• Aeroplane class/type ratings
• Night
• VFR Over The Top (VFR OTT)
• Instrument

Aeroplane Class/Type Ratings

Most private pilots are endorsed to fly single-engined land aeroplanes, but why stop there? What about flying a multi-engined seaplane? Eh, eh?! For this you will need to upgrade your aircraft class endorsement. There are two kinds of aircraft classes that dictate which surface you can takeoff and land on: seaplanes and landplanes. In addition to this, there are 3 kinds of aircraft classes with different engine layouts: single-engine, multi-engine and multi-engine centre line thrust.

Since takeoff, landing and aircraft handling on water is quite different to that on land, it has its own class rating. For a seaplane rating you need 7 hours of seaplane training, including: 5 hrs dual instruction and a minimum of 5 takeoffs and landings as sole occupant (or PIC for 2-crew planes). You also need to focus on specific exercises like taxiing, sailing, docking, takeoffs, landings, operation on glassy & rough water as well as during crosswind conditions. After you have these requirements, you need to take a flight test. If you got your PPL on a seaplane, you will need the following to get a landplane rating: 3 hrs landplane training, including 2 hrs dual instruction and a minimum of 5 takeoffs and landings while solo. You also need to have made sure to include taxiing, takeoffs and landings (also with crosswinds) during your training.

Single-engined aircraft generally are slow and simple to operate. Why not make things interesting by adding one or more engines. You can then get to places faster and maybe even fly further! Multi-engined aeroplanes are more complex to operate. One huge difference though, is that with two or more engines there is the possibility that you can have assymetric thrust if one fails. It is vital to be able to handle the aircraft under this assymetric thrust condition. For a multi-engine rating you need 10 hrs dual instruction and need to pass a flight test.

An example of a multi-engined centre line thrust airplane is the Cessna 336/337 seen below. The two engines are positioned to the front and back of the cockpit and while one pulls the other pushes. ~Danny

There are also aircraft type ratings where you can be endorsed to fly certain aircraft. You may want to do this to fly an aerobatic plane, a tail-dragger or if you want to operate balloons. The requirements for these vary and can be found in the CARs.

Night Rating

Being restricted to day flying can be inconvenient when flying close to sunrise or sunset. Night flying is rewarding in that you can potentially fly 24/7 and see the skylines of cities at night. In order to get a night rating on your licence, you need 10 hrs night flight time, including: 5 hrs dual (2 hrs of which should be dual cross-country time) and 5 hrs solo flight time (including at least 10 takeoffs, circuits and landings). In addition, you need 10 hrs dual instrument time (5 hrs of which can be instrument ground time – or in a simulator).

VFR Over The Top Rating

The weather beneath clouds can be horrible, but depending on the cloud layers it is usually bright and sunny above them. This can be inconvenient to a flight if a shallow layer of cloud lies over your track. To get around flying under the ceiling, you can exercise the privileges of a VFR OTT rating. VFR OTT ratings allow you to fly over cloud layers that may otherwise hinder a VFR pilot. Note that there are specific conditions that must occur at your destination airport and elsewhere to exercise this privilege. To get this rating, you must complete 15 hrs dual instrument time (5 hrs of which can be ground instrument time). The privileges of this rating can automatically be exercised by a holder of a Commercial Pilot Licence.

Instrument Rating

Most days, the weather can be considered good enough for VFR flight. In some cases though, it is not. To fly on these ‘bad weather days’, you need to fly in accordance with instrument flight rules and need an instrument rating. This rating is issued in four groups.

• Group 1 – for all aircraft (flight test conducted in multi-engined aeroplane)
• Group 2 – for multi-engined centre line thrust and single-engined aeroplanes (flight test conducted in MCLT aeroplane)
• Group 3 – for single-engined aeroplanes (flight test conducted in single-engined aeroplane)
• Group 4 – for helicopters (flight test conducted in helicopter)

To get one of these ratings, you need to pass the INRAT exam (70% or more). You also need a minimum of: 50 hrs of cross-country PIC flight time and 40 hrs instrument time of which 20 hrs can be instrument ground time. Most notably, the 40 instrument hrs should include a dual cross-country flight under simulated or actual IMC at least 100 nm long (including an instrument approach to minima at two different locations). You will also have to pass a flight test. Note that this rating has a period of validity and has to be renewed every two years.

I hope this has been helpful and I wish you the best of luck in your passion for flying. For the legal regulations, standards and wording regarding crew licences and ratings, visit CARs part 4. Papa Charlie out.

Posts that may be related:

1. Getting a Canadian pilot’s licence [Part 1: Licence options]
2. Getting a Canadian pilot’s licence [The tests]
3. Getting a Canadian pilot’s licence [The Cost]

• Getting a Canadian pilot's licence [Part 1: Licence options]
• Getting a Canadian pilot's licence [Part 2: Ground School]
• Getting a Canadian pilot’s licence [The tests]
• Getting a Canadian pilot's licence [The Cost]
• Canadian pilot's licence [The Flying]
• Canadian pilot's licence [Extra Endorsements]
• New Licence Format

Me, taking off on my first solo

After a few lessons this will be you!

The Lessons

Each flight lesson will consist of a ground briefing (also called a pre-flight ground instruction aka PGI or a pre-flight briefing aka PFB), the actual inflight practice and a debrief. Depending on your lesson the PFB and the debrief may be skipped. All lessons are based on the flight training manual (TP1002) which is a Transport Canada publication used by all schools in Canada. It lists all the exercises you are expected to be able to perform on a flight test. The first few lessons will concentrate on a single exercise however, as you progress, you will be expected to perform all the previous exercises. If you think about it, it makes sense: the first exercise is straight and level flight then climbs and descents and then turns and so on.

Flight 0

Assuming you have not already done so, your first flight will be a familiarization flight. This is a half hour flight giving you the chance to see what it’s like to be in a plane and decide if you really want to do this. Some people figure out that it’s not for them and stop their training there. Of course if you think this could happen to you (as in if you have even the slightest doubt about being in a small civil aircraft) I would recommend you do this before you begin ground school.

During the familiarization flight you will get the chance to control the aircraft and get used to the view from up there.

Nanticoke Power plant from 3000 feet ASL

During my flight I was allowed to control the aircraft from start-up to short final. It was an amazing experience and it sealed my conviction that I want a pilot’s licence.

Important Flights

First Solo

Taxiing back after my first solo

Your first solo is a flight you will remember for the rest of your life. The flight itself will consist of taxiing to the runway, taking off, doing one circuit then landing and taxiing back to the apron. Sounds simple enough but there is a lot training that must be covered before hand.

To be cleared for a solo, you need to be able to take off and land safely. You also need to safely recover from a possible engine failure in the circuit. Your instructor will go through the procedures, demonstrate it a few times then have you perform it. Once your instructor is satisfied you can safely recover, you’re good to go.

You can read about my first solo to get an idea of what happens during one.

First Solo to the Practice Area
Following your first solo, you will spend some time (usually about 5 hours) practicing circuits on your own. In my case, I had the chance to practice quite a few ballooning and bouncing recoveries. Your instructor will then rejoin you in the plane and you will practice forced approaches which are the en-route equivalent of engine failures in a circuit. Basically your instructor will cut the throttle on you and you have to simulate the emergency situation and procedures. I’ll dedicate a later post to forced approaches, but suffice it to say that while there are a lot of steps to be followed, you’ll get the hang of them by the third or fourth one. The same deal applies to going solo to the practice area: once your instructor is satisfied that you know what you are doing and can do it safely, you’ll be released to go.

When I went I decided to practice pilotage (ground to map) for navigation. I had had trouble finding significant features from the ground on the map so I took this opportunity to practice that.

Cross-Countries
A cross-country is a flight more than 25 NM in length with multiple stopovers. Each school has its own approved routes which you will have to take. They usually include one or two controlled airports and at least one uncontrolled airport. At Peninsulair, my former school, the “short” cross country was from Hamilton (CYHM), to Waterloo (CYKF), to London (CYXU), to St. Thomas (CYQS) and back to Hamilton.

My short cross country route

The cross country gives you a chance to practice all the skills you have learned so far: climbs and descents, turns, straight and level flight, takeoffs, landings and those pesky radio calls. The first time you go you’ll be joined by your instructor who will ensure you do all those things right and are aware of emergency procedures.

Solo Cross-Country
Your first solo cross-country will be along the same route as your dual one. The second one will be along a different route so you have to get it right the first time, no security blanket. During all your cross countries you will be expected to demonstrate the skills you have been taught. I would take this time to also get acquainted to the radio navigation aids you have available to you.

A road makes a great landmark to follow

Posts that may be related:

1. Getting a Canadian pilot’s licence [The tests]
2. Getting a Canadian pilot’s licence [The Cost]
3. Getting a Canadian pilot’s licence [Part 2: Ground School]

• Getting a Canadian pilot's licence [Part 1: Licence options]
• Getting a Canadian pilot's licence [Part 2: Ground School]
• Getting a Canadian pilot’s licence [The tests]
• Getting a Canadian pilot's licence [The Cost]
• Canadian pilot's licence [The Flying]
• Canadian pilot's licence [Extra Endorsements]
• New Licence Format

Ground School Costs

Ground school usually costs $300 for just the instruction. With the internet being what it is, you can also do ground school for somewhat cheaper online (again I am referring to the Private Pilot level and not the other ones). On top of that you can expect to pay roughly $200 for a “Ground School Kit” offered by the school of your choice. So not taking into account any expenses you incur getting to and from the school (none if you go with the online option) you’re looking at about $500 + tax before you get off the ground.

From In the sky and around CYHM

Flying Costs

Once you start flying, the cost grows exponentially. For a regular flight lesson you can expect to pay for three things on an hourly basis:

• Ground briefing
• Airplane
• Instructor

While gas prices were high, some places also added a fuel surcharge.

Ground briefings are usually about $50, the airplane anywhere from $100 – $150 (for single engine Cessna 172-like planes) and the instructor’s time another $50 – $80. The price depends on your location (for example Buttonville’s Toronto Airways charge [last I heard] ~$140 for the airplane and about $70 for the instructor whereas Brantford’s Flying Club charge $100 for the plane and $50 for the instructor). I would suggest budgeting $250 per hour of flight lesson when you begin and adjusting once you get a feel for the prices.

Given that you need a minimum of 45 hours of flight for the PPL, 25 of which are dual and 20 of which are solo, the estimate is $6250 (dual) + $4750 (solo) = $11,000. This is of course assuming you don’t end up doing a month of dual landings like yours truly. The average time it takes a pilot to get a licence is about 60 hours so budgeting $15,000 is a safe bet.

So overall, you can expect to pay from $15,000 – $20,000 for a Private Pilot Licence in Canada and that’s just to fly one of these!

From In the sky and around CYHM

Update: If you’re in Canada, you can deduct flight training on your taxes.

Posts that may be related:

1. Getting a Canadian pilot’s licence [The tests]
2. Getting a Canadian pilot’s licence [Part 2: Ground School]
3. Getting a Canadian pilot’s licence [Part 1: Licence options]

• Getting a Canadian pilot's licence [Part 1: Licence options]
• Getting a Canadian pilot's licence [Part 2: Ground School]
• Getting a Canadian pilot’s licence [The tests]
• Getting a Canadian pilot's licence [The Cost]
• Canadian pilot's licence [The Flying]
• Canadian pilot's licence [Extra Endorsements]
• New Licence Format

PSTAR

Also called the Pre-Solo Test of Air Regulation by some people, it is a 50 question test, all multiple choice dealing with, as you may have guessed, air regulations. This includes collision avoidance, communication, aeromedical questions and more. A sample question reads:

Two aircraft are on approach to land, the aircraft at the higher altitude shall

1. have the right of way.
2. overtake the lower aircraft on the left.
3. give way.
4. complete a 360° turn to the right.

To prepare for the PSTAR, I recommend Robyn’s Improved PSTAR Study Guide. There you can find all the questions you can expect with answers and explanations. Also check out Transport Canada’s TP 11919 – Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (leave it to a government corporation to name it something confusing like that).

Radio

It may have an official name but I am not aware of it and really, it is not that important.
The radio test examines your ability to communicate. It tests your knowledge of standard and emergency procedures as well as (recently) your English proficiency (though this is a separate, oral test). The licence is a Restricted Operator Certificate With Aeronautical Qualification and is issued by Industry Canada. They also have a study guide available for this certificate, RIC 21. Here is a sample question from the test:

When making initial contact with a Canadian ATC unit, the pilot of aircraft C-FBSQ should transmit the registration as

1. FBSQ.
2. Fox, Baker, Sugar, Queen.
3. Foxtrot, Bravo, Sierra, Quebec.
4. Bravo, Sierra, Quebec.

The problem I noticed many people in my class were having was learning the NATO phonetic alphabet and then, once in the airplane, actually using it along with the proper radio procedures.

From In the sky and around CYHM

PPL Written Test

Called the Written Examination for the Private Pilot Licence Aeroplane, this test is half the battle for the PPL. It is made up of 100 multiple choice questions divided among four sections:

• Airlaw
• Navigation
• Meteorology
• General Aeronautics

To pass the test you must achieve at least 60% over all as well as in each section (so you can’t get 90% on Airlaw and totally blow Meteorology). Don’t worry though, you will be well prepared for this test. To be able to write it you need a letter of recommendation from your instructor and you will not receive that until you successfully complete (i.e. get more than 80%) on the school’s practice exams. You also need at least 10 hours of flight experience so that you get a chance to see exactly how things work.

From In the sky and around CYHM

Posts that may be related:

1. Getting a Canadian pilot’s licence [Part 2: Ground School]
2. Getting a Canadian pilot’s licence [Part 1: Licence options]
3. Canadian pilot’s licence [Extra Endorsements]

Check out the whole series:

• Getting a Canadian pilot's licence [Part 1: Licence options]
• Getting a Canadian pilot's licence [Part 2: Ground School]
• Getting a Canadian pilot’s licence [The tests]
• Getting a Canadian pilot's licence [The Cost]
• Canadian pilot's licence [The Flying]
• Canadian pilot's licence [Extra Endorsements]
• New Licence Format

There are two places where you will learn to fly a plane: on the ground and in the air. While it is desireable that you have at least some ground school knowledge before heading up in the plane, it is not necessary. In fact, many schools advocate flying and doing ground school concurrently. Depending on your learning style, this may work for you. I wanted to have as much information as I could before flying so I finished ground school, then started my flight training.

Ground school

Ground school covers all the rules, regulations and theory you need to know as a pilot. The order you cover the material may be different from school to school but you will go through From the Ground Up in its entirety.

Things you will learn include:

• Theory of flight (camber in wing creates more lift)
• Air regulations and procedures (traffic patterns are left hand unless otherwise instructed)
• Radio regulations and procedures (who you’re calling, who you are, where you are, what do you want?)
• Meteorology (if you see a cummulonimbus cloud, should you fly towards it?)
• Navigation (the ground looks nothing like the map)
• How aircraft engines work (the four stage piston engine: Suck, Squeeze, Bang, Blow)
• Human factors (if you had ONE drink in the last 8 hours, please don’t fly)
• Many more tidbits from experienced pilots (remember, in order to be an instructor you must hold a commercial licence which requires at least 200 hours of flight)

Once you have completed ground school, you will have most of the knowledge you need to write the PPL written (it has an official name but if you refer to it as the PPL written test people will know what you’re referring to). This is a 100 multiple choice question exam with four main sections: Airlaw, Navigation, Meteorology and General Aeronautics. You must obtain at least 60% on the test overall and at least 60% in each of the four sections. Before you can write it, however, you must receive a letter of recommendation from your instructor. To get this, in most schools, you must obtain a high mark on two of the school’s practice exams.

Along with the written PPL test, there are other written tests which you will be expect to have completed before your first solo. For the sake of keeping this brief, I will give you more information about all the tests in a separate post.

Ground School Materials

While in ground school you will make extensive usage of the aforementioned From the Ground Up. Other books and materials you will need/use include:

• From the Ground Up workbook
• VNC (VFR Navigation Chart) and VTA (VFR Terminal Area Chart)
• E6-B flight computer
  
• Douglas protractor and navigation ruler or navigation plotter
  
• Pencils, erasers and other writing utensils

Most schools put together a kit for their students and sell it for about $200. Before you go out and buy your own stuff, check out your local flight school to see what they have in their kits.

From In the sky and around CYHM

Next up: Flight training

Posts that may be related:

1. Getting a Canadian pilot’s licence [The tests]
2. Getting a Canadian pilot’s licence [Part 1: Licence options]
3. Getting a Canadian pilot’s licence [The Cost]