Training in Canada?
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Training in Canada?
Has anyone ever thought of, or has trained in Canada? Then successfully converted to the CAA/JAA equivalent.
I was thinking about this as it is as cheap as the US but they are governed by Transport Canada regulations, who, I believe fall under ICAO, therefore making conversion to JAA relatively easy.
Am I right or way off the mark?
Any hidden extras I should know about?
Any feedback, advice or experiences would be great.
152
I was thinking about this as it is as cheap as the US but they are governed by Transport Canada regulations, who, I believe fall under ICAO, therefore making conversion to JAA relatively easy.
Am I right or way off the mark?
Any hidden extras I should know about?
Any feedback, advice or experiences would be great.
152
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152 - So far as the JAA are concerned there is no difference between a US and a Canadian licence. Both are issued in accordance with ICAO Annex 1 and both are non-JAA. There is no mechanism for converting a non-JAA licence no matter where it is issued, you would still have to pass all of the ground exams and skill tests.
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canada is a great place to train, concensus appears to rate transport canada standards above the faa. others may disagree. to convert a canadian licence to jaa:
if you hold a canadian cpl me/ir and you want a jaa atpl:
you must complete an approved atpl groundschool course and pass all the exams. then you must complete training at the discretion of the fto to pass the jaa cpl/GF flight test. then you must complete a 50 hr me/ir approved course for you me/ir and pass the flight test.
the cost of training is much cheaper here but your me ir is not recognised by the jaa... but you can do an approved jaa me/ir course in canada at canadian prices. if you did that you would save a bundle i believe.
besides the views in bc are superb.
I are canadian!!!!!
if you hold a canadian cpl me/ir and you want a jaa atpl:
you must complete an approved atpl groundschool course and pass all the exams. then you must complete training at the discretion of the fto to pass the jaa cpl/GF flight test. then you must complete a 50 hr me/ir approved course for you me/ir and pass the flight test.
the cost of training is much cheaper here but your me ir is not recognised by the jaa... but you can do an approved jaa me/ir course in canada at canadian prices. if you did that you would save a bundle i believe.
besides the views in bc are superb.
I are canadian!!!!!
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IR in Canada
I'm considering doing a multi-engined IR at Professional IFR Ltd, Vancouver, BC, Canada.
I already have UK CAA PPL/IMC/night ratings plus FAA private. Is there anyone out there who has trained with them? Any comments gratefully received.
Some specific questions:
1. Is Canadian IR training broadly similar to the FAA IR?
2. Are Canadian airspace procedures basically similar to procedures in the USA?
3. How easy is it to convert the Canadian IR to the JAR IR?
Thanks
I already have UK CAA PPL/IMC/night ratings plus FAA private. Is there anyone out there who has trained with them? Any comments gratefully received.
Some specific questions:
1. Is Canadian IR training broadly similar to the FAA IR?
2. Are Canadian airspace procedures basically similar to procedures in the USA?
3. How easy is it to convert the Canadian IR to the JAR IR?
Thanks
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Kala87....
I did some training with Professional IFR many years ago. Did their exam seminar and a couple of sim sessions. Never did any flying with them though. Found their training system to be excellent and very informative.
The Canadian Instrument Procedures and Airspace System is fairly similar to each other. You won't have too many problems, however, I have seen quite a few US pilots find the Canadian IFR training a little challenging. I believe the training in Canada goes a little further....maybe due to procedures.
Hope that helps you.
I did some training with Professional IFR many years ago. Did their exam seminar and a couple of sim sessions. Never did any flying with them though. Found their training system to be excellent and very informative.
The Canadian Instrument Procedures and Airspace System is fairly similar to each other. You won't have too many problems, however, I have seen quite a few US pilots find the Canadian IFR training a little challenging. I believe the training in Canada goes a little further....maybe due to procedures.
Hope that helps you.
Join Date: Dec 2001
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Any idea which school is better in Montreal,Qc,canada!
Hi to everyone,
Very soon i want to start my CPT, I hope somebody out there can give me a better idea which school is better?,i did already all search possible,visit schools and so on , i'd just like to hear it from some of you,who might had taken the trainning in any of those schools : (hemisph air,Montreal flying club,Pro aviation,Carg air), thanks a lot see you soon on the air!! au revoir!
[ 05 December 2001: Message edited by: hoender ]
Very soon i want to start my CPT, I hope somebody out there can give me a better idea which school is better?,i did already all search possible,visit schools and so on , i'd just like to hear it from some of you,who might had taken the trainning in any of those schools : (hemisph air,Montreal flying club,Pro aviation,Carg air), thanks a lot see you soon on the air!! au revoir!
[ 05 December 2001: Message edited by: hoender ]
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Hoender,
You're probably asking the wrong crowd. The guys and gals who check out his site are mainly based and interested in European JAA state type affairs.
You would be better off posting this question on
http://www.syz.com/avcanada/forums/v...hp?forum=1&140
Not being overly familiar with Montreal from a flying perspective I can't unfortunately advise you.
Bon chance mon ami.
Cheers,
CG.
You're probably asking the wrong crowd. The guys and gals who check out his site are mainly based and interested in European JAA state type affairs.
You would be better off posting this question on
http://www.syz.com/avcanada/forums/v...hp?forum=1&140
Not being overly familiar with Montreal from a flying perspective I can't unfortunately advise you.
Bon chance mon ami.
Cheers,
CG.
Join Date: Jun 2000
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Durham Flight Centre, Oshawa Ontario. 30 minutes east of Toronto.
PFC-2 Simulator ($75 CDN dual) C-310 ($240 CDN dual) C-172 (($88 CDN solo, $133 for dual advanced instruction)
All 'wet' rates.
A number of very experienced IMC instructors on staff.
Call 00-800-2497-2497 or email me directly if you would like more information.
Cheers.
PFC-2 Simulator ($75 CDN dual) C-310 ($240 CDN dual) C-172 (($88 CDN solo, $133 for dual advanced instruction)
All 'wet' rates.
A number of very experienced IMC instructors on staff.
Call 00-800-2497-2497 or email me directly if you would like more information.
Cheers.
Join Date: Apr 2002
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modular and canada
Hi,
hope a couple of you can help me with this one...
if I am wanting to complete a modular course to a frozen APTL how much of it would I be able to complete in Canada...
at the very least I'd do my 150 hrs... but I'm hoping I could take my PPL there as well or wouldn't that be recognised here?
also is there time limits on how long after completing the ground exams you have to take CPL etc?
thanks,
hope a couple of you can help me with this one...
if I am wanting to complete a modular course to a frozen APTL how much of it would I be able to complete in Canada...
at the very least I'd do my 150 hrs... but I'm hoping I could take my PPL there as well or wouldn't that be recognised here?
also is there time limits on how long after completing the ground exams you have to take CPL etc?
thanks,
Paid up
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I believe the Canadians do issue PPLs of their own on the strength of an PPL issued in line with ICAO (i.e. JAR/CAA ones are acceptable) in the same manner as their southern neighbours.
You can do your ATPL via distance learning sat in a bunker in Afganistan if you so wish.
For a UK JAR CPL, your options are back here in Blighty, or there are a couple of flight schools in Florida with approval (just don't tell WWW!).
From taking the first ATPL written exam, you have 3 years to pass the IR, and 7 years from that date (or your last IR renewal) to 'unfreeze' your ATPL, the basic requirements for which is 1500hrs TT, plus 'X' hrs multi-crew and 100 hrs at night.
Someone please shout if I'm giving out duff gen - very bored today, reading about global weather systems!
You can do your ATPL via distance learning sat in a bunker in Afganistan if you so wish.
For a UK JAR CPL, your options are back here in Blighty, or there are a couple of flight schools in Florida with approval (just don't tell WWW!).
From taking the first ATPL written exam, you have 3 years to pass the IR, and 7 years from that date (or your last IR renewal) to 'unfreeze' your ATPL, the basic requirements for which is 1500hrs TT, plus 'X' hrs multi-crew and 100 hrs at night.
Someone please shout if I'm giving out duff gen - very bored today, reading about global weather systems!
Last edited by Gin Slinger; 3rd Apr 2002 at 13:58.
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Some schools still advertise a conversion course to convert your Canadian CPL IR to the JAA equivalent. However, this conversion course is really the full approved JAA course with no reduction in hours or cost. Don't get caught out. Great place to fly but out of Canada and the US I would go for the US for all the reasons mentioned in this thread. Good luck
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Western Canada uni/college recomendations
Hi, I was just wondering what the main differences are between getting your Diploma vs. the degree. I will be starting at Mt Royal in september(if I get accepted). I was wondering if there are any other flight schools here that would be any options that will be as good, if not better.
I was also wondereing what the main differences are between a diploma vs a degree?
thanks
I was also wondereing what the main differences are between a diploma vs a degree?
thanks
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Flying schools in Ottawa, Canada and conversion to CAA/JAA
I have been searching for flying school around Ottawa in Canada and would like some input from anyone who has had any experience with any of the flying schools in the region. I have visited a few and found a school which has Katanas. They were a rather interesting looking two-seater aircraft. If anyone knows anything about the Katanas please shed some light.
I also would like to know the procedure to convert a Canadian license to a British or European license. Would I have to do lots of tests ? Is it a complicated procedure ? If anyone can answer any of these questions, I would really appreciate it. Thanks a million.
I also would like to know the procedure to convert a Canadian license to a British or European license. Would I have to do lots of tests ? Is it a complicated procedure ? If anyone can answer any of these questions, I would really appreciate it. Thanks a million.
PPRuNe Handmaiden
From a basic "foreign"ICAO CPL to a JAR ATPL is a long and expensive process.
Medical at Gatwick. You should get away with 189 pounds for that.
You are looking at having to do the 14 ATPL exams again after doing either 6 months groudschool or XX months Distance Learning.
There is discussion about concessions for ICAO IR's. As it stands at the moment you'll get maybe 5 hours off if you have some multi time. So, another 50 hours for a multi IR (JAR).
Then add in a MCC course...
It all adds up...
As far as I know, no one is doing JAR CPL theory hence the need for the ATPL theory.
Medical at Gatwick. You should get away with 189 pounds for that.
You are looking at having to do the 14 ATPL exams again after doing either 6 months groudschool or XX months Distance Learning.
There is discussion about concessions for ICAO IR's. As it stands at the moment you'll get maybe 5 hours off if you have some multi time. So, another 50 hours for a multi IR (JAR).
Then add in a MCC course...
It all adds up...
As far as I know, no one is doing JAR CPL theory hence the need for the ATPL theory.
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m777,
I've been at the Ottawa Flying Club for the last few years. The OFC and the Ottawa Aviation Servies (OAS) are the only clubs that I'm aware of at Ottawa MacDonald Cartier International (CYOW). I'm assuming you live in the area, in which case there are a couple of clubs at Carp Airport (CYRP) and Rockcliffe (CYRO). The OFC currently has a fleet of C-150's, C-172's, an Arrow and a Beech Duchess (twin). I don't believe the OAS (the club with the Katana's) has a twin ....probably same goes for the others mentioned. As you may be aware a multi IFR is pretty much essential for working as a commercial pilot, unless you're considering strictly VFR operations such as bush/float and possibly surveying.
Regarding the Katana's - I've heard may good things about them, however apparently their Rotax engines are not as robust and reliable as the Cessna Lycoming engine (though much quieter), and that was what the Chief AME at our club who told me, and he know's what he's talking about. The OFC does all the maintenance and servicing of all the OAS planes (Katana's) and one thing the OFC is noted for is good servicing and keeping the fleet in good shape. Apparently the Katana's offer a great view out of the cockpit and I think they cruise at higher speeds than the C-150. Personally, I'd be happy to have a chance to fly one. One thing I did hear is that they are pretty easy to land and so may lull a beginner student into a 'false sense' that landings are easy.
Redsnail seems to have correctly addressed your queries regarding conversions. Drop me an e-mail to my pilot prune account if you want to ask me any questions. You can even call me if you live in the Ottawa area ....
Good luck.
C.G.
I've been at the Ottawa Flying Club for the last few years. The OFC and the Ottawa Aviation Servies (OAS) are the only clubs that I'm aware of at Ottawa MacDonald Cartier International (CYOW). I'm assuming you live in the area, in which case there are a couple of clubs at Carp Airport (CYRP) and Rockcliffe (CYRO). The OFC currently has a fleet of C-150's, C-172's, an Arrow and a Beech Duchess (twin). I don't believe the OAS (the club with the Katana's) has a twin ....probably same goes for the others mentioned. As you may be aware a multi IFR is pretty much essential for working as a commercial pilot, unless you're considering strictly VFR operations such as bush/float and possibly surveying.
Regarding the Katana's - I've heard may good things about them, however apparently their Rotax engines are not as robust and reliable as the Cessna Lycoming engine (though much quieter), and that was what the Chief AME at our club who told me, and he know's what he's talking about. The OFC does all the maintenance and servicing of all the OAS planes (Katana's) and one thing the OFC is noted for is good servicing and keeping the fleet in good shape. Apparently the Katana's offer a great view out of the cockpit and I think they cruise at higher speeds than the C-150. Personally, I'd be happy to have a chance to fly one. One thing I did hear is that they are pretty easy to land and so may lull a beginner student into a 'false sense' that landings are easy.
Redsnail seems to have correctly addressed your queries regarding conversions. Drop me an e-mail to my pilot prune account if you want to ask me any questions. You can even call me if you live in the Ottawa area ....
Good luck.
C.G.