Has anyone done this kind of training path? I mean you do all your training such as CPL, MIFR, ATPL, etc. in the states then convert to the Canadian licenses/ratings. Perhaps some folks can provide some sort of feedback (dos/don'ts, why/Why not, cost benefit analysis, etc.). I can work/study/live in...

Folks, we seem to establish the general consensus (see the attached).
So, back to the original poster, where will be the best place for Multi/IFR that is NOT Cornwall??
You can PM me. Thank You

I am curious on how they teach a RNAV approach especially LNAV. Off course with LPV/WAAS or ILS, you have the glide slope and an auto-pilot, so no worry there. See my attached file for RNAV RWY 10 for example. I heard instructors there wanted students to descent from whatever the top of descent (TOD...

Sometime those GNS430 knobs can be very sensitive and I have fat fingers. Can you not import the flight plan from your SD card? I mean there are not that many waypoints to CYOW or CYMX to load for 30 minutes, or did I miss something here? It takes 15 seconds to create a flight plan and save it to a ...

JasonE wrote: ↑

Sun Oct 28, 2018 4:47 pm

One usable approach = 600-2 OR 300-1 above lowest usable HAT and vis, whichever is greater.

I guess you have to check the airport NOTAM that at least one usable approach available during the ETA.

I guess the general consensus here is the group 1 realistically can be completed within 3 weeks give and take. I am not sure what kind of FTU operations out there but I need to find a FTU who can provide me a consistent training preferably not more than 2 instructors and can adhere to the 3 week gui...

any update?

As to the 152 idea by CWE; I don,t think he understood the original discussion was about instrument training when he suggested using it for a ppl. I have no idea about specific aircraft requiring certification for IFR, but I did believe that certain nav/comm requirements had to be met as well as pi...

TT1900 wrote: ↑

Tue Oct 16, 2018 4:41 pm

If you can’t figure out prop from mixture the instructors aren’t the problem.

That was a figurative speech . Off course where I work, we say thrust levers not throttles.
152 is not an IFR certified.
I was flexible at the point of taking three weeks off but the weather was not.

I am racing with the deadline (the INRAT expiration date sometime next year). Among the unfavorable factors such as taking time offs from my "day job" to fly, weather delays, the aircraft availability due to technical issues, etc.; I notice most students fly with a different instructor at every flig...

I will have to stray the subject a bit.
Don't you find SR22, DA40, DA42, or PA44 flare a bit flat compared to C172?
I am nervous of the tail strike risk sometime.
How do you flare proof any landing? Thank You

Perhaps we need to mention the flight schools too while we are at this topic. They are usually "enablers" or "disablers" on good or bad behaviors.

Please do tell the ground portion experience. I start to think the IPC is not about the proficiency but learning the flight instructor style to pass then the 24 month countdown for the next one and so on. I heard rumor that some IPC renewals insisted people to do the step down instead of the CDA. Ho...

Did you pass your IPC? The rudder pedals on the particular Redbird FMX here is actually working very well. I can observe the ball "swings" during the engine failure exercise. The examiners warn me that even if it will fly straight, he will fail someone for improper techniques (bank towards the opera...

So what you are saying definitely that we can all use the autopilot during the IPC (yes, the one that is done every 2 year)since it's not for the initial qualification.

Perhaps folks who did their IPCs (yes, the one that is done every 2 year) with Redbird in CYCC can chime more info.
Thank You

Will the examiners let people use the autopilot?
At least one of the approaches has to be "hand flown", right?

I am curious how people pass Instrument proficiency checks? I mean that simulator is very sensitive and jerky.

I made a similar argument. I would rather pick up clearance via the phone. However, I heard some overzealous flight examiners asked those trick questions during the ground portion of an IFR flight test.
I just want to be prepared. Thank you for your help.

How do I pick up an IFR clearance from CYRP to CYUL if I am on the ground or once airborne?
Which frequency to contact?
CYRP is very tight as far as gazing through CYOW airspace.
Thank You.

If I take off VFR and pick it up in the air, what frequency will I tune in?
My best bet would be 127.7 128.175 135.15 (Montreal Area Control Centre). Thank You

Folks, I am practicing on filing IFR flight plans. Where/how do pick up an IFR clearance at an uncontrolled airport? Supposedly, I am planning a flight from CYSH to CYUL. Which radio frequency do I obtain the IFR clearance while I am on the ground in CYSH? ===========================================...

Where will that be if I have to "do an initial instrument rating elsewhere."?
I think beyond this point, I don't mind going out of province. I mean 11 months before the INRAT expiration and I'd rather avoid winter flying.
Thank You

Why Brampton (aside from the PA44 that I am already familiar to)?
Thank You

Eastern Ontario

Folks, I've got all ingredients (multi engine rating, INRAT, 50 hrs x-country, read and understood IPC, CAP GEN, AIM, very familiar with Garmin 430 in the SIM but not in the actual flights, 20 something instrument hours-->mainly navigating VORs and practice ILS/LPV approaches.) Where should I go for...