Right, but flight following is a discretionary service, and radio contact or clearance (as the case may be) when entering a class D or C control zone is mandatory and carries penalties for failure. So guess which is higher priority? There's no need for the distinction. Just ask centre. It's not lik...

Spark141 wrote:In the case mentioned, I was close enough to warrant a call and I'll make sure I do so if ever in that situation again. Thanks for the help.

I would suggest you ask centre if you should switch to tower.

It is not ideal to talk to 2 controllers at once for obvious reasons.

The vast majority of ab-initios in EG FIR are placed to YMM, YZF or YXY. You should fully expect YMM or YZF to be extremely likely options, despite your apparent preference to go elsewhere. You should not continue with the application process for VFR if these are not agreeable to you. That's the onl...

It is more likely that the company would run a nationwide unrestricted bid. This means anyone in any penalty can bid.

They've run this in the past a few times for YYZ and YTZ.

I am not sure if CAATS has additional data, but NARDS in towers provides very basic weather info. It is based solely on the Nav Canada primary radar return (no Environment Canada data) so it just gives a very, very basic idea of precipitation intensity. It also can "miss" large swaths of high intens...

1) My opinion, continue your life plan (go to university) but apply for Nav ASAP. You can repeat the process if you fail but you never know, you might get in right away 2) You should call the recruitment office to confirm, they'd be the only ones with the final answer. 3) You have an extremely limit...

Hey 23 reply argument. I have this crazy idea. Just read back AIRPORT in your clearance.

Pros:

- You won't get hassled by FSS (their performance checks watch for this)


Cons:

- You won't be able to argue like a righteous egomaniac on Avcanada

In my personal opinion, the recruitment centre is giving you accurate advice. Edmonton FIR is one of the top, if not the top training centre in the country--in terms of volume of trainees. Gander is one of the least. I would be concerned you may indeed give up a chance at training by asking for the ...

grimey wrote:Thanks for the feedback guys, time to see if I can get my old job back. Well, an equivalent one, anyway, I'd rather stay in Ontario.

Apply in Toronto FIR and you'd only be posted in Toronto FIR.

The medical requirements for FSS are entirely within Nav Canada--ie Transport Canada is not involved.

You would have to contact somebody at Nav to track down some documents for you--but even then, it's probably up to the CAME to decide in the end.

Victoria Harbour FSS is one of the most coveted seniority bid locations in the country. You can expect a minimum of 20 years of seniority will be required to win a bid into there.

From my limited understanding, YYJ isn't so hard to bid into, but it's very hard to qualify. It's a complex operation.

A fair strategy, just one counterpoint: Vancouver FIR hires less trainees, so you are more likely to get hired if you are up for training in Edmonton FIR. Is there really a big difference in how many trainees they take? I noticed that indeed NavCan said that trainees have the greatest chance of get...

It's probably true that if you get hired into the YEG FIR, you'd likely not get YYC right away and would most likely, in fact, end up in Fort McMurray or maybe even further north and you'd have to be there minimum 3 years til you can bid out. Often in that situation it can take longer to bid out be...

Hi thanks for getting back to me, i would like to work in CYYC after course as that's where my spouse's family are. I think you get a locality preference vote in Nav Canada following course, but at the end Nav Canada will post you to where they decide. If you want to work at YYC you will probably e...

tower controller wrote:One YWG course started May 14 and nothing else listed on the internal website...

Where do you find this on the portal?

Just curious, but why would you want to determine the nearest FSS? Or do you mean you want to know the nearest RCO to a FIC for enroute information?

The easiest way to see the RCO's I know of is they are all listed out in the CFS. See page B1129 for Winnipeg FIC RCO's for example.

Maybe. We all deserve a write up sometimes I guess. The only time I remember a problem with my read back was in class C airspace near Washington DC. I read back the wrong altitude and the guy yelled, "That's not what I said." I oppologised and we all moved on as I flew the correct heading and altit...

Maybe. We all deserve a write up sometimes I guess. The only time I remember a problem with my read back was in class C airspace near Washington DC. I read back the wrong altitude and the guy yelled, "That's not what I said." I oppologised and we all moved on as I flew the correct heading and altit...

That sounds fair but he may have failed to provide, estimated time of landing and the pilot-in-command's arrival procedure intentions; when he checked in. Tough to say. Maybe he wouldn't have got the CADOR if he didn't call them "dickwads". Oh yeah, that's true. If he checked in at 50 miles without...

BTW the only ATC CADOR I have ever gotten was from the High Level FSS. It was 0130 on a clear summer night and I was coming in VFR from Fort Mac after a very long day. I checked in with High Level 50 miles out and from then until I joined the circuit there was Not One other transmission on the MF f...

BTW the only ATC CADOR I have ever gotten was from the High Level FSS. It was 0130 on a clear summer night and I was coming in VFR from Fort Mac after a very long day. I checked in with High Level 50 miles out and from then until I joined the circuit there was Not One other transmission on the MF f...

natej wrote:These are by no means, hard numbers, but just what I've heard over the years.

I'd say around 60-70% of VFR Controllers check out, and the check out rate for IFR Controllers is around 20-30%. FSS is around 95%.

Your FSS numbers are awfully high... it was around 70-80% in my experience.

Go Juice wrote:It looks cold already in Whitecourt. The AES guys flying lots still?

I don't work at Whitecourt, the picture is from Wikipedia.

I just wanted to show the Sept-Iles guys how good they've got it!

Is it? Well it may get even better soon as paper strips are about to become history. Lucky. This is Whitecourt FSS. The left 1/3 is the FSS, the right 2/3 is the terminal. http://upload.wikimedia.org/wikipedia/commons/thumb/6/67/Whitecourt_Airport_Terminal_Building.jpg/800px-Whitecourt_Airport_Term...

So I return to my question .... "I wonder why NAVCAN decided to invent its own radiotelephony definition which is grossly different than "the usual" definition in radio communications?" dah dah di di dit di di di dah dah OFD 1) I'm fairly sure this is a hold over from Transport Canada regardless, s...