hearing great things about Pro IFR, I initially decided to go to BB to convert my JAR IR to the Canadian equivalent. I left after one day - enough said!
Happy landings!
SP
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SP,
Sorry to hear that you had a bad experience at PRO. Just like you experienced something I experienced only good things when learning approaches in that airspace. To each his own. Not all flight instructors are equal and maybe you came across a so-so one. In any case, JM, the owner, is known even on the East coast of Canada for his level of professionalism, various Transport Canada personel get seminars and training from him as well -- that has to mean something.
As far as renting an aircraft, I was of course implying that you would have a check-ride first (everyone knows you can't just rent without it). That's only a check-ride for the immediate area then you are off on your own for a small cross-country to later return to the busy airspace by yourself and deal with atc in most likely a different situation than what you would have experienced with the instructor.
Finally, no, I am not an instructor and yes, my flying experience is what ultimately got me my airline career... isn't that how it always goes ? In fact, if I was only flying in rural locations they would have been hesitant I'm sure as the major factor was working for an air taxi operation in big cities. That was my experience, I say again, my opinion and experience...
No hard feelings...
Cheers
Sorry to hear that you had a bad experience at PRO. Just like you experienced something I experienced only good things when learning approaches in that airspace. To each his own. Not all flight instructors are equal and maybe you came across a so-so one. In any case, JM, the owner, is known even on the East coast of Canada for his level of professionalism, various Transport Canada personel get seminars and training from him as well -- that has to mean something.
As far as renting an aircraft, I was of course implying that you would have a check-ride first (everyone knows you can't just rent without it). That's only a check-ride for the immediate area then you are off on your own for a small cross-country to later return to the busy airspace by yourself and deal with atc in most likely a different situation than what you would have experienced with the instructor.
Finally, no, I am not an instructor and yes, my flying experience is what ultimately got me my airline career... isn't that how it always goes ? In fact, if I was only flying in rural locations they would have been hesitant I'm sure as the major factor was working for an air taxi operation in big cities. That was my experience, I say again, my opinion and experience...
No hard feelings...
Cheers
Join Date: Jun 2006
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I don't think you need to do you training in A big center to get to the airlines. The school I trained at (Bar XH) has former students at every major carrier in Canada. One of my mates on my CPL is at Cathay. It's more about your collective experience and attitude that gets you the job. Most companies now use a "hire attitude, train for skill" policy. This has more to do with having good employee morale than anything. That said time in the log is still a big factor.
As for dismissing a small center. I think most people would just assume that small centers don't have the facilities that larger ones have. This is not necessarily true.
Medicine Hat where I did my training has 4 approaches. 1 VOR, 1 NDB, and 2 RNAV approaches.
Within 20 minutes at lethbridge they have 5 approaches. 1 ILS, 1 LOCBC, 1 VOR 1NDB and an 1 RNAV.
Then within 50 minutes at Calgary (4 Busiest in Canada as of 2002 probably higher now) There are 3 ILS and a VOR approach.
There are also two other uncontrolled airports with approaches within 1 hour of Medicine Hat.
Yes you have to fly some cross country to get to the other airports but what is wrong with learning how to use the system and plan IFR cross countries. I know that schools with all the necessary approaches on the field still have to do the required XC work but you normally only get the minimum. Also those schools tend to train exactly the skills test you will take. I know this because when I instructed at a busy field all we were allowed to do by ATC was the skills test profile.
What I really want to get across is do your research. Had I not done my due diligence I would not have trained at Medicine Hat. You need to research the school. Find out what equipment they have and find out what the experience level of their instructors is. When I went to Bar XH all the instructors flew in the Medevac and Charter operations as well as instructed. So when my instructor showed or explained some thing about IFR I believed him since they had the experience of being out in the soup the day before.
The funny thing about Canada is that a smaller cities tend to hide enormous resources. Who would believe that a city like Medicine Hat (64k) is Home office to a 20 aircraft operator with a training school as well.
Yes I did train at BXH, and training at BXH has not hurt my career. Colonial
As for dismissing a small center. I think most people would just assume that small centers don't have the facilities that larger ones have. This is not necessarily true.
Medicine Hat where I did my training has 4 approaches. 1 VOR, 1 NDB, and 2 RNAV approaches.
Within 20 minutes at lethbridge they have 5 approaches. 1 ILS, 1 LOCBC, 1 VOR 1NDB and an 1 RNAV.
Then within 50 minutes at Calgary (4 Busiest in Canada as of 2002 probably higher now) There are 3 ILS and a VOR approach.
There are also two other uncontrolled airports with approaches within 1 hour of Medicine Hat.
Yes you have to fly some cross country to get to the other airports but what is wrong with learning how to use the system and plan IFR cross countries. I know that schools with all the necessary approaches on the field still have to do the required XC work but you normally only get the minimum. Also those schools tend to train exactly the skills test you will take. I know this because when I instructed at a busy field all we were allowed to do by ATC was the skills test profile.
What I really want to get across is do your research. Had I not done my due diligence I would not have trained at Medicine Hat. You need to research the school. Find out what equipment they have and find out what the experience level of their instructors is. When I went to Bar XH all the instructors flew in the Medevac and Charter operations as well as instructed. So when my instructor showed or explained some thing about IFR I believed him since they had the experience of being out in the soup the day before.
The funny thing about Canada is that a smaller cities tend to hide enormous resources. Who would believe that a city like Medicine Hat (64k) is Home office to a 20 aircraft operator with a training school as well.
Yes I did train at BXH, and training at BXH has not hurt my career. Colonial
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Just don't give the bears any sandwiches
Seriously, I can only endorse what dewarg says. Some of the places you land at in the North are just stunning and are really worth a navex.
Standardisation amongst examiners is quite noticeable.
Phil
Seriously, I can only endorse what dewarg says. Some of the places you land at in the North are just stunning and are really worth a navex.
Standardisation amongst examiners is quite noticeable.
Phil
Join Date: Jun 2006
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Yes dewarg is correct in saying that the regulator is very vigilant.
All instructors are monitored by Transport Canada based on their students flight test results. If an instructor's pass rate drops below 80% Transport investigates and if nessecary takes corrective action. All new instructors must be monitored by a senior instructor. sort of an apprenticeship program.
Transport is making a huge effort to standardize training and testing to eliminate regional differences.
The Air Transport Association of Canada is also making a effort through their members to go beyond the minimum standards set by Transport Canada and provide exceptional training.
As for Navexs not only is the scenery great but so are the people, I have had people lend me their car to drive into town to get some food. Well worth looking into Canada as a place to train or hour build.
All instructors are monitored by Transport Canada based on their students flight test results. If an instructor's pass rate drops below 80% Transport investigates and if nessecary takes corrective action. All new instructors must be monitored by a senior instructor. sort of an apprenticeship program.
Transport is making a huge effort to standardize training and testing to eliminate regional differences.
The Air Transport Association of Canada is also making a effort through their members to go beyond the minimum standards set by Transport Canada and provide exceptional training.
As for Navexs not only is the scenery great but so are the people, I have had people lend me their car to drive into town to get some food. Well worth looking into Canada as a place to train or hour build.
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Kawartha Lakes Canada
Hi Guys I am planing to head out to this school in January. Thye seem very friendly and inform me the weather although cold will offer good VFR flying. Just wondering if any of you have any experience from this school?