How to Start in Canada

How to Become a Commercial Pilot in Canada

The aeroplane route to a Canadian commercial pilot licence: the Category 1 medical, the student permit, the private licence, the 200-hour commercial requirements in Standard 421, the ratings that follow, and the 1,500-hour airline transport path. Administrative process only.

Written November 1, 2026 · 20 min read

Applies in: CA

This guide covers one route only: a person in Canada who earns an aeroplane private pilot licence, then a commercial pilot licence for aeroplanes, under Transport Canada's Standard 421, and then builds time toward an airline transport pilot licence for aeroplanes. It is not the helicopter route, it is not the drone route, and it is not a guide to choosing an airline employer. The steps here are medical fitness, a student permit, private licence training and examinations, commercial ground school and flight training, a commercial flight test, further ratings, and hour-building toward the airline licence. Nothing else is promised, and no cost, salary, hiring, or school ranking claim is made anywhere in this guide.

The authority for the route is federal. Transport Canada publishes the personnel licensing standards as Standard 421, made under Subpart 401 of the Canadian Aviation Regulations, and the sections that matter here are numbered so they can be checked directly: 421.19 for the student pilot permit, 421.26 for the private pilot licence for aeroplanes, 421.30 for the commercial pilot licence for aeroplanes, 421.38 for class ratings, 421.46 for instrument ratings, and 421.34 for the airline transport pilot licence for aeroplanes. Read the section that matches the licence being applied for, in the current Standard 421, before relying on any summary, including this one. A school handout, a forum post, or a search snippet is not the standard, and where any of those disagrees with Standard 421, the standard governs.

Step 1: Get the Category 1 medical first, then the student pilot permit

Medical fitness decides whether the rest of the route is worth starting, so it comes before training is paid for. A commercial pilot licence for aeroplanes requires the applicant to hold a Category 1 medical certificate valid for that licence, and the licence is maintained by a valid Category 1 medical certificate. The private licence sits one category lower: it requires a Category 3 medical certificate, and it is maintained by a valid Category 1 or Category 3 certificate. A student who holds a Category 4 certificate for a student pilot permit must upgrade to Category 3 before applying for the private licence. The practical consequence is simple. Anyone aiming at the commercial licence should obtain the Category 1 certificate early, rather than training through the private licence on a lower category and discovering a medical problem only when the commercial application is due.

The validity period for the medical certificate is set in the regulations, not by the examiner alone. For a commercial pilot licence, a multi-crew pilot licence for aeroplanes, and an airline transport pilot licence, where the holder is acting as a flight crew member for hire or reward, the validity period is 12 months. That period is reduced to six months if the holder is 40 years of age or older and conducting a single-pilot operation with passengers on board, or if the holder is 60 years of age or older. A commercial or airline transport licence holder may still exercise private pilot privileges until the end of the applicable private pilot validity period. Keep the certificate itself in view, because a shorter validity period can be endorsed on it, and the date on the certificate is the date that counts for planning examinations and flight tests around renewals.

The student pilot permit is the document that allows training to begin in earnest. An applicant must be at least 14 years of age for all aircraft categories of permits. For the aeroplane category, the applicant must hold either a Civil Aviation Medical Declaration with the applicant and physician parts completed, or a medical certificate in Category 1, 3, or 4. The knowledge requirement is the PSTAR examination, the written examination on air regulations for a student pilot permit or a private pilot licence for foreign and military applicants. Through a flight training unit, the unit must certify that the applicant obtained at least 90 percent, and the examination must be corrected to 100 percent by the flight or ground instructor, who ensures the applicant reviews every weak area. Once the citizenship, age, medical, and knowledge requirements are met and the evidence is presented to an authorized person, the permit is issued, and the instructor is responsible for ensuring the applicant has reached a satisfactory standard before authorizing the first solo flight. No solo flight happens on the strength of the permit alone.

Step 2: Choose the training structure and the provider on the approval, not the brochure

Two decisions are often sold as one, and separating them saves the most money on this route. The first decision is the structure of the training: staged, licence by licence, or an approved integrated course. The second is the provider. Standard 421 states the staged requirements in full, and it states the integrated alternative by reference: a graduate of an approved integrated course completes the applicable course requirements in section 426.75 of the regulations, for both the knowledge and the experience parts of the commercial licence. The integrated course must actually be approved. A structured syllabus, a college partnership, or a cadet label does not by itself prove that a particular course is approved under section 426.75, and this guide states no hour totals for integrated courses because none were verified on a linked Transport Canada page.

Transport Canada publishes guidance on choosing a flying school, and its first instruction is to identify the aviation goal, then use its Flight Training Units Search to find schools offering the precise training wanted. The search allows the region or province, the authority relating to the type of training, and the category of aircraft to be specified. After the search, the guidance is to review each school's promotional information, visit the schools on the short list, meet a flight instructor, and ask about the instructor's rating, since the most experienced instructors hold a Class 1 flight instructor rating and the least experienced hold a Class 4 rating. The guidance also warns against any guarantee that training will result in a permit or licence. Use that sequence. Ask every provider the same questions, in writing: which approved course or staged sequence the training follows, who holds the flight instructor rating for the training, what aircraft and simulator time is included, and what the provider's own completion figures are for its recent students. A provider that answers with a price before answering with the course approval has answered the wrong question first.

Step 3: Earn the private pilot licence for aeroplanes

The private licence is the foundation, and its requirements are stated as minimums in section 421.26. An applicant must be at least 17 years of age and hold a Category 3 medical certificate valid for the private licence. Ground school instruction totals at least 40 hours, covering Canadian Aviation Regulations, aerodynamics and theory of flight, meteorology, airframes, engines and systems, flight instruments, radio and electronic theory, navigation, flight operations, licensing requirements, and human factors including pilot decision-making. The written examination is the Private Pilot Licence, Aeroplane examination, known as PPAER, and the applicant must obtain at least 60 percent in each of four mandatory subject areas, air law, navigation, meteorology, and aeronautics general knowledge, as well as in the overall examination.

Flight training totals at least 45 hours in aeroplanes, under the direction and supervision of a holder of a flight instructor rating for aeroplanes, with a maximum of five of those hours on an approved aeroplane simulator or flight training device. Inside the 45 hours, at least 17 hours must be dual instruction flight time, including at least three hours of cross-country flight time and five hours of instrument time, of which at most three hours may be instrument ground time. At least 12 hours must be solo flight time, including five hours of cross-country flight time with a flight of at least 150 nautical miles that includes two full stop landings at points other than the point of departure. The skill requirement is a flight test completed within the 12 months preceding the date of application, demonstrating the ability to perform as pilot-in-command, under Schedule 3 of Standard 428. Credits exist for holders of licences in other categories, with capped credits for helicopter, gyroplane, glider, and ultra-light time, and a minimum of 30 hours in aeroplanes inside the total. Those credits are worth checking only if other-category time is already held; they do not change the ground school, examination, or flight test for a first-time aeroplane applicant.

Step 4: Complete the commercial ground school, examination, and flight training

The commercial stage raises every threshold at once: age, medical category, ground school, examination, and flight time. An applicant must be at least 18 years of age and hold a Category 1 medical certificate valid for the commercial licence. Ground school instruction totals at least 80 hours of commercial pilot aeroplane instruction, covering the same ten subjects as the private ground school, now at commercial depth. The written examination is the Commercial Pilot Licence, Aeroplane examination, known as CPAER, and the applicant must obtain at least 60 percent in each of the same four mandatory subject areas, air law, navigation, meteorology, and aeronautics general knowledge, as well as in the overall examination. Graduates of an approved integrated course complete the applicable course requirements in section 426.75 instead, as described in Step 2.

Experience is where the commercial licence is most often misunderstood, because the headline figure and the training figure are different numbers. The applicant must have completed at least 200 hours of flight time in aeroplanes, of which at least 100 hours must be pilot-in-command time, including 20 hours of cross-country pilot-in-command flight time. Separately, following the issuance of the private pilot licence, the applicant must have completed 65 hours of commercial pilot flight training in aeroplanes. That training consists of at least 35 hours of dual instruction flight time under a flight instructor rating holder for aeroplanes, and 30 hours of solo flight time in visual flight rules conditions. The dual instruction must include five hours of night time including at least two hours of cross-country flight time, five hours of cross-country time, which may include the cross-country time just described, and 20 hours of instrument flight time in addition to those two items, with at most ten of the 20 hours on an approved aeroplane simulator or synthetic flight training device. The solo time must include 25 hours emphasizing the improvement of general flying skills, including a cross-country flight of at least 300 nautical miles in total distance, with full stop landings at three different aerodromes other than the point of departure, one of which is at least 250 nautical miles in a straight line from the departure point, and five hours of solo night time during which at least ten takeoffs, circuits, and landings were completed. On the island of Newfoundland, the same 300-nautical-mile flight is required with the straight-line leg set at 150 nautical miles. The skill requirement is a flight test completed within the 12 months preceding the date of application, as pilot-in-command, under Schedule 4 of Standard 428. If the night requirements have not been completed, the licence is restricted to daylight flying until they are, as described in the questions section.

Step 5: Add the ratings that widen what the licence can do

A bare commercial licence for aeroplanes is the starting point for paid flying, not the end of the licensing work. Two ratings are the ones most commercial pilots add next, and each has its own section in Standard 421, with its own knowledge, experience, and skill requirements. Neither rating is included in the commercial licence by default, and neither should be assumed from a school bundle description without checking which ratings the bundle actually contains.

The multi-engine class rating is the simpler of the two to describe. An applicant must successfully complete a flight test as pilot-in-command of a multi-engine class aeroplane, under Schedule 7 of Standard 428. The section states the skill requirement and the credits for Canadian Forces and foreign applicants; it states no separate ground school or hour minimum of its own in the linked paragraph. That does not mean no preparation is needed. It means the preparation is arranged with the provider and tested by the flight test, and the provider should state in writing how much multi-engine time the preparation includes.

The instrument rating is the larger undertaking. Instrument ratings are issued in groups. Group 1 covers all aeroplanes where the flight test was conducted in a multi-engine aeroplane. Group 2 covers multi-engine centre line thrust and single engine aeroplanes where the flight test was conducted in a multi-engine centre line thrust aeroplane. Group 3 covers single engine aeroplanes where the flight test was conducted in a single engine aeroplane. Group 4 covers helicopters. The knowledge requirement is at least 70 percent on the Instrument Rating written examination, known as INRAT, covering Canadian Aviation Regulations, instrument flight rules and procedures, meteorology, instruments, radio and radar systems, and navigation. The experience requirement is at least 50 hours of cross-country flight as pilot-in-command in aeroplanes or helicopters, of which ten hours must be in the appropriate category, and 40 hours of instrument time, of which at most 20 hours may be instrument ground time, including at least five hours of dual instrument flight time from a flight instructor rating holder, five hours in aeroplanes for a Group 1, 2, or 3 rating, 15 hours of dual instrument flight time from a qualified person, and one dual cross-country flight under simulated or actual instrument meteorological conditions of at least 100 nautical miles, conducted under an instrument flight rules flight plan and including an instrument approach to minima at two different locations. The skill requirement is a flight test under Schedule 8 of Standard 428, or a pilot proficiency check for operations under instrument flight rules. One overlap is worth knowing when sequencing the work: an applicant who already holds an instrument rating in the aeroplane category is considered to have met the 20-hour dual instrument flight requirement inside the commercial training. Beyond these two ratings, type ratings follow their own rules. A blanket type rating covers, for aeroplanes, all aeroplanes with a minimum flight crew requirement of one pilot, excluding high performance aeroplanes. An individual type rating is required for aeroplanes needing at least two pilots, high performance aeroplane types, and the other cases listed in section 421.40, with a ground school and flight training program, a 70 percent pass on the Type Rating, Aeroplane examination known as IATRA for a first two-crew endorsement, and at least 250 hours of pilot flight time on aeroplanes.

Step 6: Build the hours and examinations for the airline transport licence

The airline transport pilot licence for aeroplanes is a separate licence with separate thresholds, not an automatic upgrade after a set number of years. An applicant must be at least 21 years of age and hold a Category 1 medical certificate valid for the airline transport licence. The knowledge requirements are three written examinations: at least 70 percent in each of SAMRA, covering meteorology, radio aids to navigation, and flight planning, and SARON, covering air law, aeroplane operation, and navigation general, plus the instrument rating examination, INRAT. The experience requirement starts from the commercial licence: the applicant must have met the training requirements for a commercial pilot licence for aeroplanes that is not restricted to daylight flying, and must have completed at least 1,500 hours of total flight time, of which at least 900 hours must have been completed in aeroplanes.

Inside the 1,500 hours, the standard requires at least 250 hours of pilot-in-command flight time in aeroplanes, which may include at most 100 hours of pilot-in-command under supervision time completed under section 421.11, and that pilot-in-command or pilot-in-command under supervision time must include at least 100 hours of cross-country flight time, of which at least 25 hours must have been by night. A further 100 hours of night flight time as pilot-in-command or co-pilot is required, of which at least 30 hours must have been acquired in aeroplanes. A further 100 additional hours of cross-country flight time as pilot-in-command, or 200 hours as co-pilot, or any combination of the two, is required, and pilot-in-command time in that item may form part of the 250 hours already counted. Finally, 75 hours of instrument flight time is required, of which at most 25 hours may have been acquired in approved instrument ground trainers and at most 35 hours may have been acquired in helicopters, and instrument ground time must not be applied toward the total 1,500-hour requirement. The skill requirement is a demonstration, in flight or in a level C or D full flight simulator and on the ground, as pilot-in-command of a multi-engine aeroplane required to be operated with a co-pilot, including normal and emergency procedures and the manoeuvres for a Group 1 instrument rating, plus a pilot proficiency check under Part VII or a check under Subpart 604, with a line operational evaluation alternative for approved advanced qualification programs. For issue of the airline transport licence, only a Group 1 instrument rating is endorsed on the licence.

Hour-building is therefore a matter of accumulating the right kinds of time, not just total time. Pilot-in-command time, cross-country time, night time, and instrument time each have their own minimums, and time that counts toward one minimum does not automatically count toward another. Many new commercial pilots build time through flight instruction, since Standard 421 provides flight instructor ratings for aeroplanes in Division XVII, with Class 4 through Class 1 ratings and supervision requirements for Class 4 holders. Others build time through other commercial flying where the operator's requirements allow it. This guide states no employment route, no operator requirement, and no typical timeline for reaching 1,500 hours, because none was verified on a linked Transport Canada page. The planning discipline is to log time by category from the first commercial flight, check the accumulating totals against section 421.34 at intervals, and confirm the skill-test and examination currency before applying, since the skill demonstration must fall within the 12 months preceding the application.

What this guide deliberately leaves out

Costs, salaries, school counts, and training durations are absent on purpose. None was verified on a Transport Canada page, and school figures change by provider, aircraft, and intake. Vision standards and other medical detail are also absent: the medical standards themselves sit in Standard 424, and the examination is conducted by a Civil Aviation Medical Examiner, so the current standards and any limitations must be confirmed through that route rather than through a summary. Background checks, security clearances, and employer hiring requirements are absent for the same reason: no Transport Canada licensing page stated them as licence requirements, and employer requirements are set by employers and operators, not by Standard 421.

Drone pilot certificates are a different system entirely, and the similarity of the word pilot causes real confusion. Remotely piloted aircraft certificates, including the basic and advanced operations certificates and the newer Level 1 Complex certificate, sit outside the pilot licence sequence in Standard 421. The drone business guide linked below explains that system on its own terms. Holding a drone certificate does not count toward a commercial pilot licence for aeroplanes, and holding a commercial pilot licence does not authorize drone operations. Foreign licence conversion beyond the narrow credits stated in the questions section is also left as a Transport Canada check, not a stated route, because the linked sections do not describe a general conversion.

Related guides:

From first medical to a commercial licence, in five moves

  1. Start with the Category 1 medicalA commercial pilot licence for aeroplanes requires a Category 1 medical certificate, and the licence is maintained by a valid Category 1 certificate. Getting the medical early settles fitness before training money is committed.
  2. Earn the private pilot licence firstThe private licence for aeroplanes needs 17 years of age, a Category 3 medical, 40 hours of ground school, a 60 percent pass in each examination area, and 45 hours of flight training including dual and solo time.
  3. Complete the commercial ground school and examinationThe commercial stage needs 80 hours of ground school and 60 percent in each of the four CPAER subject areas as well as overall.
  4. Build the 200 hours and the 65 hours of commercial trainingTwo hundred hours in aeroplanes, including 100 hours as pilot-in-command with 20 hours of cross-country pilot-in-command time, plus 65 hours of commercial flight training completed after the private licence is issued.
  5. Pass the commercial flight test and keep building toward the airline licenceThe flight test must be completed within the 12 months before the licence application. The airline transport licence then needs 1,500 hours in total, with 900 hours in aeroplanes, and its own examinations.

Questions people ask

Do I need a private pilot licence before I can apply for a commercial pilot licence?

In the ordinary aeroplane sequence, yes, and the timing matters. Standard 421 requires the 65 hours of commercial flight training to be completed following the issuance of a private pilot licence for aeroplanes by Canada or another contracting state. The one exception stated in the same section is for a person who already holds a commercial pilot licence for helicopters. In that case the 200-hour aeroplane total is considered met with a minimum of 100 hours of pilot flight time in aeroplanes, including the 65 hours of commercial experience, and obtaining a private pilot licence for aeroplanes first is not necessary. That exception is written for helicopter commercial licence holders only. It does not create a general shortcut for a first-time applicant, and it does not waive the ground school, examination, or flight test requirements. If a school offers a route that skips the private licence for someone who does not hold a helicopter commercial licence, ask the school to point to the exact Standard 421 paragraph that supports the route before enrolling.

What is the difference between integrated and modular training, and which hour totals apply to me?

The labels describe how the training is structured, and only one of them changes the numbers in this guide. Modular training, sometimes called non-integrated training, follows the staged sequence in this guide: private licence, then commercial ground school, examination, and flight training, with the totals stated in section 421.30. Integrated training means enrolment in an approved integrated course conducted under section 426.75. Graduates of an approved integrated course complete the applicable course requirements in that section instead of the knowledge and experience paragraphs of section 421.30, and the flight test timing rule for integrated graduates is also stated separately. The word integrated on a brochure does not prove approval. Ask the provider to name the approved course, confirm that the course itself is approved under section 426.75, and put the course hour totals in writing. This guide states no integrated hour totals, because none were verified on a linked Transport Canada page, and older exemption figures that once lowered the totals for integrated graduates must not be carried forward without checking whether the exemption is still in force. Compare providers on the approved course and the written totals, not on the label.

What happens if I do not complete the night flying requirements for the commercial licence?

The licence is issued restricted to daylight flying. Standard 421 states the restriction plainly: if an applicant has not completed the night flight time requirements, the licence is restricted to daylight flying, although the total dual and solo flight time requirements must still be met. Completing the night flight time requirements removes the restriction. The night content inside the 65 hours of commercial training is specific, with five hours of night dual instruction including at least two hours of cross-country time, and five hours of solo night time with at least ten takeoffs, circuits, and landings. A person who already holds a private pilot licence for aeroplanes with a night rating is treated as having met the total dual and solo night requirements, provided the 35-hour dual and 30-hour solo totals are met. A helicopter licence with night privileges earns a narrower credit, with minimum aeroplane night time still required. Do not treat a daylight-restricted licence as a failed application. Treat it as a licence with a stated limit, and finish the night flying to remove it.

I trained or hold a licence outside Canada. Can I convert it to a Canadian commercial pilot licence?

The sections linked state only narrow credits, not a general conversion. For the commercial licence for aeroplanes, an applicant who holds a commercial or higher type pilot licence in the aeroplane category issued by a contracting state, and who has met the flight time requirements in paragraph 421.30(4)(a), is considered to have met the ground school requirement. That is the only foreign credit stated in section 421.30. The private licence section states a fuller foreign-licence route, including ground school and examination credits, a 90 percent pass in the PSTAR examination, and recent takeoff and landing experience, with the licence annotated as issued on the basis of the foreign licence until the full examination and skill requirements are completed. Neither section, promises that a foreign commercial licence converts without the Canadian examination, flight time, and flight test requirements. Start with Transport Canada, ask which credits apply to the exact foreign licence you hold, and get the answer in writing before booking training or an examination. Do not rely on a school promise of conversion, and do not assume a licence issued on the basis of another state's licence carries the same standing as one earned through the full Canadian requirements.

Does this guide cover helicopters?

No. Every hour figure in this guide comes from the aeroplane sections of Standard 421: section 421.26 for the private licence, section 421.30 for the commercial licence, and section 421.34 for the airline transport licence. Helicopters have their own sections, section 421.31 for the commercial licence and section 421.35 for the airline transport licence, with different totals. The helicopter commercial route is a separate application with separate ground school, examination, and experience requirements, and the aeroplane figures in this guide must not be applied to it. The cross-credits between categories are also stated separately, with capped credits for helicopter, glider, and ultra-light time toward the aeroplane totals, and a specific credit for helicopter commercial licence holders described in the first question. If the goal is helicopter flying, read sections 421.27, 421.31, and 421.35 first, and compare helicopter providers on those requirements. If the goal is aeroplanes with some prior helicopter time, check the credit paragraphs before assuming any of that time counts.

How long will it take, and what will it cost?

This guide states no duration and no cost, because neither was verified on a Transport Canada page. The minimums in Standard 421 are floors, not typical completion figures, and schools quote on different bases, so a headline price from one provider may include different hours, ratings, examination arrangements, and aircraft time than a headline price from another. The timing constraints that are stated in the standard are the ones to plan around: the flight test for each licence must be completed within the 12 months preceding the date of application, and the medical certificate for a commercial or airline transport licence held for hire or reward is valid for 12 months, reduced to six months in the two cases stated in the regulations. When comparing providers, get the same items in writing from each one: the approved course or the staged sequence, the aircraft and simulator hours included, which ratings are included, how ground school is delivered, what happens if more than the minimum hours are needed, and which fees sit outside the quote. A provider that will not put those items in writing has not answered the cost question, whatever its headline figure says.

Keep going

Sources

  • Transport Canada, "Standard 421 — Flight Crew Permits, Licences and Ratings" — section 421.19 (student pilot permit: age 14, medical declaration or Category 1, 3, or 4 certificate, PSTAR at 90 percent corrected to 100 percent); section 421.26 (private pilot licence, aeroplanes: age 17, Category 3 medical, 40 hours ground school, PPAER at 60 percent in each area and overall, 45 hours flight training with 17 dual and 12 solo hours, flight test within 12 months); section 421.30 (commercial pilot licence, aeroplanes: age 18, Category 1 medical, 80 hours ground school, CPAER at 60 percent in each area and overall, 200 hours with 100 pilot-in-command including 20 cross-country, 65 hours commercial training with 35 dual and 30 solo hours, flight test within 12 months, daylight restriction, integrated-course reference to section 426.75, helicopter and other-category credits); section 421.34 (airline transport pilot licence, aeroplanes: age 21, Category 1 medical, SAMRA and SARON at 70 percent plus INRAT, 1,500 hours with 900 in aeroplanes, 250 pilot-in-command, 100 night, 75 instrument hours, skill demonstration and Group 1 instrument rating only); section 421.38 (multi-engine class rating flight test); section 421.40 (blanket and individual type ratings, IATRA at 70 percent, 250 hours); section 421.46 (instrument rating groups, INRAT at 70 percent, 50 hours cross-country pilot-in-command and 40 hours instrument time).
  • Justice Laws, "Canadian Aviation Regulations, section 404.04" — the 12-month validity period for a medical certificate for a commercial, multi-crew, or airline transport licence where the holder acts as a flight crew member for hire or reward, reduced to six months where the holder is 40 or older conducting a single-pilot operation with passengers on board or is 60 or older, and the continued exercise of private pilot privileges until the end of the private pilot validity period.
  • Transport Canada, "Standard 424 — Medical Requirements" — the Category 1 holder considered fit for any licence for its duration of validity unless otherwise specified, embracing all types of licence involving flying for hire and reward and described as the standard for the professional pilot.
  • Transport Canada, "How to select a flying school" — identifying the aviation goal first, using the Flight Training Units Search by region, authority, and category, reviewing promotional information, visiting shortlisted schools, meeting a flight instructor and asking about the instructor rating class, and the warning against guarantees that training will result in a permit or licence.

Figures that could not be verified on an official page are left out of this guide: all training costs, examination fees, licence fees, and medical examination fees; all salary, wage, and hiring figures; all typical completion durations and school completion rates; all integrated-course hour totals under section 426.75; all vision standards and other detailed medical standards; all helicopter licence hour totals; all background-check, security-clearance, and employer requirements; and all drone certificate requirements beyond the statement that they sit outside Standard 421. Check the current Standard 421 sections and the provider's written course terms before enrolling or paying.

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