European pilot soon to be Canadian pilot

[1053857]

Hello everyone, so I will be moving to Canada shortly and I hold a JAA Private Pilot Licence. I've called a TC office and have viewed the CARs, so I know what requirements (Medical, PSTAR exam etc.) must be met before being issued a Canadian Private Pilot Licence. (By the way, would anybody have a link to up to date PSTAR exam study material)?

So all that isn't a problem. What's "worrying" me a little more are the procedures in general. The internet doesn't give thaaaat much information on flying VFR in Canada unfortunately.

I am confused of the difference between ATF and MF. What is it? How does it work? How do I know what aerodrome is which?
When do I use the callsign "Radio"? When would I use "Traffic"? How would I see the difference on a chart (well, I haven't bought charts yet, but from what I managed to see on the internet, it doesn't seem very explicit)
Also, I saw that a VFR flightplan must be filed if going further than 25nm from the point of departure, could someone elaborate on that? Or is that as simple as it gets?

For VFR flight following (or enroute surveillance I think you guys call it), would I notify the TWR that I want flight following, or would I contact the approach on my own? Would it be with Center, or with FIC (126.7??). It just seems so unclear at this stage, and it's stressing me out haha.

Thanks for your input everybody, have a good day.

[CpnCrunch]

I'd recommend getting this book:

http://www.vippilot.com/en/canadian-pub ... anada-d345

and here is info on the PSTAR (a bit old, but unless they've changed the PSTAR it should be valid):

http://www.flyingstart.ca/FlightTrainin ... RIndex.htm

The CFS will tell you who you call at the airport (traffic, radio, etc).

You can either file a flight plan or flight itinerary for flights > 25nm. To file a flight plan you just phone a phone number, give a few details, and you're good to go (as long as you have a master flight plan filed, so they already have all the details of your plane). A flight itinerary just means telling someone your route and making sure they'll call the authorities if you don't come back.

I've never used flight following, and it doesn't appear to be very common in Canada (I'm not sure it's even available), unlike, for example, in the UK. Generally pilots just broadcast their positions occasionally on 126.7 if they can be bothered.

Flying in Canada is pretty straightforward and lots of fun. I moved from the UK and didn't have any trouble adjusting. We have lots of uncontrolled airspace here (once you get away from Vancouver or Toronto), and some amazing scenery.

[Shiny Side Up]

http://www.ic.gc.ca/eic/site/smt-gst.ns ... 01397.html

A handy thing to check out if one is wondering what to say on the radio.

[chipmunk]

You should also familiarize yourself with the relevant sections of the AIM. The index is pretty comprehensive.
Free PDF on the Transport Canada site, link here: https://www.tc.gc.ca/media/documents/ca ... ACCESS.pdf

Things are pretty straight forward and when you get your checkout/training with a Canadian instructor, he or she will be able to show you all the little tricks. Don't stress, it's very simple.

Re: flight following - it depends where you are. I use it whenever it is available (when you're cleared to the enroute frequency you just say "request flight following" and they'll either give you a new freq or say "unable" --or if you're departing an ATF or MF airport, you'll find the "approach" frequency in the Canadian Flight Supplement, use that to request flight following, in most cases) - but then, I like to cruise at higher altitudes which are more friendly to radar coverage. If you're down at 3000' AGL, you'll often be on your own sooner rather than later, and have to keep an eye on when you need to contact your next ATC unit prior entering any control zones, Class D/C, etc.

Lots of open space here... I've flown thru the UK a few times and that to me is a little stressful Hard to get a word in edgewise with ATC and it seems you always need to be talking to someone, but that's not the case here!

Welcome!

[1053857]

So the CFS is the Canadian Flight Supplement, correct? I suppose this is a "must" for VFR pilots? What other equipment would you recommend, a VNC and a TAC?

I'll be flying in the Calgary area, so I don't think radar will be an issue.

So far I've been using FltPlan.com to try and find out what a Canadian VFR sectional might look like, and I haven't been able to stumble upon a legend or something to be able to read the airspace or anything.

Also, for clarifying MF and ATF.... Is MF the equivalent of a UNICOM for the U.S., or AFIS for Europe, and ATF is CTAF?

How would one differentiate this on a chart? I'm guessing one becomes the other at a certain time? (closing)

Thanks again,

[FenderManDan]

Cfs is a directory and it has a lot of good info. Fltplan.com has US vfr sectionals iirc. Fltplan mobile has can ifr low charts.

[CpnCrunch]

You'll need the CFS and VNC, and probably the VTA.

An MF is basically the same as an ATZ in the UK. However the MF zone isn't generally depicted on the charts - there is just a little 'M' next to the frequency. You need to look in the CFS to get the info. Also, radio frequencies aren't listed on charts - again you need to read the CFS.

Also, I just noticed today that upper class B airspace isn't depicted on the charts, unless I've missed it. Apparently you're meant to just know that any airspace above 12500 above a C/D/E control zone is class B.

You can see Canadian charts on skyvector.com. It's not the actual VNC, but it seems to be pretty close.

[LousyFisherman]

Welcome to Canada

I am confused of the difference between ATF and MF. What is it? How does it work? How do I know what aerodrome is which?

You have to have a radio and announce at a MF airport. It is MANDATORY. An ATF is optional, you often natter to yourself in the circuit at an ATF airport but you do not have to use the radio at all.

When do I use the callsign "Radio"? When would I use "Traffic"? How would I see the difference on a chart

You won't find it on the chart. The best information is in the CFS. Generally at ATF airports announce yourself to traffic. ie "Vulcan traffic", MF airports can be either, Radio during the day and Traffic at off-hours is common. "Red Deer Radio". Springback, YYC and Edmonton are "Terminal" ie Calgary West Terminal

Don't worry about it. Lots of people screw it up, no-one minds, Well maybe some of the terminal controllers when they are having a bad day,

HTH
LF

[RNAV30]

Skyvector has some pretty good charts too for just looking things up. Check foreflight too if you want to fork out the money.

VNCs are important to have and mandatory if flying at night or vfr ott.

You will find the VTA to be extremely valuable in the YYC Terminal Airspace and the YEG Airspace as they will often use geographical features that are not on a VNC. ATC Instructions may come like "fly direct to the twin stacks" or proceed via " clover leaf". This could be confusing if one is not familiar with the area.

[tb752]

Recent EASA-PPL to TC-PPL conversion here.

One thing I had no idea about was that your radio licence is nothing to do with Transport Canada but is issued by Industry Canada, a completely different agency! Google "ROC-A" for more information.

[1053857]

And how is this radio operator licence issued?

[Colonel Sanders]

By a delegate at any FTU.

[Pop n Fresh]

The radio operators license is still a pretty basic oral exam on things like the phonetic alphabet and PanPan vs MayDay yes?

[Colonel Sanders]

Pretty much. The significance of 121.50 Mhz.

One question I like to ask candidates: what
kind of language should never be used on the
comm radio?

They always answer "obscene". I reply no, feel
free to curse someone out as required.

The kind of language that should never be used
on the comm radio is UNNECESSARY language.

"Conflicting traffic, please advise"

[CpnCrunch]

Recent EASA-PPL to TC-PPL conversion here.

One thing I had no idea about was that your radio licence is nothing to do with Transport Canada but is issued by Industry Canada, a completely different agency! Google "ROC-A" for more information.

I never needed to get one, as far as I can tell. I just have my CAA radiotelephony license, which I assumed is valid here. TC never gave me a piece of paper as far as I can see, and never told me I had to get one from Industry Canada.

[Pop n Fresh]

I doubt TC cares if you have any license. They don't really co-operate with industry Canada, that is why it is a separate paper license. Another ICAO radio telephony license might be valid here. I don't see why it would not be.

In defense of a government agency that appears to have very little inforcment it is not expensive and valid for life.

If it were the FCC I might be a bit more concerned. They probably have teeth.