I learned to fly in the US while my company had me stationed there for the last 5 years. When I got back to Canada recently I got my PPL here based on the US one so differences in the proceedures between the two countries leave me with some unknowns.
These are probably going to be stupid questions but here goes anyway:
In the US I would call up approach with my location and ask to transit the airspace in the direction I wanted to go. I never got turned down in any of the places I asked (Houston, Dallas, and OKC for example) although occasionally I was asked to be quite low, follow a VFR corridor, or occasionally skirt the edge of the inner circle... What is expected here?
The Canada Flight Suppliment shows ARRival frequencies for Calgary. Is ARRvial the same as APRch in the US or is it only used when you actually plan to arrive at the main airport. I've been listening on my hand held for a few days and everyone I've heard landed so no help there! Whats the VFR advisory 119.4 used for? There seems to be no US equivalent?
I see very few small single engine land types overfly Calgary. Does that indicate it's not normally approved? Do we normally get routed around to the east or through the Springbank class D instead (northbound from Okotoks to Edmonton for example)?
In the US, time permitting, the controllers provided a service called VFR flight following. I've been told that no such service exists here. Is that true? If so what if any separation and traffic alerting services can be provided to VFR aircraft?
My aircraft if a C150 /G ( I have it outfitted for IFR training ). How badly do controllers in Canada not want to hear from me? I read that in Australia small VFR aircraft are virtually silent in the ATC system. In the US I would talk to centre, approach and tower just like the commercial jets. Where do we sit here in Canada when the regs don't dictate a call up? I don't want to waste your time but I don't want to miss out on services that may be available either.
Traverse YYC class C and other questions
Moderators: North Shore, sky's the limit, sepia, Sulako
Flight following is avaliable from the center controllers, radar and workload permitting.
As far as who to call to transit the Class C airspace, usually the departure controller handles all the VFR and overflight traffic, but they do have a dedicated VFR freq. that is specifically for VFR traffic. 119.4 is what you should call, and you are calling terminal (not familliar with how they run it, but at other airports the VFR freq. is usually being run by the departure controller).
As far as them turning you away, I highly doubt it. They might give you restrictive routes and altitudes, but I don't think they are ever so busy they can't physically take you though.
As far as who to call to transit the Class C airspace, usually the departure controller handles all the VFR and overflight traffic, but they do have a dedicated VFR freq. that is specifically for VFR traffic. 119.4 is what you should call, and you are calling terminal (not familliar with how they run it, but at other airports the VFR freq. is usually being run by the departure controller).
As far as them turning you away, I highly doubt it. They might give you restrictive routes and altitudes, but I don't think they are ever so busy they can't physically take you though.
Controllers separate Ifr aircraft from other IFR aircraft. VFR aircraft can and will get flight following workload permitting as mentioned above. In Vancouver, both vancouver and victoria terminals have what is called Tersa which are controllers dedicated to the movement of VFR aircraft through their airspace. Talk to someone at Springbank if that is where you are located for details but VFR flight shouldn't be a problem to traverse the zone.
The people who gave us golf and called it a game are the same people who gave us bagpipes and called it music
Raydar
I guess it's a free world and you can do whatever you want to do, but, that spiderman thing... I have kids in house... and mixing a children's action character with a pornographic act not exactly appropriate for an aviation website don't you think? It's distasteful, juvenile, and in my face. I'm no prude, but these things have their place. On second thought, in this case, it really doesn't have a place anywhere. What are you thinking!
I guess it's a free world and you can do whatever you want to do, but, that spiderman thing... I have kids in house... and mixing a children's action character with a pornographic act not exactly appropriate for an aviation website don't you think? It's distasteful, juvenile, and in my face. I'm no prude, but these things have their place. On second thought, in this case, it really doesn't have a place anywhere. What are you thinking!
SteveZ
Malibu C-GNSG
Calgary
Malibu C-GNSG
Calgary
Re: Traverse YYC class C and other questions
In the US I would call up approach with my location and ask to transit the airspace in the direction I wanted to go. I never got turned down in any of the places I asked (Houston, Dallas, and OKC for example) although occasionally I was asked to be quite low, follow a VFR corridor, or occasionally skirt the edge of the inner circle... What is expected here?
Same applies here except you would call 119.4 (VFR advisory) located in the IFR unit.
The Canada Flight Suppliment shows ARRival frequencies for Calgary. Is ARRvial the same as APRch in the US or is it only used when you actually plan to arrive at the main airport. I've been listening on my hand held for a few days and everyone I've heard landed so no help there! Whats the VFR advisory 119.4 used for? There seems to be no US equivalent?
125.9 and 123.85 are IFR arrival frequencies.
119.4 is for VFR's, doesnt matter where you are going.
I see very few small single engine land types overfly Calgary. Does that indicate it's not normally approved? Do we normally get routed around to the east or through the Springbank class D instead (northbound from Okotoks to Edmonton for example)?
VFR overflying the airport is done at times, based on traffic, runway combos, and workload.
In the US, time permitting, the controllers provided a service called VFR flight following. I've been told that no such service exists here. Is that true? If so what if any separation and traffic alerting services can be provided to VFR aircraft?
VFR flight following is done here, workload permitting.
In the Class C, we do conflict resloution between IFR and VFR a/c and upon request between VFR a/c.
My aircraft if a C150 /G ( I have it outfitted for IFR training ). How badly do controllers in Canada not want to hear from me? I read that in Australia small VFR aircraft are virtually silent in the ATC system. In the US I would talk to centre, approach and tower just like the commercial jets. Where do we sit here in Canada when the regs don't dictate a call up? I don't want to waste your time but I don't want to miss out on services that may be available either.
If you want to fly into Calgary, or do approaches, file a flight plan and if doing approaches, get a slot time. If you are VFR outside of or below class C, you will probably be on your own.
BTW, Springbank has GNSS approaches and the (new) ILS should be servicable by Feb 08.
[/quote]
Same applies here except you would call 119.4 (VFR advisory) located in the IFR unit.
The Canada Flight Suppliment shows ARRival frequencies for Calgary. Is ARRvial the same as APRch in the US or is it only used when you actually plan to arrive at the main airport. I've been listening on my hand held for a few days and everyone I've heard landed so no help there! Whats the VFR advisory 119.4 used for? There seems to be no US equivalent?
125.9 and 123.85 are IFR arrival frequencies.
119.4 is for VFR's, doesnt matter where you are going.
I see very few small single engine land types overfly Calgary. Does that indicate it's not normally approved? Do we normally get routed around to the east or through the Springbank class D instead (northbound from Okotoks to Edmonton for example)?
VFR overflying the airport is done at times, based on traffic, runway combos, and workload.
In the US, time permitting, the controllers provided a service called VFR flight following. I've been told that no such service exists here. Is that true? If so what if any separation and traffic alerting services can be provided to VFR aircraft?
VFR flight following is done here, workload permitting.
In the Class C, we do conflict resloution between IFR and VFR a/c and upon request between VFR a/c.
My aircraft if a C150 /G ( I have it outfitted for IFR training ). How badly do controllers in Canada not want to hear from me? I read that in Australia small VFR aircraft are virtually silent in the ATC system. In the US I would talk to centre, approach and tower just like the commercial jets. Where do we sit here in Canada when the regs don't dictate a call up? I don't want to waste your time but I don't want to miss out on services that may be available either.
If you want to fly into Calgary, or do approaches, file a flight plan and if doing approaches, get a slot time. If you are VFR outside of or below class C, you will probably be on your own.
BTW, Springbank has GNSS approaches and the (new) ILS should be servicable by Feb 08.
[/quote]
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justplanecrazy
- Rank 8
- Posts: 815
- Joined: Wed Feb 25, 2004 1:57 pm
Stofer, it was mentioned before but just to make sure you noticed, be sure to file a flight plan if you want into any of the busy Class C airspace. Calgary, Vancouver, Victoria, Ottawa, Montreal, etc. all require a flight plan to be filed and a squawk code to be obtained before transiting, entering or exiting their airspace. Its just an issue with their electronic Flight Data Entry system where if you're not on a flight plan, it creates much typing.
When you file a flight plan, you can ask for holds and approaches and will be given them even in a C150, traffic permitting. Calgary always has multi runway operations on both rwys with approaches, so it's not the easiest to fit a turtle into the mix. If you've spent a lot of time talking to app/dep in the US, you're probably better then most of the students in Canada and they'll be more inclined to help you out. I've spent a fair bit of time flying VFR in busy airspace in both countries and they're very similar. One obvious difference is you won't be told #4 cleared to land although that is in the process of changing. Generally you'll get your clearance once the controller knows the rwy sep will be met.
Good luck and enjoy.
When you file a flight plan, you can ask for holds and approaches and will be given them even in a C150, traffic permitting. Calgary always has multi runway operations on both rwys with approaches, so it's not the easiest to fit a turtle into the mix. If you've spent a lot of time talking to app/dep in the US, you're probably better then most of the students in Canada and they'll be more inclined to help you out. I've spent a fair bit of time flying VFR in busy airspace in both countries and they're very similar. One obvious difference is you won't be told #4 cleared to land although that is in the process of changing. Generally you'll get your clearance once the controller knows the rwy sep will be met.
Good luck and enjoy.
We have no effective screening methods to make sure pilots are sane.
— Dr. Herbert Haynes, Federal Aviation Authority.
— Dr. Herbert Haynes, Federal Aviation Authority.
