ŠĻą”±į>ž’ <BDž’’’ !"#$%&'()*+,-./0123456789:;<=>?@AGHIåfēhéž}ü{i’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’’ģ„ĮU@ ųæøębjbj¬›¬› ÆĪńĪńķ@’’’’’’ˆ>>>>>>>Ō ~ü~ü~üŲV’üRĢ ½Æ *$@3V3V3V3i4d8Ķl,ł{˜<®>®>®>®>®>®>®$]±RƳdb®ł>ā e4i4ā ā b®>>V3V3[Æ&žžžā  >V3>V3<®žā <®žž†3m >>“V3 °X%Ł‚ĻĒ~üčf Ž40Ÿ Æ<½ÆŌ¼“Nš“h“  >>>>“œ“>,” ‘ƒˆ™ *ažĆl¼MŗcO‘ƒ‘ƒ‘ƒb®b® $6d÷šäóč 6šThe AOPA/COPA Guide to Cross Border Operations (United States/Canada) 19th Edition – July 2007 Copyright Canadian Owners and Pilots Association and the Aircraft Owners & Pilots Association 2007   HYPERLINK "http://www.aopa.org/"   Table of Contents    HYPERLINK \l "CHAPTER1" Chapter 1 – Preflight Planning and Preparation  HYPERLINK \l "GeneralPlanning" General Planning  HYPERLINK \l "Charts" Charts  HYPERLINK \l "FlightSupplements" Flight Supplements    HYPERLINK \l "CHAPTER2" Chapter 2 – Getting There  HYPERLINK \l "Section1GeneralInformation" Section 1 – General Information  HYPERLINK \l "Departure" Departure  HYPERLINK \l "TranspondersWaivers" Transponders & Waivers  HYPERLINK \l "NOTAMs" NOTAMs  HYPERLINK \l "FlightPlans" Flight Plans  HYPERLINK \l "Overflight" Overflight  HYPERLINK \l "FlyingBorrowed" Flying Borrowed, Leased or Rented Aircraft  HYPERLINK \l "USExperimental" US Experimental Aircraft, Canadian Amateur Built Aircraft and Canadian Ultralight Aircraft  HYPERLINK \l "USUltralight" US Ultralight Vehicles Operating Under FAR Part 103  HYPERLINK \l "USLSA" US Light Sport Aircraft (LSA)  HYPERLINK \l "CanadianOwnerMaint" Canadian Owner-Maintenance Category Aircraft  HYPERLINK \l "Seaplanes" Seaplanes  HYPERLINK \l "LicencesCertificates" Licences and Certificates  HYPERLINK \l "RadioStation" Aircraft Radio Station Licences and Pilot Radio Operator Certificates  HYPERLINK \l "Section2ArrivalinCanada" Section 2 – Arrival in Canada  HYPERLINK \l "CanadaBorderServicesAgency" Canada Border Services Agency (CBSA)  HYPERLINK \l "ChargestoClear" Charges to Clear Customs in Canada?  HYPERLINK \l "CanadianCustomsProcedures" Canadian Customs Procedures  HYPERLINK \l "CANPASS" CANPASS  HYPERLINK \l "ArrivalRequirements" Arrival Requirements  HYPERLINK \l "InwardOutwardDeclaration" Inward/Outward Declaration  HYPERLINK \l "AircraftPilotDocumentation" Aircraft and Pilot Documentation  HYPERLINK \l "AircraftDocumentation" Aircraft Documentation  HYPERLINK \l "Insurance" Insurance  HYPERLINK \l "PilotDocumentation" Pilot Documentation  HYPERLINK \l "IdentificationRequirements" Identification Requirements  HYPERLINK \l "Passport" Passport  HYPERLINK \l "TravellingWithChildren" Travelling With Children  HYPERLINK \l "Visa" Visa  HYPERLINK \l "Immunization" Immunization  HYPERLINK \l "TerminalFees" Terminal Fees  HYPERLINK \l "NavCanadaUserFees" Nav Canada User Fees  HYPERLINK \l "TollFreeInformation" Transport Canada’s Toll-Free Information Hotline  HYPERLINK \l "Section3ArrivingintheUnitedStates" Section 3 – Arriving in the United States  HYPERLINK \l "DeparturefromCanada" Departure from Canada  HYPERLINK \l "FlightPlan" Flight Plan  HYPERLINK \l "ArrivalintheUnitedStates" Arrival in the United States  HYPERLINK \l "Airportsofentry" Airports of entry  HYPERLINK \l "ADCUS" ADCUS (Advise Customs)  HYPERLINK \l "USCustomsBorderProtection" U.S. Customs and Border Protection Notification  HYPERLINK \l "EntryByLightAircraft" Entry By Light Aircraft for Non-Canadian Citizens or Canadian Citizens born in the Middle East  HYPERLINK \l "GATE" General Aviation Telephonic Entry (GATE)  HYPERLINK \l "Decal" US Customs and Border Protection Decal  HYPERLINK \l "Hours" US Customs and Border Protection Hours  HYPERLINK \l "OvertimeCharges" Overtime Charges  HYPERLINK \l "UserFeeAirports" User-Fee Airports  HYPERLINK \l "DosandDonts" US Customs and Border Protection Do’s and Don’ts  HYPERLINK \l "USPaperwork" U.S. Paperwork  HYPERLINK \l "ExpensiveItems" Expensive Items/Large Amounts of Cash  HYPERLINK \l "OccupantObligations" Occupant Obligations  HYPERLINK \l "RadioactiveAircraftInstruments" Radioactive Aircraft Instruments    HYPERLINK \l "CHAPTER3" Chapter 3 – Canadian Flight Rules  HYPERLINK \l "CanadasAirspace" Canada's Airspace  HYPERLINK \l "Structure" Structure  HYPERLINK \l "Classification" Classification  HYPERLINK \l "ModeC" Mode C Transponder Requirements  HYPERLINK \l "TransponderAirspace" Transponder Airspace  HYPERLINK \l "HighAltitudeControlAreas" High Altitude Control Areas  HYPERLINK \l "CanadianAirspaceBoundaries" Canadian Airspace Boundaries  HYPERLINK \l "NorthernSouthernDomesticAirspace" Northern and Southern Domestic Airspace  HYPERLINK \l "CruisingAltitudes" Cruising Altitudes and Flight Levels  HYPERLINK \l "ClassGairspace" Class G airspace — Recommended Operating Procedures — En Route  HYPERLINK \l "AirportTrafficProcedures" Airport Traffic Procedures  HYPERLINK \l "TrafficCircuitProcedures" Traffic Circuit Procedures — Uncontrolled Aerodromes  HYPERLINK \l "VFRCommunicationProcedures" VFR Communication Procedures at Aerodromes with MFs and ATFs:  HYPERLINK \l "UseofCellPhones" Use of Cell Phones  HYPERLINK \l "MinimumAltitudesOverflyingAerodrome" Minimum Altitudes — Overflying Aerodrome  HYPERLINK \l "CVFRProcedures" Controlled VFR (CVFR) Procedures  HYPERLINK \l "VFRMinimums" VFR Weather Minimums  HYPERLINK \l "SpecialVFRCda" Special VFR (Control zones only)  HYPERLINK \l "IFRApproachBan" IFR Approach Ban  HYPERLINK \l "PreflightInformation" Pre-flight Information and Aircraft Requirements  HYPERLINK \l "CANADIANFLIGHTPLANS" Canadian Flight Plans And Flight Itineraries  HYPERLINK \l "VFRPlans" VFR Plans  HYPERLINK \l "CanadianFlightPlan" Canadian Flight Plan  HYPERLINK \l "FilingFlightPlans" Filing Flight Plans, Getting Weather and NOTAMs  HYPERLINK \l "ICAOFlightPlans" ICAO Flight Plans  HYPERLINK \l "DVFR" Defense VFR (DVFR) Flight Plans  HYPERLINK \l "IFRFlightPlans" IFR Flight Plans  HYPERLINK \l "IFRAlternate" IFR Alternate Airport Requirements  HYPERLINK \l "FUELREQUIREMENTS" Fuel Requirements  HYPERLINK \l "VFRFlights" VFR Flights  HYPERLINK \l "IFRFlights" IFR Flights  HYPERLINK \l "AltimeterSettingProcedures" Altimeter Setting Procedures  HYPERLINK \l "AltimeterSettingRegion" Altimeter Setting Region  HYPERLINK \l "StandardPressureRegion" Standard Pressure Region  HYPERLINK \l "DesignatedMountainousRegions" Designated Mountainous Regions  HYPERLINK \l "MAJORDIFFERENCES" Major Differences Between Canadian And U.S. Procedures  HYPERLINK \l "FlightRestrictions" Flight Restrictions In National And Provincial Parks  HYPERLINK \l "FlyingCanadianRegisteredAircraft" Flying Canadian-Registered Aircraft  HYPERLINK \l "ForeignLicenceOptions" Foreign Licence Options for Flying Canadian Aircraft in Canada  HYPERLINK \l "RepairServices" Repair Services for US Aircraft in Canada  HYPERLINK \l "Fuel" Fuel  HYPERLINK \l "Overseas" If You Are Flying On To Overseas Destinations  HYPERLINK \l "MoreDetailedLookAtTheCARs" For A More Detailed Look At The CARs  HYPERLINK \l "COPA" Canadian Owners And Pilots Association  HYPERLINK \l "CHAPTER4" Chapter 4 – United States Flight Rules  HYPERLINK \l "UnitedStatesAirspace" United States Airspace  HYPERLINK \l "CRUISINGALTITUDES" Cruising Altitudes  HYPERLINK \l "SpecialVFR" Special VFR  HYPERLINK \l "VFROverTheTop" VFR Over The Top  HYPERLINK \l "IFRApproachBanUS" IFR Approach Ban  HYPERLINK \l "IFRAlternatesUS" IFR Alternates  HYPERLINK \l "USFlightPlans" U.S. Flight Plans  HYPERLINK \l "InformationrequiredVFRUS" Information required in a VFR Flight Plan  HYPERLINK \l "InformationrequiredIFRUS" Information required in an IFR Flight Plan  HYPERLINK \l "USFlightPlanForm" U.S. Flight Plan Form  HYPERLINK \l "USSpecialEquipmentCodes" U.S. Special Equipment Codes (Block 3)  HYPERLINK \l "DefenceVFRFlightPlans" Defence VFR Flight Plans  HYPERLINK \l "ADIZ" Air Defense Identification Zone (ADIZ) Requirements  HYPERLINK \l "WashingtonADIZ" The Washington ADIZ  HYPERLINK \l "USAirDefenseIdentificationZones" U.S. Air Defense Identification Zones  HYPERLINK \l "USFlightService" U.S. Flight Service  HYPERLINK \l "FlightWatch" Flight Watch  HYPERLINK \l "MOAs" Military Operations Areas (MOAs)  HYPERLINK \l "MaintenancePerformedOnCanadian" Maintenance Performed On Canadian Aircraft By U.S. Maintenance Personnel  HYPERLINK \l "RequiredFlyingEquipmentUS" Required Flying Equipment And Operating Information In The US  HYPERLINK \l "FlyingUSRegisteredAircraft" Flying US-Registered Aircraft  HYPERLINK \l "MedicalValidity" International travel and the new CAT III Medical Validity Periods  HYPERLINK \l "MoreDetailedLookAtTheFARs" For A More Detailed Look At The FARs  HYPERLINK \l "CHAPTER5" Chapter 5 – Travelers’ Information  HYPERLINK \l "LocalInformation" Local Information for Travelers in Canada  HYPERLINK \l "Language" Language  HYPERLINK \l "ClimateandClothing" Climate and Clothing  HYPERLINK \l "Recreation" Recreation  HYPERLINK \l "Currency" Currency  HYPERLINK \l "BankinginCanada" Banking in Canada  HYPERLINK \l "CreditCards" Credit Cards  HYPERLINK \l "ElectricCurrent" Electric Current  HYPERLINK \l "TimeZonesinCanada" Time Zones in Canada  HYPERLINK \l "DaylightSavingsTime" Daylight Savings Time  HYPERLINK \l "Pets" Pets  HYPERLINK \l "Plantmaterial" Plant material  HYPERLINK \l "Insects" Insects  HYPERLINK \l "Firearms" Firearms  HYPERLINK \l "HealthCareInsurance" Health Care Insurance – Canada & USA  HYPERLINK \l "AppendixA" Appendix A – Sources  HYPERLINK \l "AviationAssociations" Section 1 — Aviation Associations and Tourism Information  HYPERLINK \l "AeronauticalCharts" Section 2 — Aeronautical Charts and Publications Suppliers  HYPERLINK \l "CustomsandImmigrationSupp" Section 3 — Customs and Immigration Suppliers  HYPERLINK \l "CitizenshipandImmigration" Citizenship and Immigration  HYPERLINK \l "Tourism" Section 4 — Canadian and U.S. Government Tourism Offices  HYPERLINK \l "AeronauticalInformation" Section 5 - Aeronautical Information Services  HYPERLINK \l "FAAFSDOs" Section 6 – FAA Flight Standards District Offices    HYPERLINK \l "APPENDIXB" Appendix B – Special Flight Considerations for Canada  HYPERLINK \l "EmergencyProcedures" Emergency Procedures  HYPERLINK \l "EmergencyAirStrips" Emergency Air Strips  HYPERLINK \l "SurvivalAdvisoryInformation" Survival Advisory Information  HYPERLINK \l "OverWaterLifeSavingEquipment" Over Water Life Saving Equipment Requirements  HYPERLINK \l "SingleEngineOperations" Single-Engine Operations in Northern Canada  HYPERLINK \l "WinterFlying" Winter Flying  HYPERLINK \l "MountainFlyingTips" Mountain Flying Tips  HYPERLINK \l "RoutesThroughBritishColumbia" Routes Through British Columbia  HYPERLINK \l "CranbrooktoPrinceGeorge" Cranbrook to Prince George  HYPERLINK \l "VancouvertoPrinceGeorge" Vancouver to Prince George  HYPERLINK \l "RockyMtnTrench" Prince George to Watson Lake via Rocky Mountain Trench  HYPERLINK \l "VFRCoastalFlying" VFR Coastal Flying in British Columbia  HYPERLINK \l "InterceptionOfCivilAircraft" Interception Of Civil Aircraft  HYPERLINK \l "SignalsForUse" Signals For Use In The Event Of Interception  HYPERLINK \l "APPENDIXC" Appendix C – CANPASS    HYPERLINK \l "AppendixD" Appendix D – Instructions for Completing Canadian and ICAO Flight Plan Forms  HYPERLINK \l "AppendixE" Appendix E - Canadian And US Amateur-Built And Canadian Ultralight Aircraft Authorizations    HYPERLINK \l "CHECKLIST" AOPA/COPA Checklist for Cross-Border Operations CHAPTER 1 – PREFLIGHT PLANNING AND PREPARATION   Flying between Canada and the United States is probably the easiest “international” flight that a recreational flyer can make, even here in the security conscious era after September 11th 2001. The procedures, language and love of general aviation are shared by both countries and will make your trip a very smooth one. The procedures for crossing the border are boiled down into a short one-page checklist at the back of this book; the intervening pages amplify them and provide additional information about the slight variances between Canadian and United States regulations and procedures, in order to make your trip an enjoyable success.   Please keep in mind that this is a guide and as such is not a legal document covering the rules and regulations of each country. For official flight information you will need to reference the HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm"Aeronautical Information Manual (AIM) for Canada and the  HYPERLINK "http://www.faa.gov/ATPubs/AIM/index.htm" Aeronautical Information Manual (AIM) for the United States. These publications are both available on the internet and also on paper from the respective government agencies. Contact information is in  HYPERLINK \l "AppendixA" Appendix A. Additional publications that will be useful include the Canada Flight Supplement, Airport/Facility Directory, and aeronautical charts, all of which are discussed later in this chapter.  HYPERLINK \l "TableOfContents" Return to Table of Contents   General Planning Experience has shown that the key to a smooth trip is adequate, organized, and early preparation. You have already accomplished the first step by obtaining this AOPA/COPA Guide to Cross-Border Operations. A careful and thorough review of this booklet in addition to reviewing more information available in the  HYPERLINK "http://www.aopa.org/members/pic/intl/canada/" Canadian Operations area in AOPA Online’s members-only area and in the  HYPERLINK "http://www.copanational.org/non-members/FlyingInCanadaMain.htm" Flying In Canada area of the Canadian Owners and Pilots Association (COPA) web site will help you in planning. Don’t wait until the day before your trip; some time will be necessary to collect and review documentation, get the maps and flight information publications you will need, plan customs notification and learn use of survival gear when required.   It will be helpful to organize documents and equipment for convenient, ready access during your flight. When returning, separating items purchased abroad should further expedite customs clearance inspections.   Circumstances will differ from person to person and may warrant alternative methods in some cases. Should you encounter a situation not addressed in this booklet or have any questions regarding the information it contains, you are encouraged to contact our Aviation Specialists at 800/872-2672 (AOPA) or 613/236-4901 (COPA).    HYPERLINK \l "TableOfContents" Return to Table of Contents   Charts As you prepare for your cross-border flight, your first order of business will be to obtain the proper charts and supplements you’ll need for the trip. At a minimum, most pilots will need Sectional (U.S.) or Visual Navigation Charts (Canada) that cover the route and the Airport/Facility Directories (U.S.) or Canada Flight Supplement (the sole available paper airport directory for Canada). US charts show portions of Canada and Canadian charts show parts of the US. It is legal to fly on charts from the other country, but may not be advisable. In the past there have been numerous errors on US chart portions of Canada, showing airspace boundaries incorrectly, for instance. Canadian charts have also had inaccuracies in showing the US. You are advised to get the right national charts for the country you are flying in!   Listed below are the charts available for the United States and Canada.   VFR Navigation: 1.                  WACs (World Aeronautical Charts): Provide VFR coverage of Canada and the United States. Scale 1:1,000,000 (14 NM per inch). 2.                  Sectional Aeronautical Charts: Provide VFR coverage of the United States. Scale 1:500,000 (7 NM per inch). 3.                  VNCs (VFR Navigation Charts): Equivalent to U.S. sectionals, and provide VFR coverage of Canada. Scale 1:500.000 (7 NM per inch). 4.                  Terminal Area Charts: Provide VFR coverage of U.S. Class B airspace, available for 29 cities. Scale 1:250,000 (3.5 NM per inch). 5.                  VTAs (VFR Terminal Area Charts): Equivalent to U.S. Terminal Area Charts, available for Edmonton, Calgary, Montreal, Toronto, Winnipeg and Vancouver. Scale 1:250,000 (3.5 NM per inch). 6.                  Alaska Highway Strip Map: VFR coverage of the portions of the Alaskan Highway in Canada. Scale 1:500,000 (7 NM per inch).   IFR Navigation: 1.                  Terminal Procedures Publications: Contains U.S. Instrument Approach Procedure, Departure Procedure, and Standard Terminal Arrival charts, Charted Visual Flight Procedures, and Airport Diagrams. Available in 20 loose-leaf or perfect-bound volumes. There is also a separate volume for Alaska. 2.                  Canada Air Pilot (IFR approach plates) is separated by region of Canada. Seven volumes cover Canada (including a French language version of the book for Quebec), and a separate booklet (CAPGEN) provides general IFR reference, i.e. operating minima, noise abatement procedures, symbols, etc. 3.                  IFR Enroute Low Altitude and High Altitude Charts: Provide IFR navigation coverage for the conterminous United States and Alaska below 18,000’ MSL (Low Charts) and above 18,000’ (High Charts). 4.                  Canadian Enroute Low and High Altitude Charts: Provide IFR navigation coverage for Canada also separated as below 18,000’ MSL (Low Charts) and above 18,000’ MSL (High Charts). 5.                  Area Charts: Show congested U.S. terminal areas at a larger scale than the en route charts. 6.                  Canadian Terminal Area Charts: Similar to U.S. Area Charts; also includes Bermuda, Iceland and the Azores as Canada is responsible for Flight Information for these places.  HYPERLINK \l "TableOfContents" Return to Table of Contents   Flight Supplements: 1.                  Airport/Facility Directory: Contains data on U.S. public and joint use airports, seaplane bases, heliports, VFR airport sketches, navaids, communications data, weather data sources, airspace, special notices, and operational procedures. Seven volumes cover the conterminous U.S., Puerto Rico, and the Virgin Islands. Revised every 56 days. 2.                  Supplement Alaska: A civil/military flight information publication. Contains an airport/facility directory, airport sketches, communications data, weather data sources, airspace, listings of navigational facilities, and special notices and procedures. Revised every 56 days. 3.                  Canada Flight Supplement (CFS): The Canada Flight Supplement is a joint civil/military publication published by Nav Canada, the private Air Navigation Service provider. It contains information on Canadian and North Atlantic Aerodromes and is used as a reference for the planning and safe conduct of air operations. It is revised and reissued every 56 days and is available in English and in a bilingual English/French edition. 4.                  Water Aerodrome Supplement (WAS): Contains an Aerodrome/Facilities Directory of all water aerodromes shown on Canadian VFR charts. Also listed are communications stations data, radio aids, and other data supplemental to the VFR charts. This publication is revised and reissued annually and is available in bilingual English/French format only. 5. COPA also has an on-line, user-editable Airport Directory called  HYPERLINK "http://copanational.org/non-members/placestofly/intro.htm" Places to Fly. This directory includes spaces for information on landing fees, other fees and fuel prices as well. Pilots are encouraged to use it for trip-planning and also to add your own information and pictures of airports you have visited. Places to Fly is open to the public as COPA wants input from AOPA members, foreign pilots and airport managers as well as its own members.   The following diagrams show chart coverage:   U.S. World Aeronautical Charts  Figure 1-1. U.S. World Aeronautical Charts Canadian World Aeronautical Charts  Figure 1-2. Canadian World Aeronautical Charts U.S. Sectional and Terminal Area Charts  Figure 1-3. U.S. Sectional Charts Canadian VFR Navigation Charts  Figure 1-4. Canadian VFR Navigation Charts (VNCs)     U.S. Low Altitude Enroute Charts  Figure 1-5. U.S. Low Altitude Enroute Charts   U.S. High Altitude Enroute Charts  Figure 1-6. U.S. High Altitude Enroute Charts   Canadian Low Altitude Enroute Charts  Figure 1-7. Canadian Low Altitude Enroute Charts   Canadian High Altitude Enroute Charts  Figure 1-8. Canadian High Altitude Enroute Charts   U.S. Terminal Procedures Publications  Figure 1-9. U.S. Instrument Approach Plates   Canada Air Pilot  Figure 1-10. Canada Air Pilot (Canadian Instrument Approach Plates) U.S. Airport/Facility Directory  Figure 1-11. U.S. Airport /Facility Directory CHAPTER 2 – GETTING THERE   Section 1 – General Information   Departure The primary requirement for private (non-commercial) aircraft crossing the border between Canada and the United States is to file and activate a flight plan.   Normally, pre-clearance with Customs is not necessary for private tourist flights; however, business and commercial operators may have pre-clearance requirements. AOPA and COPA recommend that if you are carrying expensive or foreign-manufactured cameras, fishing equipment, etc., you go to a Customs office and declare these items on a Special Customs Service Form. Doing this can save considerable time and trouble on re-entry.  HYPERLINK \l "TableOfContents" Return to Table of Contents Transponders & Waivers A Mode A and C transponder is currently required by the US government to cross the US border in either direction, inbound or outbound. You must also be in communication with a US ATC agency before crossing the border. Failure to comply with this requirement will result in interception. Consult the latest US NOTAMS at  HYPERLINK "http://www.aopa.org/whatsnew/tfr_resources.html" http://www.aopa.org/whatsnew/tfr_resources.html for up to date information. If you do not have a transponder you will need to apply to the US Transportation Security Agency (TSA) for a waiver. You can find the application form for the waiver at  HYPERLINK "http://www.aopa.org/whatsnew/newsitems/2001/011221waivers.html" http://www.aopa.org/whatsnew/newsitems/2001/011221waivers.html . Allow a few weeks before your flight for your waiver to be issued.    HYPERLINK \l "TableOfContents" Return to Table of Contents NOTAMs It is essential to check NOTAMs prior to crossing the border in either direction. The US government has been imposing Temporary Flight Restrictions (TFRs) at very short notice in unexpected areas. These are restricted areas and are closed to aircraft. If you enter a TFR you will be violated or intercepted. Canadian briefers cannot access US TFR NOTAMs in a manner so as to guarantee that the information is up to date, so it is important to check with US FSS before crossing the border. Ensure that you check the new FAA website  HYPERLINK "http://tfr.faa.gov/" http://tfr.faa.gov  for maps showing the current and expected Temporary Flight Restrictions (TFRs). Another website for TFRs is  HYPERLINK "http://www.tfrcheck.com/" http://www.tfrcheck.com/ which provides graphical depictions of TFR areas. US TFR NOTAMS can be accessed in text form at  HYPERLINK "http://www.aopa.org/whatsnew/tfr_resources.html" www.aopa.org/whatsnew/tfr_resources.html. The US FSS number 1-800-WXBRIEF does not work from Canada. Canadian NOTAMs can be found at  HYPERLINK "http://www.flightplanning.navcanada.ca" www.flightplanning.navcanada.ca or by calling a Canadian Flight Information Centre at 1-866-WXBRIEF.  HYPERLINK \l "TableOfContents" Return to Table of Contents Flight Plans Flight plans are required for any international border crossing. A standard VFR or IFR flight plan is all that is required to cross between the U.S. and Canada. However, if your flight involves crossing the U.S. or Canadian Air Defense Identification Zone (ADIZ), as would be the case if you enter from either coast, make sure you comply with Federal Aviation Regulations Part 99 (12-inch registration marks, identification data plate, position reporting, two-way radio, and transponder requirements), or Canadian Aviation Regulation 602.145 (file a defense flight plan or itinerary, indicate the estimated time and point of ADIZ entry, and revise that estimate as necessary with ATC). Additional information is available in the  HYPERLINK "http://www.faa.gov/ATPubs/AIM/index.htm" Aeronautical Information Manual (AIM) in the National Security and Interception Procedures section, Canadian HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm"Aeronautical Information Manual (AIM), and  HYPERLINK "http://www.canada-shops.com/Stores/vippilotcenter/c77668p92914.2.html" Canada Flight Supplement.    Figure 2-1 U.S. Flight Plan Form, available online at  HYPERLINK "http://www.aopa.org/members/files/faa/7233-1.pdf" FAA Form 7233-1: Flight Plan    Figure 2-2 Canadian Flight Plan Form. Canadian Flight planning is available online at  HYPERLINK "https://fileflightplan.navcanada.ca/first.html" https://fileflightplan.navcanada.ca/first.html but you have to be a registered user to file.   Figure 2-3 U.S. Air Defense Identification Zones (national map and Washington ADIZ)      Figure 2-4 Canadian Air Defense Identification Zones    HYPERLINK \l "TableOfContents" Return to Table of Contents Overflight U.S. and Canadian Customs regulations permit aircraft to overfly the respective countries and return to the original country of departure without reporting to Customs. Examples of this might be a flight from Detroit to Buffalo or Fredericton to Montreal, during which you overfly foreign territory but do not land. A VFR or IFR flight plan is required for every flight crossing the U.S./Canada border. A notation of “Canadian or U.S. Overflight, No Landing” is recommended in the “Remarks” block of the flight plan form. You will also have to comply with the US requirement for a Mode A and C transponder (or a waiver) and for prior contact with ATC prior to crossing the border. Failure to do this will likely result in interception. NOTE: A flight plan is mandatory for all border crossings, even for overflights.    HYPERLINK \l "TableOfContents" Return to Table of Contents Flying Borrowed, Leased or Rented Aircraft If you do not own the aircraft you are flying, carry a notarized letter of authorization from the owner that gives you permission to use it in that country. A simple authorization could state: “This authorizes (name) to fly aircraft (registration mark), Model _______, in Canada (or United States) between the dates of ____and____.” It should be signed, dated and notarized.     HYPERLINK \l "TableOfContents" Return to Table of Contents US Experimental Aircraft, Canadian Amateur Built Aircraft and Canadian Ultralight Aircraft To fly into Canadian or US airspace in an amateur built or ultralight aircraft you will need to attach a copy of the appropriate blanket authorization letter to your aircraft documents and abide by the requirements stated in the letter. Copies of the letters for Canadian and US registered amateur built aircraft are in Appendix E and are also available on the COPA website at  HYPERLINK "http://www.copanational.org/down/FAASFACanadianUL.pdf" \t "_blank" US FAA Special Flight Authority for Canadian Ultralight Aircraft Operating in The United States   HYPERLINK "http://www.copanational.org/down/FAASFACanadianABA.pdf" \t "_blank" US FAA Special Flight Authority for Canadian Amateur-Built Aircraft Operating in The United States  HYPERLINK "http://www.copanational.org/down/TC%20approval%20US%20amateur%20Standardized%20Validation.pdf" \t "_blank" Standardized Validation Of A Special Airworthiness Certificate - Experimental, For The Purpose Of Operating A United States - Registered Amateur-Built Aircraft In Canadian Airspace   U.S. pilots who are operating modified military aircraft must obtain a license for temporary export from the Office of Munitions Control, PM/MC Room 800, SA6, Department of State, Washington, DC 20520; telephone 703/875-6644. You should apply at least 10 days prior to your departure date.     HYPERLINK \l "TableOfContents" Return to Table of Contents US Ultralight Vehicles Operating Under FAR Part 103 U.S. ultralight vehicles operating under FAR Part 103 of the Federal Aviation Regulations cannot get a blanket authorization to operate in Canada. Because they are not registered by a state they require special authority to fly in Canada from Transport Canada. Normally these unregistered aircraft are not permitted to be flown in Canada, but individual exceptions have been made for special events. To find out more information on how to fly your FAR Part 103 ultralight into Canada, contact the nearest Transport Canada Centre. A list of these can be found at  HYPERLINK "http://www.tc.gc.ca/CivilAviation/regions.htm" http://www.tc.gc.ca/CivilAviation/regions.htm     HYPERLINK \l "TableOfContents" Return to Table of Contents US Light Sport Aircraft (LSA) Currently US Light Sport Aircraft can only be operated in Canada with an individually issued Special Flight Authorization. It is expected that Transport Canada will issue a blanket SFA, similar to those in place for US Amateur-Builts, at some point in the future. In the meantime contact the nearest Transport Canada Centre (TCC) for an individual validation of the aircraft’s flight authority. A list of TCCs can be found at  HYPERLINK "http://www.tc.gc.ca/CivilAviation/regions.htm" http://www.tc.gc.ca/CivilAviation/regions.htm. Because the US Sport Pilot Certificate is not an ICAO recognized pilot licence you cannot fly on one in Canada. The minimum licence to fly an LSA in Canada is a Private Pilot Certificate at the present time. This may change in the future subject to agreement between the FAA and TC.    HYPERLINK \l "TableOfContents" Return to Table of Contents Canadian Owner-Maintenance Category Aircraft Canadian aircraft operating under a Special Certificate of Airworthiness - Owner Maintenance are prohibited from obtaining a Special Flight Authorization and from operating in US airspace, even if no landing is made in the USA. The FAA policy is detailed in  HYPERLINK "http://www.faa.gov/library/manuals/examiners_inspectors/8300/fsaw/media/FSAW0303.DOC" Flight Standards Information Bulletin for Airworthiness (FSAW) BULLETIN FSAW 03-03.     HYPERLINK \l "TableOfContents" Return to Table of Contents Seaplanes Pilots flying seaplanes are governed by the same regulations as landplanes. Seaplane pilots can find useful information on seaplane facilities, communications data, and special notices and procedures in the Canadian Water Aerodrome Supplement or the US Airport/Facility Directories. Additional resources are listed in  HYPERLINK \l "AppendixA" Appendix A.    HYPERLINK \l "TableOfContents" Return to Table of Contents Licences and Certificates Just because you are allowed to fly an aircraft in one country does not mean that you can fly that same aircraft in another country! Licences that meet ICAO standards, including all Private Pilot, Commercial Pilot and Airline Transport Pilot Licences (Canada) and Certificates (US) are valid to fly your aircraft on either side of the border. Other permits and licences are not necessarily valid on the other side of the border. For example the Canadian Pilot Permit – Recreational Aeroplanes is only valid when flying a Canadian ultralight in the US under the blanket authority document. The Pilot Permit – Ultra-light Aeroplanes is not valid for flying in the US, unless you are flying a Canadian Ultralight and have an instructor rating and two hours of cross country time, as required in the blanket authority. Likewise US Recreational Pilot Certificates and Sport Pilot Certificates are not valid in Canada. Student Pilot Permits are not valid outside the issuing country.  HYPERLINK \l "TableOfContents" Return to Table of Contents Aircraft Radio Station Licences and Pilot Radio Operator Certificates The subject of radio station licences and radio operator certificates causes confusion each year, especially for pilots flying to the USA from Canada and to Canada from the USA. Let’s deal with radio station licences first. Most pilots know that both the USA and Canada eliminated the need to carry radio station licences for their own aircraft in their own airspace a few years ago, but what about travel to the other country? ICAO Convention Article 29 details the documents that each nation is supposed to require for all aircraft. The ICAO Standard specifically states a radio station licence and operator’s permit are required if the aircraft is equipped with radios. However ICAO rules are not the law of the land – ICAO makes recommendations and the nations that are signatories to the Convention agree to either follow the ICAO rules or let ICAO know that they have a “difference” with the ICAO recommendations. Both the USA and Canada are signatories. In the USA the Federal Communications Commission (FCC) sets the rules. They do not require US registered aircraft flying in US airspace to have a radio station licence. They do require US registered aircraft that are flying outside of US airspace to have a radio station licence. Here is what the FCC regulation says:  HYPERLINK "http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=a99641c91c0d9d66d8b144378bc6fa5d&rgn=div8&view=text&node=47:5.0.1.1.2.2.91.2&idno=47" Title 47: Telecommunication, PART 87—AVIATION SERVICES, Subpart B—Applications and Licenses § 87.18 Station license required. (a) Except as noted in paragraph (b) of this section, stations in the aviation service must be licensed by the FCC either individually or by fleet. (b) An aircraft station is licensed by rule and does not need an individual license issued by the FCC if the aircraft station is not required by statute, treaty, or agreement to which the United States is signatory to carry a radio, and the aircraft station does not make international flights or communications. Even though an individual license is not required, an aircraft station licensed by rule must be operated in accordance with all applicable operating requirements, procedures, and technical specifications found in this part. US Customs has been given the job of enforcing the FCC regulations for US registered aircraft entering the USA to see if they had one while flying internationally. Under US law the station licence is still required for US registered aircraft when entering the USA, although not for flying within the USA. Canadian aircraft entering and flying in the USA do not have to comply with § 87.18, but do have to abide by the Canadian rules. The Canadian regulations are found in The  HYPERLINK "http://laws.justice.gc.ca/en/r-2/258836.html" Radiocommunication Act and the Radiocommunication Regulations made under the Act. Section 15.1 of the  HYPERLINK "http://laws.justice.gc.ca/en/r-2/SOR-96-484/index.html" Radiocommunication Regulations says: Exemption of Radio Apparatus on Board an Aircraft 15.1 (1) This section applies in respect of an aircraft that is (a) registered or licensed under an Act of Parliament; or (b) owned by, or under the direction or control of, Her Majesty in right of Canada or a province. (2) A radio apparatus that is operated on board an aircraft in the performance of the aeronautical service or the radiodetermination service is exempt from subsection 4(1) of the Act, in respect of a radio licence, if (a) the operation of the radio apparatus occurs when (i) the aircraft is within Canada, (ii) the aircraft is outside Canada and the territory of another country, or (iii) the aircraft is in the territory of another country with which Canada has entered into a reciprocal agreement that confers similar privileges on Canadians. This means that Canadian registered aircraft flying in Canada do not require a station licence, but that Canadian aircraft flying in the airspace of any other country do require a station licence, unless a reciprocal agreement is in effect exempting them. No reciprocal agreement has been signed with the USA. Neither Canada Customs nor Industry Canada inspectors (who have responsibility for enforcement of the Radiocommunication Regulations in Canada) have been asking to see station licences for aircraft entering Canada or flying in Canada recently, but they can do so at any time. Transport Canada does not carry out “ramp-check” inspections for radio licences on foreign aircraft as those documents are Industry Canada’s responsibility. So does a Canadian aircraft need a radio station licence to fly in the USA? Legally the answer is “yes”. Does a US aircraft need a radio station licence to fly in Canada? Legally the answer is also “yes”. Now let’s look at the pilot qualification – the radio operating certificate. Both the USA and Canada require radio operators certificates (the licence for the person using the radio) under certain circumstances. In the USA the FCC issues a Restricted Radiotelephone Operators Permit for US pilots, but only for international use – they are not required while flying in the USA. There is no US rule requiring a Canadian pilot to have a radio operating certificate while flying in the USA In Canada the equivalent document is called a Restricted Radiotelephone Operators certificate or the newer term - Restricted Operator Certificate with Aeronautical Qualification. The Canadian  HYPERLINK "http://laws.justice.gc.ca/en/r-2/SOR-96-484/index.html" Radiocommunication Regulations say: 33. A person may operate radio apparatus in the aeronautical service, maritime service or amateur radio service only where the person holds an appropriate radio operator certificate. So an operating certificate is always needed wherever a Canadian pilot is operating a radio on a Canadian aircraft. There is no Canadian rule requiring a US pilot to have a radio operating certificate while flying in Canada. In the US enforcement of the requirement for a pilot to have a radio operating certificate when flying a US aircraft coming back from an international flight is delegated to US Customs. In Canada the responsibility to enforce the regulations requiring an operator’s certificate is Industry Canada’s. They have not been inspecting Canadian pilots recently to ensure that pilots are carrying this licence, but can do so at any time. As with the station licence TC does not “ramp check” pilots for the operator’s certificate as that is Industry Canada’s responsibility. So does a US radio operator require a Restricted Radiotelephone Operators Permit? By US rules the answer is “yes” at all times when they are flying outside of the USA. Does a Canadian radio operator require a Restricted Operator Certificate? The answer is “yes” at all times in Canada and outside.     HYPERLINK \l "TableOfContents" Return to Table of Contents Section 2 – Arrival in Canada   Canada Border Services Agency (CBSA) Regular Customs hours vary greatly from location to location in Canada, so it is important to confirm that Customs will be available before your arrival. Customs service is provided to non-commercial private aircraft without charge during published business hours and may not be available at all outside those hours for each location. If Customs services are available outside of regular published hours there will be a fee charged for clearance. Contact CBSA at 1-888-226-7277 to confirm whether a charge will apply after published hours. The published Customs hours in the Canada Flight Supplement are not always reliable or correct. Due to constantly changing border priorities since September 11th, 2001, the only reliable source of current Canada Customs locations and hours is the CBSA website listing at: Airports of Entry (English):  HYPERLINK "http://www.cbsa-asfc.gc.ca/contact/listing/indexpages/indextype5-e.html" http://www.cbsa-asfc.gc.ca/contact/listing/indexpages/indextype5-e.html CANPASS Only Airports (English):  HYPERLINK "http://www.cbsa.gc.ca/contact/listing/indexpages/indextype30-e.html" http://www.cbsa.gc.ca/contact/listing/indexpages/indextype30-e.html Ensure that you check this listing before your flight for the most up to date information.    HYPERLINK \l "TableOfContents" Return to Table of Contents Charges to Clear Customs in Canada? Some airports in Canada that lost their Customs Service due to changing government priorities after 9/11 have regained the service by signing contracts with CBSA and paying for the provision of that service. In most cases the airport authority is absorbing the cost of this service, but not in all cases. The airport at Brandon, Manitoba (CYBR) is charging individual aircraft owners for the cost of the service, even if the aircraft lands there during published Customs hours. This Customs fee varies from Can$450-$650 per aircraft depending on the fee charged to the airport by CBSA. Aircraft operators are advised NOT to clear Customs at Brandon anytime unless this fee is acceptable. For more information contact the Brandon airport manager, Jeff Roziere, at 204-729-2166. At the present Brandon is the only airport that COPA is aware of that is charging a fee to clear Customs. Updated information can be found in the  HYPERLINK "http://www.copanational.org/PlacesToFly/airport_view.php?pr_id=4&ap_id=217" COPA on-line airport directory, Places to Fly entry for Brandon      HYPERLINK \l "TableOfContents" Return to Table of Contents Canadian Customs Procedures   All travelers arriving in Canada on a Canadian or foreign-registered private aircraft carrying no more than 15 passengers, including the crew, must call the telephone reporting centre to obtain authorization from Canada Border Services Agency (CBSA) to enter or return to Canada. A flight plan must be filed and activated for all border-crossing flights. Border crossing flight plans containing ADvise CUStoms (ADCUS) messages are no longer used to advise customs of your arrival in Canada. Pilots must call CBSA at 888-226-7277, to receive permission from a customs officer to enter Canada.   CBSA must be contacted at least two hours but not more than 48 hours before arriving in Canada. The first landing must be made at a Canada Customs-authorized Airport of Entry (AOE) unless the pilot and all passengers are CANPASS holders (see below). The only place to find current airports of entry and hours is at the CBSA website above.   After arrival at the AOE a CBSA officer will normally meet your aircraft. If the officer is not there to meet the aircraft the pilot is required to make a second call to the same number 888-226-7277 to notify customs of arrival. The customs officer will then advise whether you are free to leave the customs area and continue into Canada, or if you must wait for customs officer to verify documents or complete an inspection. As proof of presentation, the customs officer will give the pilot a report number for the records. For flight arrivals outside of the established hours, the provisions of customs service may not be available and if customs service is provided outside core hours it might be subject to cost recovery charges.  HYPERLINK \l "TableOfContents" Return to Table of Contents CANPASS Citizens or permanent residents of Canada and citizens or permanent aliens of the U.S. who meet normal visitor requirements who fly directly from the United States may qualify to hold a CANPASS authorization. Each individual who wants to participate in the CANPASS program has to fill out an application form and pay a processing fee of Can$40 for five years membership. There are no longer any “family memberships”. The authorization makes it possible to fly into many more airports, at extended hours, than simply an airport of entry; however, the airport must be an approved CANPASS airport. You can find the most current list of the CANPASS only airports at the  HYPERLINK "http://www.cbsa.gc.ca/contact/listing/indexpages/indextype30-e.html" http://www.cbsa.gc.ca/contact/listing/indexpages/indextype30-e.html . As a CANPASS member, you can proceed to your destination without making a second phone call after landing, if there is no customs officer waiting at your reported time of arrival.  The CANPASS program applies only when coming to Canada and does not apply when going to U.S.. Canadian Customs no longer requires citizenship information on flight plans; however, pilots and passengers are still required to carry the necessary personal identification and aircraft documents.   CANPASS program details and special advanced permitting procedures are outlined in Appendix C. CANPASS program information is also available on AOPA’s web site at  HYPERLINK "www.aopa.org" www.aopa.org and on  HYPERLINK "http://www.copanational.org/non-members/Customs.htm" COPA’s web site.    HYPERLINK \l "TableOfContents" Return to Table of Contents Arrival Requirements   Inward/Outward Declaration Upon arrival at an airport of entry, the pilot in command of a private aircraft must report verbally to the appropriate Customs officer. An “inward/outbound” declaration report may also be required.     HYPERLINK \l "TableOfContents" Return to Table of Contents Aircraft and Pilot Documentation Visiting pilots are required to have the following documents in their possession. All documents must be current and original; photocopies are not acceptable.   Aircraft Documentation ·š        Aircraft registration certificate (temporary  pink slip” registration forms are not valid for international flights as described in  HYPERLINK "http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b3147f5f89a210d09cd78cfb417a1777&rgn=div8&view=text&node=19:1.0.1.1.21.3.157.7&idno=19" US Title 19 Customs Duties, Chapter 1, Part 122, Subpart C Section 122.27) ·š        Aircraft airworthiness certificate (for aircraft with a C of A or Special C of A); ·š        Aircraft operating limitations (including the  Standardized Validation of a Special Airworthiness Certificate  Experimental, for the Purpose of Operating a United States-Registered Amateur-Built Aircraft in Canadian Airspace ); ·š        Weight and balance information; ·š        FAA 337 form when the aircraft has been fitted with extra fuel tanks in the baggage or passenger compartments.     HYPERLINK \l "TableOfContents" Return to Table of Contents Insurance Before departing the U.S., you should check with your aircraft insurance agent to verify that your coverage extends to Canada.   Private aircraft, including amateur-built and ultralight aircraft, operating in Canadian airspace are required by Canadian regulations to carry liability insurance. The amount and types of coverage are based on the aircraft’s gross takeoff weight as shown below:   Up to 2,300 lbs.: $100,000 public liability only 2,301 to 5,000 lbs.: $500,000 public liability only 5,001 to 12,500 lbs.: $1,000,000 public liability and $300,000 passenger liability per passenger on board   The regulations also dictate that pilots carry proof of insurance on board the aircraft. Pilots should contact their insurance agent and request a certificate of insurance or a letter stating that the aircraft is carrying the appropriate amounts of coverage to satisfy the Canadian requirements. If a Certificate of Insurance cannot be obtained then the whole Insurance Policy maybe carried as proof of insurance. Complete regulations regarding Canadian liability insurance can be found in  HYPERLINK "http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/PART6/606.htm" \l "606_02" CAR 606.02     HYPERLINK \l "TableOfContents" Return to Table of Contents Pilot Documentation Airman certificate; Medical certificate;   You may be requested to present any one of these documents any time and anywhere by Customs, Immigration, Transport Canada Civil Aviation or the Royal Canadian Mounted Police.     HYPERLINK \l "TableOfContents" Return to Table of Contents Identification Requirements As of 23 January 2007 all persons entering the USA by aircraft must have a current and valid passport. All persons entering Canada must provide proof of citizenship. While Canada Customs will usually accept birth certificates with photo identification (driver’s licence is not acceptable proof of citizenship) for entry this may not be sufficient. Any person arriving in Canada may be required to present a passport as the only accepted identification. COPA and AOPA both recommend that any visitors to Canada carry a current and valid passport. A driver’s license, provincial health card, Social Insurance Number, or vehicle registration or car insurance certificate are not sufficient proof of citizenship.    HYPERLINK \l "TableOfContents" Return to Table of Contents Passport A US passport may be obtained by applying in person to one of the following: A passport agent A clerk of any federal court A clerk of any state court of record A judge or clerk of any probate court A postal clerk designated by the postmaster general (postal clerks have been designated only in certain areas).   Additional factors to consider are: ·š        Time involved Allow at least two to four weeks for the receipt of the passport after application is made. ·š        Lost Immediately report the loss of a valid passport in writing to The Passport Office, Department of State, Washington, DC 20524, or to the nearest consular office of the United States when abroad. ·š        Altered A passport that is mutilated or altered cannot be used for travel. Turn the passport in to a passport agent, clerk of the court, or other official of the U.S. government. ·š        Expired—Under certain circumstances, the holder of an expired passport issued within the past eight years can submit an application, with the expired passport, by mail.     HYPERLINK \l "TableOfContents" Return to Table of Contents Travelling With Children Due to problems with transborder child abductions by non-custodial parents a notarized statement of approval signed by the absent parent must accompany children travelling with only ONE parent. Generally, the statement should read as follows:   To Whom It May Concern: I, [name of absent parent/legal guardian], authorize [name of accompanying parent] to transport and accompany [name(s) of children] into Canada during the dates of [date of entry into Canada] to [date of exit from Canada]. The statement should be signed by the absent parent in the presence of a notary public. For additional information, contact the Canadian Embassy, 1746 Massachusetts Ave., Washington, DC 20036, or call 202/682-1740.    HYPERLINK \l "TableOfContents" Return to Table of Contents Visa U.S. citizens entering Canada for tourism purposes normally do not require a visa. However, immigrants and citizens of some other countries may be required to have an immigrant or visitor visa and should check with Canadian immigration authorities before departure. We strongly recommend that pilots check in advance with the customs or immigration authorities on both sides of the border if they are unsure of the validity of the personal documentation that they or their passengers intend to use.    HYPERLINK \l "TableOfContents" Return to Table of Contents Immunization Proof of immunization (yellow fever, cholera, etc.) is not required unless you have been in an infected country within fourteen days prior to entering Canada. Pilots who wish to check further can obtain additional advice and assistance from the Health Canada Medical Services Branch at 613/957-8739 and the U.S. National Centers for Disease Control at 404/639-3311.    HYPERLINK \l "TableOfContents" Return to Table of Contents Terminal Fees Transport Canada is charging for the use of some municipal airport terminals that it owns. Canadian Terminal Usage Fees apply to all aircraft, domestic or foreign. The fees for aircraft with 0-9 seats typically range from Can$14.80 to Can$38.40 for international flights and between Can$7.00 and Can$18.50 for domestic flights. Some municipalities have taken transport Canada’s lead and have also started applying these fees at their airports. Terminal use fees are only charged if passengers enter the terminal building – there are no fees for aircrew use of the terminal building. Pilots who wish to confirm fees in advance can contact the airport operator listed in the Canada Flight Supplement. A brief listing of airports of entry is contained in AOPA’s Airport Directory under the International Landing Facilities section. The easiest way to avoid the fees, if you must land at one of the airports, is to use an FBO or some other exit from the air side of the airport, so as to avoid entering the terminal building. If you subsequently receive a bill when you did not enter the building, simply return the bill unpaid along with an explanation that you did not enter the building.    HYPERLINK \l "TableOfContents" Return to Table of Contents Nav Canada User Fees Beginning March 1, 1999, Nav Canada began charging a quarterly user fee to non-Canadian registered aircraft using its services. This fee covers all flights made in Canada during that quarter. As of September 2006 the fee was Can$17.75 for all recreational aircraft regardless of weight. The invoice you receive from Nav Canada may not reflect that the aircraft is being operated recreationally. You will be billed based on the gross weight of the aircraft. It is up to the aircraft owner/operator to contact Nav Canada to have the fee adjusted if the aircraft is being operated for recreational purposes. Invoices are sent after the end of the quarter in which you made your flight. The quarters run from March to May, June to August, September to November, and December to February. If you are in Canada over the end of one quarter and into the beginning of the next you will be billed for two quarters. For more information on current fees access  HYPERLINK "http://www.navcanada.ca/NavCanada.asp?Language=en&Content=ContentDefinitionFiles\\Services\\ChargesAndAdmin\\default.xml" Nav Canada’s website or call Nav Canada at 800-876-4693. Information is also available through AOPA’s Aviation Services Department at 800-872-2672.    HYPERLINK \l "TableOfContents" Return to Table of Contents Transport Canada’s Toll-Free Information Hotline Transport Canada now has a toll-free information number where pilots can receive assistance regarding regulatory information and procedures in Canada. Call Civil Aviation’s One Stop Service at 800-305-2059. In the National Capital Region (Ottawa, Ontario), call 613-993-7284 or visit the  HYPERLINK "http://www.tc.gc.ca/CivilAviation/menu.htm" TC website.    HYPERLINK \l "TableOfContents" Return to Table of Contents Section 3 – Arriving in the United States In general, flights between the U.S. and Canadian border are usually uneventful. However, keep in mind that there are a few considerations to be quite careful about: a flight plan for the border crossing, transponder or waiver requirements and advance notice to US Customs and Border Protection. The U.S. government is serious about catching suspected drug smugglers and possible terrorists, so the general aviation traveler does not want to relax their piloting obligations and start (or end) a great vacation on a sour note with an adversarial search of their person or airplane…or worse. The US Customs and Border Protection Service considers general aviation aircraft as the highest-risk vehicles for narcotics smuggling and persons who violate Customs rules face possible aircraft impoundment and fines that start at US$5,000. The slight burden of paying careful attention to the few straightforward requirements of entering the U.S. should result in a smooth, hassle-free flight.    HYPERLINK \l "TableOfContents" Return to Table of Contents Departure from Canada For the non-commercial aircraft departing from Canada to the United States, the primary requirements are to provide advance notice to US Customs and Border Protection, meet the transponder or waiver requirements, file and activate your flight plan to an airport of entry (AOE) and be communicating with ATC as you cross the border. An exception may apply if the inward/outward declaration report that you filed upon entry into Canada made note of articles on a temporary import basis. In that case, you will have to report to Canadian Customs immediately prior to departing for the U.S. Also, if you want to transport goods that require documentary control in order to leave the country, you must clear those goods through Canadian Customs before departure.    HYPERLINK \l "TableOfContents" Return to Table of Contents Flight Plan You must file and activate a VFR or IFR flight plan when departing Canada for the US. ADCUS service (ADvise CUStoms) is no longer available at U.S. airports and should no longer be used.   You must call the US Customs and Border Protection office at the AOE directly to give them at least two hours advance notice. Failure to do so will result in a minimum penalty of US$5000. A complete list of AOEs and their phone numbers can be found at  HYPERLINK "http://www.customs.gov/xp/cgov/toolbox/contacts/ports/" http://www.customs.gov/xp/cgov/toolbox/contacts/ports/ When filing an IFR flight plan, the alternate airport listed should be an AOE. Note: AOPA Aviation Services Department recommends that pilots utilizing IFR alternates include that information in the advance notification to Customs.    HYPERLINK \l "TableOfContents" Return to Table of Contents Arrival in the United States Airports of entry Your first landing in the United States must be at an airport of entry (AOE) or a landing rights airport (LRA), the only two kinds of airports through which you can clear Customs in the U.S. You do not need permission from Customs to land at an AOE for Customs services, but you must provide at least two hours advance notice of arrival. To use an LRA as your arrival port, however, you must obtain prior permission from Customs, in addition to providing the required two hour advance notice of arrival. US Customs and Border Protection expect you to arrive within 15 minutes of your stated ETA. Do not be early or late. If you will have a long flight to get to your port of entry consider stopping on the Canadian side of the border and notifying US Customs and Border Protection before you depart (respecting the two hour requirement) to ensure you are not off your expected timing. Note: Some ports of entry require more than two hours advance notice of arrival. Check the US Customs and Border Protection Guide for Private Flyers for specifics. It is available on line at  HYPERLINK "http://www.aopa.org/members/files/guides" http://www.aopa.org/members/files/guides.     HYPERLINK \l "TableOfContents" Return to Table of Contents ADCUS (Advise Customs) ADCUS service is no longer available at U.S. airports.   Pilots are required to communicate directly with US Customs and Border Protection to ensure their notice is provided in a timely manner. Telephone numbers for the offices are available in the AOPA Airport Directory, online at  HYPERLINK "http://www.customs.gov/xp/cgov/toolbox/contacts/ports/" http://www.customs.gov/xp/cgov/toolbox/contacts/ports/  HYPERLINK "http://www.aopa.org/members/files/guides/custaprt.html"  or from AOPA Aviation Services Department at 800-872-2672. Whenever speaking with a Customs official be sure to get that official's name and/or badge number in case it is needed in the future to refer to the conversation.    HYPERLINK \l "TableOfContents" Return to Table of Contents U.S. Customs and Border Protection Notification You should have the following information available for Customs notification: • Aircraft registration number • Name of aircraft commander • Number of U.S. citizen passengers • Number of alien passengers (see next paragraph for more details on this) • Place of last departure • Estimated time and location of crossing the U.S. coastline or border; • Name of the U.S. airport of entry; and • Your ETA    HYPERLINK \l "TableOfContents" Return to Table of Contents Entry By Light Aircraft for Non-Canadian Citizens or Canadian Citizens born in the Middle East With the inception of the US-VISIT program on January 5th, 2005 all non-Canadian and non-US citizens are required to be biometrically scanned when entering the USA. This means that even Canadian landed immigrants will need to go through this procedure. The procedure consists of having both index fingers scanned and a digital photograph taken to match and authenticate travel documents at the port of entry. The implications for entering the USA by light aircraft are that this will only be possible for Canadian and US citizens in most cases. The biometric scanning will not usually be available at airports where small aircraft are cleared. If you are planning on flying to the USA with a non-Canadian or US citizen on board contact US Customs and Border Protection first to see if this will be possible. Complete information on the US-VISIT program can be found on the  HYPERLINK "http://www.dhs.gov/dhspublic/interapp/content_multi_image/content_multi_image_0006.xml" US Department of Homeland Security website. Furthermore - any individuals born in the Middle-Eastern countries of Saudi Arabia, Iraq, Iran, Yemen, Sudan, Libya, Pakistan Afghanistan, Algeria, Bahrain, Eritrea, Lebanon, Morocco, North Korea, Oman, Qatar, Somalia, Tunisia, United Arab Emirates and Syria are required to be finger printed - each time they cross the border, even if they are Canadian citizens. This policy has been implemented as a result of the implementation of the National Security Entry-Exit Registration System (NSEERS) (also known as Special Registration)which specifies that eighteen countries’ citizens be registered. Despite press reports that this provision has since been rescinded for Middle-Eastern Canadians, information in February 2005 indicates that you had better check with the applicable local USCIS unit before starting your trip. If the local USCIS unit is continuing to enforce this, this essentially prevents pilots or passengers of these countries of origin from crossing in private aircraft unless they have made specific arrangements to be fingerprinted by USCIS at arrival. See the  HYPERLINK "http://www.ice.gov/pi/specialregistration/index.htm" USCIS website for more information.    HYPERLINK \l "TableOfContents" Return to Table of Contents General Aviation Telephonic Entry (GATE) This program was the US equivalent to the Canadian CANPASS. Effective September 11th 2001 this program was suspended indefinitely. It is not anticipated that it will be re-instated.    HYPERLINK \l "TableOfContents" Return to Table of Contents US Customs and Border Protection Decal There is an annual US$25 Customs fee for private flights. This fee may be paid in advance and the decal sent to the purchaser by US Customs and Border Protection. Decals may or may not be available for purchase in person when clearing Customs. If you are proceeding to the USA without a decal make sure you contact the US Customs and Border Protection Office at the destination airport to ensure that you can get one on arrival. If they don’t have any to sell you then you will have to pay the $25 fee each time you enter the USA without a decal. Once you have the decal you are required to display it on the outside of the aircraft near the door to show that your fee is paid. This decal allows the aircraft to clear US Customs and Border Protection for the remainder of the calendar year without additional user fees. The US Customs and Border Protection decal application is available on line on the HYPERLINK "http://www.cbp.gov/xp/cgov/travel/pleasure_boats/user_fee/user_fee_decal.xml"US Customs and Border Protection website    HYPERLINK \l "TableOfContents" Return to Table of Contents US Customs and Border Protection Hours Free Customs service is generally provided during the normal business hours of 8 a.m. to 5 p.m., Monday through Saturday, including holidays. However, the duty hours of inspectors are based on demand for service and may be altered at some airports to accommodate schedule changes and peak workloads. Pilots should check hours of operation before departure.    HYPERLINK \l "TableOfContents" Return to Table of Contents Overtime Charges Before January 1, 1995, private aircraft and vessels arriving outside normal duty hours were assessed an additional US$25 overtime charge for each arrival. This fee is no longer collected. If an officer from an inspection agency other than Customs is providing the service, overtime charges after regular working hours during weekdays may accrue. These agencies are listed in the U.S. Customs Guide for Private Flyers.    HYPERLINK \l "TableOfContents" Return to Table of Contents User-Fee Airports Congress created the User-Fee Airport Program as a part of the Tariff and Trade Act of 1984. Certain airports that do not meet the normal criteria for establishment of a port of entry can petition to become a designated user-fee airport. Private aircraft operators using these designated user-fee airports are frequently required to pay the airport operator costs associated with their processing. These costs may well run from US$100 to $300 per arrival.    HYPERLINK \l "TableOfContents" Return to Table of Contents US Customs and Border Protection Do’s and Don’ts Do know Customs rules. Do notify Customs in advance by telephone. Do get Customs information from Customs officials. Do be on time. Do request the Customs officer's badge number. Do declare every article acquired abroad and accompanying you, including gifts. Do keep a record of all acquired items; save sales invoices. Do pack your purchases and gifts in one piece of luggage or a box. Do have all your baggage ready for inspection. Do know your state and federal liquor restrictions. Do understand that every country insists upon a Customs examination for returning residents. Do be patient. Don’t exceed your Customs exemption without expecting to pay duty. Don’t forget that your purchases sent home are subject to duty. Don’t be surprised if Customs opens your baggage. Don’t forget that all accompanying foreign purchases must be declared, even those that you wore or used. Don’t accept the offer of a “false” sales invoice. This could result in seizure or penalties. Don’t rely on the “experienced” traveler or a foreign seller for Customs information. Don’t bring back fruits, plants, vegetables, or meat without permits from the U.S. Department of Agriculture. Don’t exit your aircraft until you are authorized by Customs. Don’t be late.    HYPERLINK \l "TableOfContents" Return to Table of Contents U.S. Paperwork U.S. paperwork includes Form CF178, Private Aircraft Enforcement System Arrival Report. This form may be filled out upon arrival or may be prepared in advance to save time. The pilot should also be prepared to produce a valid airman's certificate, medical certificate, aircraft registration certificate, certificate of airworthiness, and proof of citizenship for each occupant. Note: Copies of U.S.C.S.  HYPERLINK "https://forms.customs.gov/customsrf/getformharness.asp?formName=cf-178-form.xft" Arrival Report CF178 are available on-line.    HYPERLINK \l "TableOfContents" Return to Table of Contents Expensive Items/Large Amounts of Cash If you are taking expensive items (i.e. camcorders, cameras, fishing equipment, firearms [see section on taking firearms to Canada for Canadian Customs requirements], etc.) you may want to declare these items with Customs prior to your departure to avoid possible duties or import taxes when you return. You are also required to declare cash amounts of US$10,000 or more with the US Customs and Border Protection Service.    HYPERLINK \l "TableOfContents" Return to Table of Contents Occupant Obligations  After 23 January 2007 all persons entering the USA by aircraft must have a current and valid passport.    In addition, all occupants must make a general declaration of goods purchased in Canada. Usually, a verbal declaration will be enough, but a written declaration using Form CF-6059-B must be presented when duty is to be collected or whenever the inspecting officer requires it. A word of caution: Customs officers are strict about the declared value of goods and penalties can be severe for undervaluing through false statements or artificially lowered prices on receipts.    If there is any non-commercial cargo or unaccompanied baggage on board, the pilot should prepare a written declaration. Customs will provide the necessary forms.    To expedite your clearance at the Customs Service office it is helpful to compile in advance a list of items obtained during your trip and separate those items for inspection.    HYPERLINK \l "TableOfContents" Return to Table of Contents Radioactive Aircraft Instruments Starting in 2004 US Customs and Border Protection has starting screening light aircraft for radioactive materials. Normally this is not a problem, as most light aircraft do not have radioactive components on them! Some older aircraft may have instruments that have dials that are illuminated by radium paint. This is radioactive and is quickly picked up by the Customs equipment from relatively long distances. Flying into the USA with radium instruments is permitted, but be prepared to show that it is the radium that is triggering the equipment and not something more sinister. Expect delays as a result of this inspection, if you have radium instruments. CHAPTER 3 – CANADIAN FLIGHT RULES Once you have arrived in Canada and cleared Customs, you can travel far and wide over the Canadian countryside with few restrictions. Canadian flight rules and regulations are similar to the U.S. Federal Aviation Regulations. There are, however, some significant differences described in this chapter.    HYPERLINK \l "TableOfContents" Return to Table of Contents Canada's Airspace This information has been provided by Transport Canada Civil Aviation. For more information, refer to the HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm"Aeronautical Information Manual (AIM). Details of the airspace structure and classifications are in the Designated Airspace Handbook (TP 1820E.)    HYPERLINK \l "TableOfContents" Return to Table of Contents Structure The airspace structure defines the physical dimensions of the elements into which the airspace is divided, such as CZs, ATZs, TCAs, airways, control area extensions, and transition areas.    HYPERLINK \l "TableOfContents" Return to Table of Contents Classification Canadian domestic airspace is divided into seven classes, each identified by a single letter—A, B, C, D, E, F, or G. Class A Airspace Controlled high-level airspace from FL180 in the Southern Control Area, FL230 in the Northern Control Area, and FL 280 in the Arctic Control Area up to and including FL600. IFR only. Class B Airspace Controlled low-level airspace above 12,500 feet ASL up to but not including 18,000 feet ASL. Control zones and associated Terminal Control Areas may also be classified as Class B airspace. Only IFR and controlled VFR (CVFR) flight are permitted. ATC separation provided to all aircraft. Class C Airspace Controlled airspace. IFR and VFR flights are permitted. VFR flights require a clearance from ATC to enter. ATC separation is provided between all IFR aircraft and between VFR and IFR aircraft. All aircraft will be provided traffic information. VFR aircraft will be provided conflict resolution upon request. Class C airspace becomes Class E when the appropriate ATC unit is not in operation. Class D Airspace Controlled airspace within which both VFR and IFR flights are permitted. VFR flights must establish radio contact prior to entry. ATC separation is provided to IFR aircraft only. All aircraft will be provided traffic information, ATC equipment and workload permitting. Class D airspace becomes Class E when the appropriate ATC unit is not in operation. Class E Airspace Controlled airspace within which both IFR and VFR flight are permitted. ATC separation is provided to IFR aircraft only. No special requirements for VFR. Class F Airspace May be controlled or uncontrolled airspace. Special use airspace that can be an advisory or restricted area. Generally, non-participating aircraft should remain clear of advisory airspace and MUST remain clear of restricted airspace. Restricted areas are locations where bombing, gunnery, or artillery are in use; prisons; or blasting areas. Most restricted areas are monitored for trespassing aircraft and violators will have action taken against them in all cases. Class G Airspace Uncontrolled airspace. Note: The base of controlled airspace is generally 2,200 feet AGL; however, the base of transition areas is 700 feet AGL. Figure 3-1. Canadian Airspace Classification Diagram     HYPERLINK \l "TableOfContents" Return to Table of Contents Mode C Transponder Requirements Canadian Aviation Regulations require aircraft to be equipped with a functioning transponder, incorporating an automatic pressure altitude reporting device (Mode C) when operating in the following airspace: a. all Class A airspace; b. all Class B airspace; c. all Class C airspace; and d. all Class D and E airspace that is specified as "Transponder Airspace" in the  HYPERLINK "http://ess.nrcan.gc.ca/aero/pub/dah_e.php" Designated Airspace Handbook (DAH) (TP 1820E). It is also diagrammed in the Canada Flight Supplement This includes all Class E airspace extending upwards from 10,000 feet ASL up to and including 12,500 feet ASL within radar coverage. Pilots of VFR aircraft flying at or below 12,500 feet should select code 1200 unless otherwise instructed. VFR aircraft above 12,500 feet should select code 1400. Pilots of IFR aircraft within controlled low-level airspace shall adjust their transponder to reply on Mode A, Code 1000 and on Mode C unless otherwise instructed by ATC. For flights by IFR aircraft within controlled high-level airspace the transponder should be set to reply on Mode A, Code 2000 and on Mode C unless otherwise instructed by ATC.    HYPERLINK \l "TableOfContents" Return to Table of Contents Transponder Airspace Figure 3-2. Canadian Transponder Airspace   HYPERLINK "http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/PART6/605.htm" \l "605_35" CAR 605.35 outlines the transponder operating rule, as well as the circumstances in which operation with an unserviceable transponder is permitted. It also outlines the procedures to follow in order to operate an aircraft in transponder airspace without a transponder and automatic pressure altitude reporting equipment. It is possible to enter Class C and D control zones and Class B airspace without a transponder by simply phoning the ATC unit in advance and asking permission. This is often granted if traffic loads are not too high.    HYPERLINK \l "TableOfContents" Return to Table of Contents High Altitude Control Areas High altitude control areas have been designated in Canadian airspace and a small portion of Alaskan airspace. These control areas (Arctic, Northern, and Southern) are designed to expedite high altitude traffic. The high altitude airways must be followed in these areas. Canadian Minimum Navigation Performance Specifications airspace is included in these areas; minimum navigation requirements and special procedures must be followed. Details concerning operations in this area may be found in the  HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm" Transport Canada AIM     HYPERLINK \l "TableOfContents" Return to Table of Contents Canadian Airspace Boundaries Northern and Southern Domestic Airspace Canadian domestic airspace is geographically divided into the Southern Domestic Airspace (SDA) and the Northern Domestic Airspace (NDA). In the Southern Domestic Airspace, magnetic track is used to determine cruising altitude for direction of flight. The magnetic North Pole is located near the center of the Northern Domestic Airspace; therefore, magnetic compass indications may be erratic. Thus, in this airspace, true track is used to determine cruising altitude for direction of flight in lieu of magnetic track. Figure 3-3. Canadian Northern and Southern Domestic Airspace  Cruising Altitudes and Flight Levels Table 3-1. Cruising Altitudes and Flight Levels Altitudes or Flight LevelsAircraft TrackColumn 1Column 2000-179 degrees180-359 degreesAbove FL290, fly at 4,000-foot intervalsBeginning at FL290 (FL290, 330, 370, 410, 450, 490, 530, 570)Beginning at FL310, (FL310, 350, 390, 430, 470, 510, 550, 590At or above 18,000 feet ASL but below FL290 fly at 2,000-foot intervalsOdd Flight Levels (FL190, 210, 230, etc.)Even Flight Levels (FL200, 220, 240, etc.)Below 18,000 feet ASL: fly at 2,000-foot intervals. (Fly corresponding flight levels in Standard Pressure Region.)IFR and CVFRIFR and CVFROdd thousand feet ASL (1,000, 3,000, 5,000, etc.)Even thousand feet ASL (2,000, 4,000, 6,000, etc.)VFRVFROdd thousand feet, plus 500 feet ASL (3,500, 5,500, 7,500, etc.)Even thousand feet, plus 500 feet ASL (4,500, 6,500, 8,500, etc.) General Provisions The appropriate altitude or flight level for an aircraft in level cruising flight is determined in accordance with The magnetic track, in the Southern Domestic Airspace. The true track, in the Northern Domestic Airspace. Where an aircraft is operated in level cruising flight at more than 3,000’ AGL, in accordance with visual flight rules, in accordance with instrument flight rules, or during a CVFR flight, the pilot-in-command of an aircraft shall ensure that the aircraft is operated at an altitude or flight level appropriate to the track set out in figure 2.2 unless assigned an altitude or flight level by an Air Traffic Control unit or by written authority from the Minister. Where an aircraft is operated in level cruising flight in accordance with the instrument flight rules or during a CVFR flight along an airway or air route described in the  HYPERLINK "http://ess.nrcan.gc.ca/aero/pub/dah_e.php" Designated Airspace Handbook (TP1820E) as an exception to this order, the pilot in command shall ensure that the aircraft is operated at an altitude or flight level specified in column 1 of cruising altitudes chart on a track of 000-179, inclusive or column 2 of cruising altitudes chart on a track of 180-359, inclusive, unless otherwise assigned an altitude or flight level by an ATC unit. The pilot in command of an aircraft operating within controlled airspace between 18,000 ASL and FL600, inclusive, shall ensure that the aircraft is operated in accordance with the instrument flight rules unless otherwise authorized in writing by the Minister. Note: Airways and Air Routes designated as exceptions are listed in the Canada Flight Supplement and are depicted on aeronautical charts.    HYPERLINK \l "TableOfContents" Return to Table of Contents Class G airspace — Recommended Operating Procedures — En Route When aircraft are manoeuvring in the vicinity of uncontrolled aerodromes (“aerodrome” is the term used in Canada for an uncertified airport) or cruising in Class G airspace, the lack of information on movements of other aircraft may be a hazard. To alleviate this situation, all pilots are advised that: When operating in Class G airspace, they should continuously monitor frequency 126.7 MHz whenever practicable. Position reports should be made over all navaids along the route of flight to the nearest station having air-to-ground communications capability. These reports should be made on frequency 126.7 MHz whenever practicable. If it is necessary to use another frequency to establish communications with the ground station, the report should also be broadcast on 126.7 MHz for the information of other aircraft in the area. The report should contain present position, track, altitude, altimeter setting in use, next position, and ETA. For a map of current Canadian FSS Remote Communication Outlets (RCO) and their frequencies consult the  HYPERLINK "http://www.navcanada.ca/NavCanada.asp?Language=en&Content=ContentDefinitionFiles\\Services\\ANSPrograms\\RCORedesign\\default.xml" Nav Canada RCO project website Immediately before changing altitude, commencing an instrument approach, or departing IFR, pilots should broadcast their intentions on 126.7 MHz whenever practicable. Such broadcasts shall contain adequate information to enable other pilots to be fully aware of the position and intentions so that they can determine if there will be any conflict with their flight paths. At aerodromes where a MF (mandatory frequency) has been designated, arriving pilots shall first broadcast their intentions on 126.7 MHz before changing to the MF. If conflicting IFR traffic becomes evident, this change should be delayed until the conflict is resolved. Pilots departing IFR should broadcast their intentions on 126.7 MHz, in addition to the MF, prior to takeoff; and The preceding reporting requirements are considered as the minimum necessary. Pilots are encouraged to make additional reports whenever the possibility of conflicting IFR traffic is suspected. An example would be reporting prior to overflying a facility where cross traffic is probable or where there is a published instrument approach procedure.    HYPERLINK \l "TableOfContents" Return to Table of Contents Airport Traffic Procedures Canada uses airport traffic patterns (called “circuits”) with slightly different standard entry procedures. The Canada Flight Supplement lists all airports available for use in Canada, along with most aerodromes and details any restrictions that may apply.    HYPERLINK \l "TableOfContents" Return to Table of Contents Traffic Circuit Procedures — Uncontrolled Aerodromes The following procedures apply to all aircraft operation at aerodromes where airport control service is not provided, except those aircraft following a standard instrument approach. Prior to joining a traffic circuit all pilots should announce their intentions. All turns shall be to the left while operating in the circuit, unless a right-hand circuit has been designed in the Canada Flight Supplement. Figure 3-4. Standard Left-Hand Circuit Pattern  Note: Circuits at uncontrolled airports in Canada are similar to U.S. procedures with only a few minor differences. Unless otherwise specified or required by the applicable distance from cloud criteria, aircraft should join the downwind leg or enter the crosswind at an altitude of 1,000 feet Above Airport Elevation (AAE). Where Mandatory Frequency (MF) procedures are in effect and airport and traffic advisory information is available, aircraft may join the circuit pattern straight on or at 45 degrees to the base or final approach legs. COPA and AOPA International Flight experts recommend that pilots are alert for other VFR traffic, particularly no-radio (NORDO) aircraft; maintain good see-and-avoid procedures and watch for IFR traffic on straight-in or circling approaches.    HYPERLINK \l "TableOfContents" Return to Table of Contents VFR Communication Procedures at Aerodromes with MFs and ATFs: Radio-Equipped Aircraft The following procedures shall be followed by pilots of radio-equipped aircraft at uncontrolled aerodromes with MFs and should also be followed by pilots at aerodromes with Aerodrome Traffic Frequency (ATF). I. Operations on Manoeuvring Area Report intentions and maintain a listening watch on the MF or ATF while operating an aircraft in the manoeuvring area. II. Departure A. Report departure intentions on the MF or ATF before moving onto runway. If delayed, broadcast intentions and expected length of delay; B. Ascertain by radio on the MF or ATF and by visual observation that no other aircraft or vehicle is likely to come into contact with the aircraft during takeoff; and Monitor the MF or ATF until well clear of the specified area (5 to 10 NM). Arrival Report position, altitude, arrival procedure intentions, and estimated time of landing well prior to entering the specified area (5 minutes before arrival); Maintain a listening watch on the MF or ATF while in the specified area; C. Report joining the circuit pattern, giving position in the pattern; D. Report established on final approach; and E. Report clear of the active runway after landing. IV. Continuous Circuits A. Report entering the downwind leg; B. Report established on final approach; and C. Report clear of the active runway after landing. Local Flying Maintain a listening watch on the designated MF or ATF when operating within a specified area VI. Enroute Reports A. Report position, altitude and intentions prior to entering the specific area; B. Maintain a listening watch on the MF or ATF while in the area; and C. Report clear of the area. Note: In the interests of minimizing possible conflict with local traffic and minimizing radio congestion on the MF or ATF, pilots of enroute VFR aircraft should avoid passing through specified areas.    HYPERLINK \l "TableOfContents" Return to Table of Contents Use of Cell Phones Cell phones are actually legal to use while in the air in Canada. Nav Canada encourages pilots who have had communications failures to use a cell phone to contact the control tower or other ATC facility. Phone numbers are listed in the Canada Flight Supplement under the Comm section for each airport. ATC will only accept calls that are due to an equipment failure or an emergency and will not accept routine non-emergency calls from pilots trying to by-pass the ATC radio frequencies. It is completely legal to use cell phones while flying for arranging rides from the airport, booking hotels or ordering pizza to be delivered to the airport that you are inbound to in Canada. Contrary to rumours, there has never been a reported case of airborne cell phone use causing cell phone system malfunctions. Due to the risk of cell phone interference with radio equipment, use of cell phones is not recommended while flying in instrument meteorological conditions.    HYPERLINK \l "TableOfContents" Return to Table of Contents Minimum Altitudes — Overflying Aerodrome No person shall fly at a height of less than 2,000 ft over an aerodrome except for the purpose of landing or taking off unless otherwise directed by an ATC unit.    HYPERLINK \l "TableOfContents" Return to Table of Contents Controlled VFR (CVFR) Procedures Pilots intending to fly CVFR shall file and obtain an ATC clearance prior to entering Class B airspace. The ATC clearance will normally be issued upon receipt of a position report filed by the pilot upon reaching the last 1,000 feet of altitude below the base of Class B or before entering laterally. This procedure is intended to ensure that the radio equipment is operating and to remind the pilots that while outside of Class B airspace, ATC separation is not provided and that they must maintain vigilance for other traffic. The ATC clearance will contain the phrase “Maintain [altitude] VFR.” CVFR flights must be conducted in accordance with procedures designed for use by IFR flights, except that when IFR weather conditions are encountered, the pilot of a CVFR flight must avoid such weather conditions. This should be accomplished by: Requesting an amended ATC clearance that will enable the aircraft to remain in VFR weather conditions. Requesting an IFR clearance if the pilot has a valid instrument rating and the aircraft is equipped for IFR flight. Request Special VFR if within a control zone. If unable to comply with the preceding, ensure that the aircraft is in VFR weather conditions at all times and leave Class B airspace horizontally or by descending. If the airspace is a control zone, land at the aerodrome on which the control zone is based. In either case, inform ATC as soon as possible of the action taken.    HYPERLINK \l "TableOfContents" Return to Table of Contents VFR Weather Minimums Table 3-2. Canadian VFR Weather Minimums AIRSPACEFLIGHT VISIBILITYDISTANCE FROM CLOUD DISTANCE AGLControl ZonesNot less than 3 miles*Horizontally: 1 mile Vertically: 500 feetVertically: 500 feetOther Controlled AirspaceNot less than 3 milesHorizontally: 1 mile Vertically: 500 feet ___Uncontrolled Airspace1,000 feet AGL or aboveNot less than 1 mile (day), 3 miles (night)Horizontally: 2,000 feet Vertically: 500 feet ___Below 1,000 feet AGL – fixed wingNot less than 2 miles (day), 3 miles (night) (see Note 1.) Clear of cloud ___Below 1,000 feet AGL – helicopterNot less than 1 mile (day), 3 miles (night) (see Note 2.) Clear of cloud ___* Ground visibility when reported. Notes 1. Not withstanding  HYPERLINK "http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/PART6/602.htm" \l "602_115" CAR 602.115, an aircraft other than a helicopter may be operated in visibilities of less than 2 miles during the day, when authorized to do so in an air operator certificate or in a private operator certificate. 2. Not withstanding  HYPERLINK "v" CAR 602.115, a helicopter may be operated in visibilities of less than 1 mile during the day, when authorized to do so in an air operator certificate or in a flight training unit operator certificate—helicopter.    HYPERLINK \l "TableOfContents" Return to Table of Contents Special VFR (Control zones only) Table 3-3. Canadian Special VFR Minimums Flight Visibility (Ground when reported.)Distance from CloudAircraft other than Helicopter1 statute mile Clear of cloudHelicopter½ statute mile Notes: All aircraft including rotorcraft must be equipped with a radio capable of communicating with the ATC unit and must comply with all conditions issued by the ATC unit as part of the SVFR authorization. Aircraft must operate clear of cloud and within sight of the ground at all times. Rotorcraft must operate at such reduced airspeed so as to give the pilot in command adequate opportunity to see other air traffic or obstructions in time to avoid a collision. When an aircraft is being operated at night, ATC will only authorize special VFR where the authorization is for the purpose of allowing the aircraft to land at the destination airport.    HYPERLINK \l "TableOfContents" Return to Table of Contents IFR Approach Ban Non-Category III capable aircraft operating IFR in Canada are banned from proceeding past the outer marker or final approach fix on any approach when the RVR is reported to be below 1200 feet. There are exceptions to this rule and any pilot flying IFR in Canada should be familiar with  HYPERLINK "http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/PART6/602.htm" \l "602_129" CAR 602.129 which describes the approach ban.  HYPERLINK \l "TableOfContents" Return to Table of Contents Pre-flight Information and Aircraft Requirements In Canada there is no rule requiring up-to-date charts for day VFR flights. There are rules for pre-flight information, weather information and also for aircraft equipment. Here is what the actual CARs say: Pre-flight Information 602.71 The pilot-in-command of an aircraft shall, before commencing a flight, be familiar with the available information that is appropriate to the intended flight. Weather Information 602.72 The pilot-in-command of an aircraft shall, before commencing a flight, be familiar with the available weather information that is appropriate to the intended flight. Up-to-date maps and publications are not necessarily required for day VFR flying, but are required for Night VFR, VFR OTT and IFR flying in Canada. In addition NOTAMs should be checked before each flight. If you were to fly into a temporary restricted or danger area and had not checked the NOTAMs prior to flight then you would probably be charged under CAR 602.71 as well as the appropriate airspace CAR as well. Canadian NOTAMs are easy to find at  HYPERLINK "http://www.flightplanning.navcanada.ca" www.flightplanning.navcanada.ca. Requirements for Power-driven Aircraft 602.60 (1) No person shall conduct a take-off in a power-driven aircraft, other than an ultra-light aeroplane, unless the following operational and emergency equipment is carried on board: (a) a checklist or placards that enable the aircraft to be operated in accordance with the limitations specified in the aircraft flight manual, aircraft operating manual, pilot operating handbook or any equivalent document provided by the manufacturer; (b) where the aircraft is operated in VFR OTT, night VFR flight or IFR flight, all of the necessary current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route; (c) a hand-held fire extinguisher in the cockpit that is (i) of a type suitable for extinguishing the fires that are likely to occur, (ii) designed to minimize the hazard of toxic gas concentrations, and (iii) readily available in flight to each flight crew member; (d) a timepiece that is readily available to each flight crew member; (e) where the aircraft is operated at night, a flashlight that is readily available to each crew member; and (f) a first aid kit. (2) A checklist or placards referred to in paragraph (1)(a) shall enable the aircraft to be operated in normal, abnormal and emergency conditions and shall include (a) a pre-start check; (b) a pre-take-off check; (c) a post-take-off check; (d) a pre-landing check; and (e) emergency procedures. (3) Emergency procedures referred to in paragraph (2)(e) shall include (a) emergency operation of fuel, hydraulic, electrical and mechanical systems, where applicable; (b) emergency operation of instruments and controls, where applicable; (c) engine inoperative procedures; and (d) any other procedure that is necessary for aviation safety. (4) Checks and emergency procedures referred to in subsections (2) and (3) shall be performed and followed where they are applicable.   HYPERLINK \l "TableOfContents" Return to Table of Contents CANADIAN FLIGHT PLANS and FLIGHT ITINERARIES VFR Plans Canadian regulations require pilots to file a VFR flight plan or flight itinerary for all VFR flights in Canada. The only exceptions to this are those flights within 25 nm of the airport of departure. The purpose of this is not to track aircraft movements but to facilitate Search and Rescue in a country that has very large areas that are uninhabited and inhospitable. A flight itinerary is similar to a standard VFR flight plan and is to be used whenever the pilot cannot meet the arrival reporting requirements (60 minutes after landing) of a flight plan. The flight itinerary is a means for pilots to be eligible for search and rescue initiation when operating in remote areas. In lieu of a flight plan, a pilot may give a flight itinerary to a responsible person. A "responsible person" is defined as an individual who has agreed to notify: ATC or an FSS, or a peace officer or an officer of the Canadian Forces, if the flight has not arrived at the estimated time of arrival specified by the pilot in the flight itinerary. Make sure your responsible person knows exactly what to do in the event of your non-arrival. The best plan is for them to call the Rescue Coordination Center in the area of the flight – these are listed in the Canada Flight Supplement. Note: The term “flight notification” is no longer used in Canada. Be advised that Nav Canada automatically opens all filed flight plans on your estimated time of departure without any input from the pilot. This means that if your aircraft becomes unserviceable on the ground prior to start, that you must call and cancel the flight plan or else you will be “assumed off”. If you have filed a series of flight plans, each one will be opened automatically, so ensure you cancel all flight plans filed if the flight is cancelled. On departure, where possible, you should ask the control tower, flight service station or community aerodrome radio station to “open your flight plan” which will activate alerting service. This ensures that the flight plan was actually opened automatically and allows an update of the actual “time-off” as opposed to the “assumed time-off”. Pilots must close a flight plan by making an "arrival report" to an ATC unit or FSS within one hour after landing. Arrival report means contacting ATC or an FSS, giving your aircraft identification number and asking the Controller or Flight Service Specialist to close your flight plan. Pilots should not assume that ATC personnel will automatically file arrival reports at airports serviced by control towers. A pilot may also close the flight plan with an air traffic control unit, flight service station, or community aerodrome radio station prior to landing. Do note that if you close your flight plan prior to landing and subsequently crash short of destination or on landing you will have no SAR response as a result. A flight itinerary can be closed in whatever manner the "responsible person" and the pilot agree upon.  HYPERLINK \l "TableOfContents" Return to Table of Contents General The flight plan form is to be used for Canadian flight plans or flight itineraries and ICAO flight plans. It looks a bit intimidating, but it is easy to complete with a bit of practice. Simply insert the requested information in the appropriate boxes. The white boxes relate to required information for both Canadian flight plans/ flight itineraries and ICAO flight plans. The shaded boxes indicate the information that is applicable only to Canadian flight plans/flight itineraries. NOTE: A Canadian flight plan is used for flights from Canada to the United States.    HYPERLINK \l "TableOfContents" Return to Table of Contents Canadian Flight Plan A Canadian flight plan/flight itinerary shall contain such information as is specified in the Canada Flight Supplement (CFS). This includes: aircraft identification flight rules type of flight number (if more than one) type of aircraft wake turbulence category equipment departure aerodrome time of departure (UTC)—proposed/actual cruising speed altitude/level route destination aerodrome estimated elapsed time en route (EET) SAR time (not required in an ICAO flight plan) alternate aerodrome(s) other information endurance (flight time in hours and minutes) total number of persons on board category of emergency locator transmitter (not required in an ICAO flight plan) survival equipment (type, jackets, dinghies) aircraft color and markings remarks (regarding other survival equipment) arrival report—where it will be filed (not required in an ICAO flight plan) name and number or address of person or company to be notified if SAR action initiated (not required in an ICAO flight plan) pilot's name pilot's license number (Canadian pilot license only; not required in an ICAO flight plan)    HYPERLINK \l "TableOfContents" Return to Table of Contents Filing Flight Plans, Getting Weather and NOTAMs Nav Canada Flight Information Centres (FIC) are your “one stop” for flight plans, weather and NOTAM information. You can contact the local area FIC by telephone at 1-866-WXBRIEF across Canada. Weather and NOTAM information is also available at  HYPERLINK "http://www.flightplanning.navcanada.ca" www.flightplanning.navcanada.ca. HYPERLINK "https://fileflightplan.navcanada.ca/first.html"Internet filing of flight plans is also available if you have signed up in advance with Nav Canada for this service. ICAO Flight Plans Flight plans for international flights originating in or entering Canada shall be filed in the ICAO format. For the purpose of flight planning, flights between Canada and the continental United States are not classed as “international flights.” For flights intending to operate within MNPS airspace during any portion of their flight, the letter "X" shall be inserted in Item 10 after the letter "S," indicating that the aircraft is capable of complying with MNPS. Similarly, the letter "W" is inserted if the aircraft is capable of complying with reduced vertical separation minima (RVSM) in MNPS airspace. Detailed instructions for completing the Canadian Flight Plan Form are found at  HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/RAC/3-1.htm#3-15" http://www.tc.gc.ca/CivilAviation/publications/tp14371/RAC/3-1.htm#3-15 . Figure 3-5. Canadian Flight Plan Form     HYPERLINK \l "TableOfContents" Return to Table of Contents Defense VFR (DVFR) Flight Plans Aircraft are not to be operated into or within a Canadian Air Defence Identification Zone (ADIZ) unless the aircraft is equipped with an operable two-way radio and the pilot has filed an IFR or DVFR flight plan or a Defence Flight Itinerary with an appropriate ATC unit or FSS. The flight plan/itinerary must include the cruising altitude and ADIZ penetration time. A map showing where these zones are is at figure 2-4 in Chapter 2. (Refer to CFS, AIP, and U.S. FAR/AIM) If intermediate stops enroute are planned, separate flight plans must be filed for each stage of the flight unless a flight itinerary has been filed. Any deviations from the flight plan must be given to ATC as soon as possible.    HYPERLINK \l "TableOfContents" Return to Table of Contents IFR Flight Plans Within controlled airspace, a pilot who intends to fly in IFR weather conditions must comply with Canadian instrument flight rules. Pilots are encouraged to file IFR flight plans as early as possible with Canadian ATC and preferably at least 30 minutes before the proposed departure time. Outside of controlled airspace, a pilot must not conduct flight under IFR weather conditions unless the pilot has filed an IFR flight plan prior to takeoff, or—if communication facilities are inadequate to permit communications with ATC or an FSS—the pilot has given notice of his proposed flight by means of a flight itinerary. When operating from a location with no operating airport control tower or FSS, a pilot should inform ATC if the flight will not be commenced within 60 minutes of the proposed departure time stipulated in the IFR flight plan. Search and rescue will be activated if this information is not provided to ATC. Pilots are required to advise ATC and obtain a new or amended clearance as appropriate before making any changes in an IFR flight plan such as: cruising altitude or flight level; track; destination airport; true airspeed at cruising altitude or flight level if the change is in excess of 5% of the true airspeed specified in the flight plan; or Mach number, if the change is greater than 0.01 and the Mach number has been included in the ATC clearance. Aircraft operating outside controlled airspace are required to explain any changes in an IFR flight in respect to items (a) through (e) outlined above by broadcasting on the appropriate frequencies. Intermediate stops may not be included in an IFR flight plan. Consecutive IFR flight plans may be filed at the initial point of departure. A pilot who terminates an IFR flight must file an arrival report as soon as possible after landing (contact ATC or an FSS and close the flight plan).    HYPERLINK \l "TableOfContents" Return to Table of Contents IFR Alternate Airport Requirements All IFR flight plans must include an alternate airport suitable for the aircraft in question. An airport may only be selected as an alternate if the current weather forecasts show a trend indicating that the ceiling and visibility at the airport will, at the expected time of arrival, be at or above the specified alternate minima for that airport. If the terms VRBL, OCNL, BECMG, or RISK appear in the forecast, and if the conditions they describe lower the forecast below the specified alternate minima, that airport cannot be used as an alternate. Alternate weather minimums vary from airport to airport and are published in the Canada Air Pilot (CAP) approach procedures for each airport. Additionally, alternate weather minimum requirements published on CAP aerodrome charts are now superseded by the alternate weather requirement table in the Canada Air Pilot GEN pages (CAP GEN). Until the alternate weather minima are removed from aerodrome charts, pilots will have to refer to the requirements in the CAP GEN in all cases.    HYPERLINK \l "TableOfContents" Return to Table of Contents FUEL REQUIREMENTS VFR Flights Pilots operating aircraft strictly under VFR conditions must carry enough fuel and oil to reach their planned destination at normal cruise power in currently forecast weather conditions. Enough reserve fuel must also be carried to sustain flight at normal cruise power for 30 minutes in daytime and an additional 45 minutes under night conditions. Helicopters must follow the same requirements, but with only a 20 minute reserve.    HYPERLINK \l "TableOfContents" Return to Table of Contents IFR Flights Pilots operating aircraft on IFR flights must carry enough fuel and oil to reach their planned destination, their alternate, plus a 45-minute reserve at normal cruise power under the current and forecast conditions. Altimeter Setting Procedures There are two altimeter setting regions in Canada. The Altimeter Setting Region is airspace of defined dimensions below 18,000 feet ASL (see diagram). The Standard Pressure Region includes all airspace over Canada at or above 18,000 feet ASL and all low-level airspace that is outside the lateral limit of the altimeter setting region. Procedures for each region are as follows:    HYPERLINK \l "TableOfContents" Return to Table of Contents Altimeter Setting Region Departure — Altimeter is set to current altimeter setting at the airport or, if not available, to the airport elevation. Enroute — Altimeter set to the current altimeter setting of the station nearest along the route of flight or, if stations are separated by more than 150 nm, to the station nearest to the route of flight. Arrival — When approaching the destination airport, altimeter is set to that airport's current setting, if available. In some cases remote altimeter settings from nearby airports are acceptable for IFR approach use. These are detailed in the CAP.    HYPERLINK \l "TableOfContents" Return to Table of Contents Standard Pressure Region General — Procedures are the same as above, except that upon reaching altitude (referred to as flight level in this region) altimeter is set to standard pressure (29.92" Hg or 1013.2 mb). Altimeters should be set to the current setting for the airport of destination before descent to that airport is initiated. When transitioning between regions, altimeter settings are done while in the Standard Pressure Region. Figure 3-6 Canadian Altimeter Settings and Designated Mountainous Regions     HYPERLINK \l "TableOfContents" Return to Table of Contents Designated Mountainous Regions Aircraft flying IFR in Designated Mountainous Regions outside of designated airways/air routes should be flown at an altitude of at least 2,000 feet above the highest obstacle within 10 nm of the aircraft when in areas 1 and 5; 1,500 feet in areas 2, 3 and 4; and 1,000 feet elsewhere in Canada. Minimum enroute IFR altitudes have been established for designated airways and air routes within designated mountainous regions. However, aircraft should be operated at an altitude 1,000 feet higher than the MEA when there are large variations in temperature and/or pressure. AOPA’s Aviation Services Division advises pilots planning flights in mountainous regions to contact them for a copy of its Mountain Flying booklet, which is available for $5 or visit  HYPERLINK http://www.aopa.org/members/files/guides/mntfly.html http://www.aopa.org/members/files/guides/mntfly.html. Flatland pilots may want to pick up some dual training from an experienced mountain flying instructor before heading to high terrain.    HYPERLINK \l "TableOfContents" Return to Table of Contents MAJOR DIFFERENCES BETWEEN CANADIAN AND U.S. PROCEDURES VFR "over the top" flight is permitted under the VFR OTT (Over The Top) visual flight rules, which also requires a separate rating on Canadian pilot certificates if they are not already IFR rated (or have been in the past.) U.S. pilots who do not have an instrument rating should not expect to be able to use this. Under VFR-OTT the departure airport must be VFR and the destination airport must be forecast to be good VFR at ETA. VFR-OTT is allowed during daylight only, and during the cruise portion of the flight only. The aircraft must be operated a vertical distance of 1,000 feet from clouds and when between layers, the layers must be separated by 5,000 feet. The flight visibility must be 5 miles at the cruising altitude. The weather at the destination airport needs to be scattered or clear sky conditions and ground visibility of 5 miles or more with no precipitation, fog, thunderstorms, or blowing snow. These conditions need to exist from one hour before ETA to two hours after if using a TAF; and from one hour before ETA to three hours after if using an area forecast (FA). VFR flight in Canada requires continuous visual reference to the ground or water. Flight through clouds to reach VFR is not permitted under VFR-OTT. Only IFR and "controlled VFR" flights are permitted in Canadian Class B airspace, similar to U.S. Class B procedures. “Controlled VFR" can be defined as the equivalent to flying VFR under mandatory radar service. Flying controlled VFR will allow you access to more airspace; however, VFR weather conditions must be present. Cruising altitudes and flight levels in Canada are identical to those outlined in the Hemispherical Rule in the U.S. Magnetic tracks are used in the Southern Domestic Airspace; see figure 3-3 for a depiction of this airspace. True tracks are used in the Northern Domestic Airspace because of erratic compass indications in these areas. Control Zones (CZ) have been designated around certain airports to keep IFR aircraft within controlled airspace during approaches and to facilitate the control of VFR and IFR traffic. These Control Zones are either class C or D airspace. Control zones within which radar control services are provided normally have a 7-mile radius. Others have a 5-mile radius, with the exception of a few which have 3-mile radiuses. Control zones are capped at 3,000 feet AGL unless otherwise specified. Military control zones usually have a 10-mile radius and are capped at 6,000 feet AGL. All control zones are depicted on the VFR aeronautical charts and the Enroute Low Altitude Navigation charts. In all Class C control zones and Class D control zones with an operating control tower, an aircraft must be equipped with a working two-way radio and must obtain a clearance from ATC before entering that CZ. The pilot must maintain a listening watch and comply with ATC instructions. If the aircraft is not radio-equipped, the pilot must have prior authorization from the controlling ATC authority. Class D control zones with a non-operating control tower become Class E airspace. In that case no prior clearance is required, but position reports must be made on the mandatory frequency (MF). Special VFR is permitted in control zones. Altimeter setting procedures are detailed earlier in this chapter and in the Canada Flight Supplement. Radio communications in Canada are similar to those in the U.S. Transport Canada has designated Mandatory Frequencies (MF), Aerodrome Traffic Frequencies (ATF) and Unicom frequencies at most uncontrolled airports throughout Canada. These frequencies are used to broadcast position reports and the pilot's intentions both when on the ground and in the air. The MF and ATF are comparable to the U.S. Common Traffic Advisory Frequency and Mulitcom frequencies. MF and ATF have established zones that are usually a 5- to 10-nm radius capped at 3,000 feet above airport elevation. At uncontrolled aerodromes for which a MF or ATF has been designated, certain reports shall be made by all radio-equipped aircraft. MFs are usually assigned to airports with an FSS, RCO, or local government equivalent to an FSS, called Community Aerodrome Stations (CARS), on the field. For airports with part-time towers, the assigned MF or ATF is used when the tower is not in operation. The ATF will normally be the frequency of the Unicom where one exists or 123.2 MHz where a Unicom does not exist. If the aircraft you are flying is not equipped with a radio or the radio is inoperable, you must obtain permission from the controlling facility before conducting operations at that airport or within its airspace. MF and ATF procedures apply equally to IFR and VFR flights. However, IFR flights have additional reporting points during the approach procedures. Unicom frequencies in Canada are operated by privately owned facilities and function identically to US Unicom services. While enroute in uncontrolled airspace or VFR on an airway pilots should continuously monitor 126.7 MHz. This frequency is used for listening watch and to broadcast position reports, altitude changes, significant weather, NOTAMs, and other intentions. Until recently almost all FSSs monitored 126.7 in Canada. ,Due to traffic congestion on this frequency Nav Canada has begun a process of moving FICs and FSSs onto discrete frequencies The listing of current frequencies as this transition unfolds can be downloaded in the form of maps from the  HYPERLINK "http://www.navcanada.ca/NavCanada.asp?Language=en&Content=ContentDefinitionFiles\\Services\\ANSPrograms\\RCORedesign\\default.xml" Nav Canada website. The frequencies are also listed under the applicable FIC name (i.e.: London FIC) in the Canada Flight Supplement An emergency locator transmitter (ELT) is required to be installed in most general aviation aircraft in Canada. ELTs are a very good thing to have on board. Without one your chances of being found in the event of a crash, even in Southern Canada, are very small. Without an ELT and a flight plan, your chances of being found are almost nil. To permit identification and control of aircraft in the interest of national security, Canada has established Air Defence Identification Zones; see figure 2-4. Flight plan and operating requirements are detailed earlier in this chapter. Pilots are required to file a VFR flight plan or flight itinerary for every flight when more than 25 nm from the departure airport or when operating between Canada and a foreign country. At certain land and water airports, special requirements and/or procedures are in effect with which all operators must comply. These requirements/procedures are listed in the Canada Flight Supplement and the Water Aerodrome Supplement for each location to which they apply. Pilots and passengers flying in unpressurized aircraft between 10,000 and 13,000 feet MSL after 30 minutes have oxygen equipment and usage requirements (refer to  HYPERLINK "http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/PART6/605.htm" \l "605_31" CAR 605.31 and 605.32. Pressurized aircraft oxygen requirements are also covered under these regulations. The following information may be useful to pilots travelling in Canada: 1. VFR and IFR flights landing at or taking off from Toronto Lester B. Pearson International Airport require a slot reservation. Details are listed in the Canada Flight Supplement. 2. The VHF emergency frequency is 121.5 MHz. 3. Canadian FIC flight planning, NOTAM, and weather services are similar to those of the U.S. FSS system. When in range, Canadian FICs can be reached on the frequencies listed for them in the Canada Flight Supplement. Canadian FSS is available by telephone at 866/WX-BRIEF. Nav Canada provides weather services online at  HYPERLINK "http://www.flightplanning.navcanada.ca" http://www.flightplanning.navcanada.ca. A pilot license or access number is not required to use this service. 4. Telecommunication and Enroute Facilities Service fees are levied for aircraft using certain navigational aids and services while flying over the polar North Atlantic routes. (Reference  HYPERLINK "http://www.tc.gc.ca/CivilAviation/publications/tp14371/FAL/3-0.htm" \l "3-2-2" Transport Canada AIM, FAL 3.2.2.) 5. Significant data not shown on the visual charts may be found in "Chart Updating" in the Canada Flight Supplement. 6. Niagara Falls, Ontario, has special procedures for overflights. Refer to the Canada Flight Supplement and U.S. Northeast Airport/Facility Directory special notices for detailed information.    HYPERLINK \l "TableOfContents" Return to Table of Contents Flight Restrictions In National And Provincial Parks The Canadian government has established regulations pertaining to aircraft operations within national parks. In general landing within the boundaries of national or provincial parks is not permitted, without special permission. Park boundaries are clearly noted on Visual Navigation Charts. Pilots are encouraged to contact: Parks Canada National Office 25 Eddy Street Hull, Quebec Canada K1A 0M5 General Enquiries: (888) 773-8888 Operator 997 Website:  HYPERLINK "http://www.pc.gc.ca/index_e.asp" http://www.pc.gc.ca/index_e.asp In the Ontario Region, pilots may operate into some Provincial Parks, after obtaining a permit from: Ministry of Natural Resources Room M1-73 McDonald Block 900 Bay Street Toronto, Ontario M7A -2C1 Telephone 416/314-2000 The Alberta regulations prohibit aircraft from landing in a wilderness area or ecological reserve. The following four areas are governed by this rule: Ghost River White Goat Siffleur Willmore Wilderness    HYPERLINK \l "TableOfContents" Return to Table of Contents Flying Canadian-Registered Aircraft To fly a Canadian-registered aircraft within Canada you will need a Canadian pilot document. There are four options for foreign pilots to obtain a document for these purposes. These are summarized on the table below. The most commonly-used option is a Foreign License Validation Certificate. A pilot who holds a US pilot certificate and a current medical certificate may fly Canadian-registered aircraft, within Canada, after obtaining a Foreign License Validation Certificate (FLVC) from any regional Transport Canada office. The FLVC is valid for up to one year. A pilot can also obtain a Canadian Private Pilot License issued on the basis of the applicant’s foreign license. There is a fee of $45 for a foreign validation. Transport Canada will only issue a Canadian Pilot Licence if the US pilot holds a Private, Commercial or an Airline Transport Pilot Certificate. Holders of foreign pilot permits, Recreational or Sport Pilot Certificates do not qualify for a Canadian Licence or validation. Licences issued will be annotated as “not valid for hire or reward operations”. These licences are valid only for personal flying and may not be used for commercial flying. If you require a licence for commercial flying then written tests and a medical are required prior to the issue of an unrestricted licence. For more information on this option please consult the  HYPERLINK "http://www.tc.gc.ca/CivilAviation/general/circulars/menu.htm" TC General Aviation Advisory Circular. It is worth noting that Canadian instrument rating standards are different than US standards and as a result US instrument ratings will not be validated on Canadian licences, which will be restricted to VFR use only. Contact any regional Transport Canada office for more information  HYPERLINK "http://www.tc.gc.ca/CivilAviation/regions.htm" http://www.tc.gc.ca/CivilAviation/regions.htm.    HYPERLINK \l "TableOfContents" Return to Table of Contents Foreign Licence Options for Flying Canadian Aircraft in Canada  Option 1Option 2 Foreign Licence Validation Certificate (FLVC)Limited Term Pilot Licence (LTPL)Valid for·š         Recreational flying ·š         Receiving training (ie: float rating, type rating)·š         Commercial Operations·š         Valid for 90 days (three months)·š         All privileges included on foreign licence·š         Only issued once in a 12 month period·š         Up to one year (may be renewed) Requirements·š         Foreign licence (ICAO)·š         Foreign licence (ICAO)·š         Privileges must be appropriate to specific purpose and valid from issuing state  Written Exams·š         N/A·š         N/ASkill·š         N/A·š         N/AMedical·š         Valid foreign medical ·š         Valid foreign medical or Canadian medicalFee·š     $45·š        $45Additional Notes·š         Cannot be endorsed with additional privileges after receiving training·š         When Canadian training is completed, we may re-issue LTPL with additional privileges·š         LPTL still bears original valid to date   Option 3Option 4 Canadian Pilot Licence  Issued on the Basis of a Foreign LicenceCanadian Pilot LicenceValid for·š         Recreational flying (Glider, Balloon or Private)·š         Privileges as in  CARs 401  Requirements·š       Foreign licence (ICAO)·š         As per CARs 421·š       Must meet recency requirements·š       Must meet Canadian experience requirements for licence·š            Must meet Canadian experience requirements for each ratingWritten Exams·š         PSTAR·š         As per CARs 421Skill·š         N/A·š         As per CARs 421Medical·š         Canadian medical ·š         Canadian medicalFee·š        $55·š        $55Additional Notes·š         Licence will be annotated  Issued on basis of foreign licence ·š                    Must meet all Canadian requirements ·š         Must meet Canadian requirements in order to have  annotation removed    HYPERLINK \l "TableOfContents" Return to Table of Contents Repair Services for US Aircraft in Canada As with fuel availability, you should be able to obtain maintenance and repair services without difficulty at airports near major population areas. More remote areas, however, may have little or no such service available. Refer to the Canada Flight Supplement for services available and other specific information on airports you will be flying into while visiting Canada. FAA  HYPERLINK "http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/1ab39b4ed563b08985256a35006d56af/ea2a6149fb5d1e6d86256a8800720623/$FILE/AC43-10A.pdf" Advisory Circular 43-10A, dated 02/25/83, provides information to aircraft owners and maintenance personnel concerning work performed by Canadian mechanics on U.S.-registered aircraft. In general, Canadian mechanics can perform maintenance, preventive maintenance, alterations, and inspections (exce