Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP
Posting-Version: version B 2.10.3 4.3bsd-beta 6/6/85; site oracle.UUCP
Path: utzoo!decvax!ittatc!dcdwest!sdcsvax!ucbvax!hplabs!oracle!wool
From: wool@oracle.UUCP (Chris Wooldridge)
Newsgroups: net.aviation
Subject: Re: Canadian flying info
Message-ID: <416@oracle.UUCP>
Date: Sat, 8-Mar-86 23:22:18 EST
Article-I.D.: oracle.416
Posted: Sat Mar  8 23:22:18 1986
Date-Received: Sun, 9-Mar-86 20:44:01 EST
References: <279@ll-xn.ARPA> <3327@sun.uucp>
Distribution: na
Organization: ORACLE Corporation, 2710 Sand Hill Rd., Menlo Park, CA 94025
Lines: 54
Summary: More on Canadian flying

In article <3327@sun.uucp>, marcum@sun.uucp (Alan Marcum) writes:
> One other thing to note, which I recall from my Ann Arbor flying days of
> a couple of years ago, is that VFR-on-top requires an instrument
> clearance -- unlike here in the US.
True.  I fly a bit in Canada and can pass on the following tips:

1) Their TRSA's are MANDATORY - must have radio contact with approach
   (they call them "arrivals").
2) No flying on top of cloud layers with IFR clearance (see above).
3) True courses and standard pressure (29.92) used in the North.
4) Outside of the southmost 200 miles or so, you're in what they
   call "sparsely settled area" - there is a list of survival gear
   which you must have on board and the RCMP must check it before
   you go.
5) Flight plans required for flights of >25nm from origin airport.
6) There's this thing called "the block airspace" - which I recall
   as above 10,000' in the western half of the country - in which
   you must operate either IFR or something called "controlled VFR".
   This CVFR stuff requires either an instrument rating or a special
   "CVFR" license for a Canadian pilot - I don't know what is required
   of a nonIFR US pilot.
7) Most of western Canada has no radar coverage.  This makes for 
   interesting IFR flying.  Canadian radar does not decode mode c,
   either.
8) You'll notice the engine go into "autorough" a lot in western
   Canada - a lot of tall mountains (>14,000), no sign of civilization,
   no radar contact, and absolutely no place to put the airplane should
   the unspeakable occur.   This is true even with the US border in sight!
9) Customs will give you a little green slip which gives you the right
   to fly in Canada.  It is made out for your departure date - make sure
   you give them the latest date you may stay, else you've got to stop
   by another customs place for an extention.
10) I've heard, but do not know, that Quebec ATC gives you a hard time
   if you don't speak French.   It is the one place in the world where
   this is so! 

Transport Canada has a nifty little brochure for US pilots called
"Air Tourist Information - Canada" which tells you more about the above
and where to get charts, etc.  It's free at Canadian FSS's - at least
that's where I got mine.

Final note: don't be surprised to get a tiedown bill even 9 months after
your visit.  They rarely hit you there for tiedown, but your number ends up
in their computer, they get your address from OKCity, and you get a invoice
from Transport Canada asking for $6 Canadian, or whatever.   They'll
accept a US check in US dollars if you do the conversion right.

Have a nice flight!
-- 
Chris Wooldridge
Oracle Corporation
1100 206th Avenue, N.E.
Redmond, Wa.   98053	      (Mooney N6213U)
(206) 868-1985		      {ihnp4!muuxl,hplabs}!oracle!wool