Differences in Flight Rules Canada V US

[CharlieMaso]

Hi All.

Im trying to put together a list of differences applicable to a private VFR general aviation pilot of the differences between Canada and US flying. Im helping a friend become accustomed to flying in the US, and for Canadians it can be daunting to learn the differences....please add to the following to make sure im not missing anything important.

1. USA has ability to join the circuit on any leg at an uncontrolled airport + the "45" joining procedure is different.
2. USA you must open your flight plan after departure with flightwatch, where as in Canada they are now auto-opening.
3. ATC differences: (a) Must readback the runway,
(b) "number 3 cleared to land"
(c) state direction of flight when calling ready on tower freq
(d) phraseology difference between circuit/pattern/traffic.
4. Dont ever be late on a customs slot.
5. Watch out very closely for ROA/TFR's. What is a slap on the wrist in Canada can be a butt-reaming in the USA.

Anything else important. Perhaps someone can explain in what situations you would call seattle radio rather than flightwatch.

Thanks

[Nark]

Transiting Class B is fairly simple, but don't bust it, or the FAA can pull your license in a heart beat.

Mode C within 25nm of Bravo.

Flight following is almost automatic after talking with ARTCC.

Don't be afraid to ask ATC for clarification, help or just about anything. Nothing pisses them(me) off more than someone acknowledging a clearance and not doing it.

When getting taxi clearance, state taxiways AND assigned runway.

Short approach: cutting the corner from downwind to final, usually help to relieve congested pattern.
Closed Circuit: Normal touch and go pattern.

[Hornblower]

FAA can pull your license in a heart beat.

Uh, ... not so much. Maybe yours — but not ours.

And up here in Canada, "license is a verb. "Licence is the thing you carry in your pocket or flight bag.

[CharlieMaso]

Good start, thanks.

What about the FSS Vs Flightwatch thing....i've always used flightwatch for routine weather and FP open/close. In what situations do you use Seattle radio for a VFR pilot.

[Doc]

This is an over simplification of the facts, and not intended as legal advice, but loosely stated, if you're not busting any CAR's, you're probably Okay as far as the FAR's go as well.

[alti2d]

No need to file VFR flight plan within the US, unless flying in 'sparsely populated areas'. (not necessarily advisable, but it's a US thing. Also, I don't think that that is applicable if you're C registered anyway)

Class B is usually terminal airspace, and does not follow low level airways as it does it Canada. It also does not begin at 12500, but is centered around major airports, SEA, LAX, LAV, etc.... and has various floors, it does end below FL180

Flight watch is most commonly 122.0, among others

general operating and flight rules are in CFR chapter 14 part 91, here's a link
http://ecfr.gpoaccess.gov/cgi/t/text/te ... 10&idno=14

[alti2d]

FAA can pull your license in a heart beat.

Uh, ... not so much. Maybe yours — but not ours.

And up here in Canada, "license is a verb. "Licence is the thing you carry in your pocket or flight bag.

and in the US they issue certificates, so if asked to produce your certificate, you can tell them you don't have one.

[Nark]

You also need to produce photo ID in conjunction with your "certificate." However, I've never heard the FAA bubba's doing ramp checks in my area. (I'm most likely going to get ramped now that I say that)

Ohh, and most importantly: FBO's treat a Cessna 172's like its a G-V.

[Hedley]

IFR is quite different for private ops. Part 91 in the
USA, you can legally take off in zero/zero when there's
a bit of fog over the airport, which is a hoot. Don't try
that in Canada, you'll get the book thrown at you!!

Also, it used to be that in the USA, there was no
such thing as an approach ban for part 91 - no
need for rvr1200 or 1/4 mile vis before the FAF
as in Canada. All you needed was to be visual
at the DH to land. Maybe it's still that way, I dunno.

Also, for part 91 in Category A aircraft, you used
to be able to get Cat II ILS certification, hand-flown
in the USA. Maybe you still can. The rules change so
fast, it's hard to keep up with them all.

Try getting Cat II approval in Canada in your C172!!

IFR readbacks are almost non-existent in the USA,
compared to the windy readbacks in Canada. Canadians
sure love to hear the sound of their own voices on the
radio.

USA ATC will clear multiple aircraft in sequence to
land, while in Canada ATC likes to wait until the
last moment to grudgingly issue a landing clearance.

There are a LOT of subtle differences. One difference
I've noticed is that Canadians taxi really, really slowly,
while Americans taxi really, really fast. The contrast
between the two is hilarious.

The differences go on, and on. Another huge difference
is that American's don't have a Journey Log. They just
have these two tiny airframe and engine logs. That's
it. One wonders at the true purpose of a Journey Log.

[Doc]

Ohh, and most importantly: FBO's treat a Cessna 172's like its a G-V.

That is so true. I've been to a few FBO's in the states. Red carpet treatment all the way. The Yanks believe in customer service! And, ATC is a hell of a lot friendlier as well. All you need to know is the line.."pilot is unfamiliar...", and they'll guide you around like a seeing eye dog.

[Hedley]

> FAA can pull your license in a heart beat.

Uh, ... not so much. Maybe yours — but not ours.

Not true. The day after I sent in a Request for Review
to the Civil Aviation Tribunal, Transport revoked my
Canadian Aviation Document using the emergency
provisions of the Aeronautics Act 7.(1) which says:

Suspension where immediate threat to aviation safety or security

7. (1) If the Minister decides to suspend a Canadian aviation document on the grounds that an immediate threat to aviation safety or security exists or is likely to occur as a result of an act or thing that was or is being done under the authority of the document or that is proposed to be done under the authority of the document, the Minister shall without delay, by personal service or by registered or certified mail sent to the holder of the document or to the owner or operator of any aircraft, airport or other facility in respect of which the document was issued, as the case may be, at that person's latest known address, notify the holder, owner or operator of the Minister's decision.

Interestingly, years later, Federal Court found that this
"emergency suspension" was both groundless and punitive.

Transport claimed that the timing of the revocation was
purely coincidental. Federal Court found that argument
was without merit.

[Hornblower]

> FAA can pull your license in a heart beat.

Uh, ... not so much. Maybe yours — but not ours.

Not true. The day after I sent in a Request for Review
to the Civil Aviation Tribunal, Transport revoked my
Canadian Aviation Document using the emergency
provisions of the Aeronautics Act 7.(1)

Dude — is the FAA Transport Canada?

[TG]

USA has ability to join the circuit on any leg at an uncontrolled airport + the "45" joining procedure is different.

Circuit at 1500' AGL for turbine aircrafts.
And about flight watch:
http://www.flightwatch.com/efas.cfml

EFAS, also known as "Flight Watch", is available from 0600 to 2200 local time on frequency 122.0MHz. High altitude frequencies can be obtained from ARTCC's in route of flight. This service is specifically designed to provide, upon pilot request, timely current weather information pertinent to the type of flight, intended route of flight and altitude. Flight watch is dependent on pilot participation by soliciting and providing Pilot Weather Reports (PlREPS) within the flight watch area. This service is not intended to replace a Preflight Weather Briefing. The purpose of the EFAS position is to update your briefing while enroute. Communications with a flight watch station should be possible at altitudes of 5,000 feet and above throughout the conterminous United States. The radio call sign for the an EFAS station is "(City Name) Flight Watch". Upon initial call up, state the radio call sign for the EFAS station followed by your aircraft identification, and append the name of the nearest VOR to your position, i.e., "Miami Flight Watch, N3844D, 15 East of La Belle VOR".

[c170b53]

MOA's are used

[Tim]

USA ATC will clear multiple aircraft in sequence to
land

I like this procedure. They are trying it at some airports in Canada. I'd say it require's a slight amount of extra vigilance, but get everyone on the same page and obviously it'll work (it does down there anyways)

One difference
I've noticed is that Canadians taxi really, really slowly,
while Americans taxi really, really fast. The contrast
between the two is hilarious.

ever see Jazz when they don't make block time

MOA's are used

so are ours just not as often or as extensively. the live fire areas south of halifax were all up the other day when i looked, for example.

when talking to ATC what do you say for your reg? I've heard people say 'charlie golf........' or 'canadian golf....'

[Nark]

It warms my heart when I hear "Canadian - Yadda yadda" when they do the initial call up.
The poor guy in a Cherokee got booted from the airspace because it was filled with knuckle head student pilots, a comm failed helicopter, and us orbiting at the edge of their airspace. I could immediately tell this guy wasn't used to how busy class D airspace gets down here.

Not to say I'm was a pro, but it took me a little bit to get used to the differences.

Oh and for the future, monitor 122.75 when your uncontrolled, 26.7 really isn't monitored at all down here.

[wallypilot]

Oh and for the future, monitor 122.75 when your uncontrolled, 26.7 really isn't monitored at all down here.

Agreed, but just to reinforce it, in no uncertain terms, just to be clear, 126.7 is not an enroute, uncontrolled frequency. It's a well used frequency for terminal arrivals and departures,especially in southern Cali.

Flightwatch can give you weather, but not notams. Call FSS for notams.

AFAIK, for Part 135, when at DH, in order to legally continue to land, you have to have positive identification of the runway....whereas in Canada, you only have to have the "runway environment" visible. In the US, you can continue below the DH, if you have the lights...if at 100 AGL, you still don't have positive runway identification (centre line markings, edge lights, or pavement) you have to go around.

As for customs, you really need to be on time in Canada, as well, or (depending on the agent) you may also feel the wrath.

It warms my heart when I hear "Canadian - Yadda yadda" when they do the initial call up.

That drives me nuts....when they get a F registered aircraft on the radio, do they call them "French - Yadda yadda"? dumb asses.

One of the biggest differences, is the quality of service in FBO's. No comparison to the crap we get in Canada. I just wish Canadian FBO's (i concede not all are terrible, but very few of the best in Canada come even close to average in the US) would get with the program and give decent service.

[miragedriver]

Never had this happen on the east coast, but frequently with Oakland Center, Norcal approach & Travis approach. Call them up using Charlie Golf Yadaa Yadaa and they initially respond properly. After 10 mins or so (perhaps a new controller) they come back with Coast Guard Yadaa Yadaa you have traffic at whatever O clock. I'd reply with the traffic and mention I am not a Coast Guard, which then really seemed to confuse them. Happened several times now.

The latest I've been getting from this same group of controllers is after they acknowledge the proper Canadian registration they will then call up using "November" Charlie Golf Yadaa Yadaa.

All in all they do a good job and almost never refuse a VFR request unless it super busy.

[Vls]

CharlieMaso, I would respectfully suggest you and your friend google the FAA Airman's Information Manual and spend a day reading it. Concentrate on the differences between requirements for operating in the different types of airspace as they are unfortunately very different between the two countries (harmonization would be a great thing). Then I would have a look at www.aopa.org and get very familiar with the current TFR Notams and TSA Directives for transborder flying prior to venturing into U.S. Airspace. Later this spring all aircraft will be required to provide Homeland Security with advance pilot and passenger information via internet when venturing into US airspace whether landing or not (Boundary Bay routings are going to get very complicated).

For 35 years I've heard stories about American pilots not knowing the rules when flying in Canada. It works both ways. Read their rule book thoroughly and you will have no trouble.