CARs are, of necessity written in legal language, which is bad enough, but they are still difficult to get around, even though the old regulations were "difficult to understand", illogical in their organisation, overly complex and utilsed legal language.
This book is intended to be a quick reference for people involved in Canadian Aviation, from pilots to Ops staff. We've left out as many boring bits as possible, such as preambles, zoning regulations, etc, together with a lot of duplication.

The Legislation about aeronautics in Canada actually comes in several parts

* The Aeronautics act, which is the enabling legislation
* CARs, which tell you what is to be done ( ie: the admin side)
* CARs standards, which tell you how it is to be done.

However they are all collectively known as CARs

What's commonly called the ANO (i.e. the big green book), actually consists of many parts. This book (so far) deals with Part 1, the Air Navigation Order, and Part 2, The Rules of the Air, which are officially called Statutory Instruments 2000 No 1562 and 1991 No 2437. They are, of necessity, written in legal language, which is bad enough, but are also difficult to get around.

The value of this book therefore lies not just in making them easier to understand, but in the comprehensive indexing.

The confusing legalese of the Federal Aviation Regulations has been translated into every-day English, making them far more understandable than the government originals

Does it work? Judge for yourself: where FAA used 119 pages for FAR Part 91 in the FAR/AIM 2005, Croucher gets it all into 55 pages. Overall, it works very well. I have utilized FARs in Plain English in community college ground school classes, as well as with individual students, with much success. This book benefits those of us who fly and teach by simply saying it simply."

For aeroplane and helicopter pilots! The material is based on the author's Single Pilot CRM courses, with lots more thrown in.

"I have nothing but praise. It really is a timely piece of work. I’ve been through the United Airlines CRM program, and a couple of corporate programs. None of them are geared towards the single pilot environment, and I’ve always been suspicious that the single pilot environment is a lot bigger than the multi-pilot environment. I really like the phrase ‘Company Resource Management’ that you suggest. It’s a whole lot more appropriate for what we do in the helicopter world."
Mike Fergione

"I read the CRM single pilot in the last couple of days. Quite Good...especially the Physiological part is very good, even for basic health. I must say this, that anyone planning to be a pilot should read the CRM first, before even taking lessons, as well as the Operational Flying handbook. I have interviewed a lot of flight schools, and many I would not attend. I wanted to get the full understanding of what it is all about before I started taking any lessons, and some basic knowledge so I could help choose a school."
Dean Phillips

Based on the author's soon-to-be-approved JAA ATPL(H)(V) course, this book provides all the material required for the JAA exams, including the PPL(H), CPL(H) and ATPL(H), plus a few extras, like the Instrument Rating. The book has been specially designed for the needs of professional or military pilots seeking to gain an alternative licence, but newcomers to the industry can use it, too, since it assumes no previous knowledge.

Just as important as the exams is the interview panel, and this is the book for those who want to deal with both - its purpose is to help you become a professional, for which the exams are but a step on the way - doing the bare minimum to pass them makes you ill-prepared to be a pilot, which is not fair to future passengers and painfully obvious to employers (and interviewers) who certainly expect you to have more than a basic knowledge.

It is a reference book that follows the ATPL syllabus, so you can use it before, during and after your exams, for the whole of your career! Because it provides an overview of the whole study syllabus, and the usual study materials are not easy to read on the bus or the train, the book is suitable for many types of reader:

• Those who want to see what they are letting themselves in for.
• Those who want to do some pre-study before starting a flying course.
• Those who cannot understand the materials on the course they are already on.
• Those who want a reminder of the trouble they went through!

People trying to keep current while waiting for a job or an interview to turn up will also find it useful. In fact, there's a lot in its pages you don't get taught in flying school, and a lot you should be taught, were it not for time constraints - many professional tips and tricks have been included to help make your transition to being a working pilot as easy as possible. Much of the contents are based on common questions asked during recurrent training, and known exam questions, and include the usual subjects, that is, radio, weather, law, flight planning, etc., plus Going For a Job (with lots of interview questions!).

Note that, with the JAR system, you must be recommended by an approved Flying Training Organisation before you can take the exams. However, ATPL (H) holders with at least 1000 hours (PIC or copilot) on multi-pilot helicopters type rated for the (multi-pilot) machine to be used for the skill test, with at least 500 hours on type, are exempt from the TRTO course or any training for the theoretical exams, and the skill test (no, you are not exempt the skill test, just any knowledge requirements for it!) With less than 500 hours on type, you are exempt from the theoretical exam training, but will still have to do a type rating course, which may be reduced anyway because of previous experience. This means that you can just book the exams, read this book and take them, with no sign-off from a training school - there is a slot on the application form for exemptions claimed.