A logging question

On Mar 16, 8:01 am, "Ol Shy & Bashful" wrote:
Different kind of situation perhaps because I needed to get the Canada
Commercial pilot rating some 10 years ago. I had to take a Canada
medical, pass the Commercial pilot written (which was not nearly as
easy as the tests in the USA) and do some required dual instruction
prior to the check ride. The flying part was relatively easy.

fyi, a very recent bilateral agreement has made getting a Canadian
Commercial based on an FAA one (or vice versa) much easier.
Although the agreement took effect in Nov, I understand that details
on
how it is done are just filtering through the FSDOs and their Canadian
equivalents now.

Under the new rules, all that is required to get an unrestricted
Commercial in the other country is a medical for the other country,
passing a written Regs test for the other country and showing them
your license, etc. (This bilateral agreement also applies to
instrument
ratings.)

I'm thinking of getting an FAA Commercial, since it is now easy for
me to do.

It has always been pretty easy to get a restricted PPL for the other
country (restricted means that it is only valid when your other PPL
is valid). For that, I believe Transport Canada wants to see your
foreign license, a valid medical (can be an FAA one), proof of
citizenship and then you need to pass a little written test called
the PSTAR (the student pre-solo regs test here in Can).

Enjoy flying around Montreal. The French on the radio can
sometimes be confusing, but it's not too bad, rick
ps: As for logging, Transport Canada only recognizes PIC time
logged when you are Acting PIC, but I don't see why that
would affect how the FAA interprets it. I also believe that
somewhere in the FARs there is info about receiving
instruction from an instructor in other ICAO states. It
cannot be counted towards the time required for an
FAA certificate from a CFI, but can be counted towards
total flight time, I believe.

wrote:
On Mar 16, 8:01 am, "Ol Shy & Bashful" wrote:
Different kind of situation perhaps because I needed to get the Canada
Commercial pilot rating some 10 years ago. I had to take a Canada
medical, pass the Commercial pilot written (which was not nearly as
easy as the tests in the USA) and do some required dual instruction
prior to the check ride. The flying part was relatively easy.

fyi, a very recent bilateral agreement has made getting a Canadian
Commercial based on an FAA one (or vice versa) much easier.
Although the agreement took effect in Nov, I understand that details
on
how it is done are just filtering through the FSDOs and their Canadian
equivalents now.

Under the new rules, all that is required to get an unrestricted
Commercial in the other country is a medical for the other country,
passing a written Regs test for the other country and showing them
your license, etc. (This bilateral agreement also applies to
instrument
ratings.)

This is exactly what they told me. There appear to be a couple of
different permissions one can get. One is valid for 3 months, does not
require a medical, but cannot be repeated in the same year. The other
option, which I prefer, is with the medical, and one is issued a
permanent CA license.


I'm thinking of getting an FAA Commercial, since it is now easy for
me to do.

It has always been pretty easy to get a restricted PPL for the other
country (restricted means that it is only valid when your other PPL
is valid). For that, I believe Transport Canada wants to see your
foreign license, a valid medical (can be an FAA one), proof of
citizenship and then you need to pass a little written test called
the PSTAR (the student pre-solo regs test here in Can).

Enjoy flying around Montreal. The French on the radio can
sometimes be confusing, but it's not too bad, rick

Fortunately, I speak French. The Quebecois is sometimes a bit confusing,
though, and I'll stick to English on the radios. I was very pleased with
how friendly everyone was and the countryside is beautiful. I can't wait
to go a little further north from there.

ps: As for logging, Transport Canada only recognizes PIC time
logged when you are Acting PIC, but I don't see why that
would affect how the FAA interprets it. I also believe that
somewhere in the FARs there is info about receiving
instruction from an instructor in other ICAO states. It
cannot be counted towards the time required for an
FAA certificate from a CFI, but can be counted towards
total flight time, I believe.


Thanks for the feedback.

Regards,
Austin

On Mar 16, 2:22 pm, "
wrote:
On Mar 16, 8:01 am, "Ol Shy & Bashful" wrote:

Different kind of situation perhaps because I needed to get the Canada
Commercial pilot rating some 10 years ago. I had to take a Canada
medical, pass the Commercial pilot written (which was not nearly as
easy as the tests in the USA) and do some required dual instruction
prior to the check ride. The flying part was relatively easy.

fyi, a very recent bilateral agreement has made getting a Canadian
Commercial based on an FAA one (or vice versa) much easier.
Although the agreement took effect in Nov, I understand that details
on
how it is done are just filtering through the FSDOs and their Canadian
equivalents now.

Under the new rules, all that is required to get an unrestricted
Commercial in the other country is a medical for the other country,
passing a written Regs test for the other country and showing them
your license, etc. (This bilateral agreement also applies to
instrument
ratings.)

I'm thinking of getting an FAA Commercial, since it is now easy for
me to do.

It has always been pretty easy to get a restricted PPL for the other
country (restricted means that it is only valid when your other PPL
is valid). For that, I believe Transport Canada wants to see your
foreign license, a valid medical (can be an FAA one), proof of
citizenship and then you need to pass a little written test called
the PSTAR (the student pre-solo regs test here in Can).

Enjoy flying around Montreal. The French on the radio can
sometimes be confusing, but it's not too bad, rick
ps: As for logging, Transport Canada only recognizes PIC time
logged when you are Acting PIC, but I don't see why that
would affect how the FAA interprets it. I also believe that
somewhere in the FARs there is info about receiving
instruction from an instructor in other ICAO states. It
cannot be counted towards the time required for an
FAA certificate from a CFI, but can be counted towards
total flight time, I believe.

Is the same true for rotorcraft? In '94 when I got my TC Commercial
#408XXX the law was the rotorcraft was a completely different seperate
license. I wonder if that is still the same?
Cheers Ehh
OS&B